How to Tune Acceleration Enrichment in Holley EFI // Terminator X, HP, Dominator & Sniper

I wouldn't guess it in a million years, but the most common thing you guys have asked to see is all the

acceleration

enrichment

inside

holley

efi. This will work with both Terminator X and HP and Dominator, so let's cover it. which in this video figure we will start by going over the software explaining what each of the settings and tables does then we will throw a car on the dyno and look at some data logs and see all the things that happen in action and then I will ruin your day and I will give you the harsh reality of

acceleration

enrichment

.

The last video I reached 5000 subscribers. I have eyes that I can't even see looking at me, so I just wanted to thank everyone for that. and if you haven't subscribed yet it would be much better if you did if you're not familiar with what throttle enrichment is, it's basically the same as the accelerator pump on a carburetor and pretty much when we have a Fixed the opening of the throttle and we get to a larger throttle opening in a really short period of time, there's a big rush of air that's going to come into the engine and that's what we're trying to take into account with the throttle enrichment in this video.

We're going to find out that this isn't really as exciting or as useful as you might think. Okay, let's dive into the laptop and take a look at the acceleration enrichment parameters. Well, this is just a generic Holley base. map, but if we go here to fuel enrichment and acceleration, these are all the settings that we have to make changes to, so first of all, the first thing that needs to happen before we even consider altering any of this is the main fuel table. it needs to be fully

tune

d if your fuel table is not fully

tune

d then you are just going to run in circles with throttle enrichment and the other thing you will want to do with throttle enrichment is make sure the car is fully warmed up when you start tuning acceleration enrichment.

Once you have everything set up with a warm engine, you can go back and do things with a cold engine, but it will make your life a lot harder if you try to do this with a cold engine first, so just warm it up and then make changes from there. , so there is one thing here that is unique with Holley compared to many other ECUs, as you can see here in this top row. Everything here is tps based and below that everything is map based, what is the manifold pressure, throttle position tps, most ecus will actually just use tps without map.

I found that most of the time you don't need to use or do anything with the map. base and you can actually zero out the map material if you want and then you would just need to run some additional values ​​on the tps side of things but I would say that will be a bit more on the advanced end of things if Yes If you're not really comfortable and haven't done much with this, then you'll probably go ahead and leave the defaults for map-based enrichment, but when you're going to make changes, experiment with doing everything just tps-based at first, so that The map base would probably be the most useful in a situation where maybe your car is idling at 40 kpa and you're running up to 100 kpa, so you have a pretty big shift window there, but if you have a big camera and you're idling at 70kpa and you're only going 100kpa, there's just not much going on in the turbo cars, usually the boost is so gradual that you don't see this being very beneficial as it would probably make some of the supercharged ones shine. cars that basically go from nothing to everything in a very short period of time.

I don't think I've come across any of those in Holly, but again, I haven't played with it too much, okay, we'll just get started. from left to right and then we will go from top to bottom. This first tab here is the acceleration enrichment versus the rate of change of the throttle position and if we look at our axes here, our y-axis is the actual acceleration enrichment in pounds per hour and the bottom is the rate of change of tps and you can see that it is multiplied by 10. So when you look at these values ​​and then look at the data log, you will see that the numbers are different, but that is because of this, so the table The values ​​are in pounds per hour and is the amount of fuel we add during those acceleration enrichment events.

Probably the most important thing you need to know about the setup is that if you go into a data log, you can see here that it can actually log the tps change rate and the map change rate, so I'm not even sure what is this record. It's just the first one I opened on my computer, but we can see here if I scroll through our tps exchange rate. The nominal map change of quite large numbers is quite small, but if we go back to the software, we can see here that where this red ball is is where we were in the data log and you can see that this is the position that the engine and how much additional fuel is being added at that point?

If you were to have a fuel problem at that time, this is where you would make your adjustment and the main takeaway from this particular tab is how much fuel you will add during those events. So if you want to increase fuel delivery or decrease the amount of fuel that is done during throttle enrichment, this is where you would do that. There is another table where they will work hand in hand. together, we'll jump into that in a second, then we have acceleration in tps versus coolant temperature again, this is a big part of why I say warm up the engine first, you can see here in the warmer temperatures, we are very close to zero, probably you could even set them to 100 if you wanted, so once the engine gets into these temperature ranges, it usually just stays here and it will stay there for a 10 hour drive to where when you're in colder temperatures down here, it will It will extend and stay at these values ​​for very short periods of time, so if you warm up the engine where it will spend most of its time, you will be doing your best. throttle enrichment settings, you let the car sit overnight and cool down and then the next morning you know as it's warming up you realize it needs some adjustments, this is where you would change it, so will be a modifier of this value.

So in this case it's a percentage multiplier, so since the temperatures are cold, we have a lot of wasted fuels stuck to a lot of things and all the other things you like to do when it's cold, so there's a lot more additional. Refueling at these colder temperatures, I guess there's something else I might need to keep in mind a little bit, as you wouldn't encourage having crazy quick throttle movements when the engine is cold, it's probably best to let it warm up before start, go this crazy, but Again, if you need to make adjustments, this is where you would make the changes based on temperature and then our last tab here is the throttle enrichment correction versus the throttle position, so in this you can see it's pretty much a straight line at 100 percent again this is a percentage base correction so 100 would be zero so at 60 percent tps the numbers in this table for the tps rate of change at that point you will just use this value to know where if you are in any of these other throttle position ranges will be multiplied by this value, so with these smaller throttle position openings you will use more fuel than this base table and then you will use less fuel at the higher tps values, all good if We are not familiar with this stuff, none of it probably made sense, everyone is dumber now, so let's try to make this a little easier to understand, if we go over these three tabs again very quickly, the rate of change ae versus tps, all On the left will be the amount of fuel you will add during throttle enrichment, in case the aetps versus coolant temperature here in the middle is just a modifier of this based on coolant temperature, so rewarm the engine and tune this. tab here and then once you're done with that, if you need to make corrections based on temperature, do that right here and then the ae versus tps correction is where you'll make the changes based on where you are. in the throttle position range as compensation, so the easiest way to describe this table, I think, would be that the next time you drive your car, you know, keep the throttle at, I don't know, let's say 20 percent throttle and then go to 50. accelerate and you will see that a lot of extra air will go into the engine and accelerate and so on if you do the same test but you are at 80 on the throttle and you hold it down and If you hold it and then accelerate to one hundred percent, you may not even notice the difference.

Some engines will actually make more power with the throttle slightly closed, so as this table illustrates, we will naturally use more fuel from a smaller engine. open the throttle up to the next step, so to speak, than we would at this other end of the table, which goes directly with what I just tried to explain, so now when it comes to tuning and making adjustments on these tables, what you We're going to find again is that this is where we're going to dictate how much fuel is needed, so you'll find that most of the time you need the most adjustment in the lower areas of the throttle, so let's say like from the principle. of downtime we had a weak point that we wanted to take care of to be able to get these numbers up like this and I would say it's one of those things where a little goes a long way and you're Usually I'll still keep a pretty linear line, but sometimes you're going to have a little hump here, this is too much, just do it this way so you can see what I'm talking about or and this is What gets a little complicated is that there are several ways you can achieve the same result again, so if you don't want to do it, the next thing you can do is go to this part of the table and you know.

I could increase this range here and then usually I'll try to smooth it out, but basically by doing this we'll also add additional fuel in the lower throttle position ranges, which will be right at idle. Obviously you're not driving down the highway at zero percent throttle because closing the throttle will slow you down, but again, this is where you'll find most of the shifting will occur and if we go back to the shift rate tab and versus tps you'll see down here, we have ae versus tps roc flashing, which is throttle enrichment versus throttle position and then the roc is the roc rate of change and the flashing, I didn't know which one it was Hell, they were talking about, uh, just the terminologies.

I've never seen that phrase on any other ECU, so I had to look that up in the manual. I think the easiest way to describe this roc suppression is that it's like a filter, so basically we're filtering out any value below seven here and this is not a very real world example, but I think the best way to illustrate it is it would be like if you were driving down the highway and you just made a random left turn in a cornfield and I decided to drive through there and the road is really rough and your foot does this on the gas pedal, huh, because of all bumps in the road and all that, you want to ignore it, otherwise if you have acceleration enrichment coming in and out.

In and out you'll just be dumping a ton of fuel, it'll probably shake, sputter, and run like hell. I would say that seven seems to be a very good starting point and in most cases seven just works very well. So if you're not sure where to start, just start at seven and know that you can add or subtract this in pretty small increments. I've actually gone both ways on some cars and you want them to be less sensitive so you run a higher number, other calls, reduce this to almost nothing, a lot of that will depend on how the car is used and how Well, I would say the main thing that basically dictates how much adjustment any of these things are going to need is generally based on the size of the throttle body, so if you have a 60 millimeter throttle body and you open the throttle from five to ten percent and then you have a one hundred and sixty millimeter throttle body and going from five to ten percent even though the throttle opening is the same, the amount of air that will enter the engine will be significantly different and there is where acceleration enrichment usually occurs, obviously there are other factors you know, larger engines. larger intake manifolds smaller intake manifolds any of them can make a difference, but if you take 10 different combinations and 10 different throttle bodies you will find that the one with the largest throttle body will probably bewhichever needs the most adjustment here, although I said you most likely won't need to make adjustments here, we'll do it anyway so that the rate of change ae versus map is exactly the same as the rate of change a versus tps, for so this is essentially the amount of fuel you are adding during your acceleration enrichment event.

This one is a little different, what is your map time versus coolant temperature, so like the other table, changes will be made based on coolant temperature, but what is it? An interesting bit about this one is that it's about adjusting the decay rate in time, so what this is going to do is once you've added your extra fuel very quickly, this will be the decay rate of how long that fuel stays there. , so the higher the number here, the longer the fuel life. like slowing down and then we have the acceleration enrichment map versus coolant temperature and this is just a multiplier of this table so here's our base value of how much additional fuel we're going to add.

This is a multiplier for how much additional fuel. The fuel that we're going to add on top of this table when the coolant temperatures are cold and then this table here is going to be, like I said, the duration of time that it breaks down and, like I said, I've definitely been in situations where we're just going to put a zero all of this and in that case it will be necessary to add some additional fuel here. Typically, most ECUs do not have map-based enrichment. That being said, you don't need it, but I don't. I don't find it getting in the way most of the time, so you can leave it as is, just to give you a couple different views of that and then just like the tps based things, we also have this suppression value. and again I've played with that on some cars, but it's more curious to see how it affects things.

Your time will be much better spent doing it in the tps tables. I think I have two or three Terminator x cars removed. tomorrow, so once we get the first one set up on the dyno, we'll do some specific data logging for acceleration enrichment and take a look at it, so I'll see you around. I was planning to do this on the dyno. but this one isn't really ready for the dyno and this one with the exhaust coming out of the hood I'm going to turn the car back and look at the engine bay outside and it's going to rain so I'm going to wait and do that. until tomorrow, so for the moment we're just going to do this stationary, but we can still accomplish what we need to accomplish this file is exactly what this car came with.

I haven't made any adjustments yet, so though I've been preaching about adjusting the fuel table first. This car runs and drives, so I hope it's pretty close, but it's a little irrelevant to what I'm going to show you again instead of showing you the actual values ​​that you're going to use. use it on tables. I'm going to do the same thing I did with the idle video and just show you what things do and swing some things like they're huge in both directions so we can see what the difference is. If I was smart, I would do it.

I've tested this first to make sure what I'm trying to show you is going to work. What I'm afraid of is that theoretically we should see, you know, the difference in air, fuel and pulse width, and all of that should. it works fine, but you may not be able to feel what the car is doing and a lot of times that's how you're going to set this up, but anyway let me try to make it work like shit and we'll do it. Check it out Just to keep things simple, we're going to set everything up the same as far as the target air/fuel ratio goes.

The fuel graph looks a little strange, so we'll smooth it out a bit when we get here. And looking at all of this seems to be Holley basemap defaults, which is perfect for what we're trying to do here and if we look at the coolant based enrichment, we can see that the engine is still cold, so let's leave it. Warm up this value here a little bit, wherever we end up it will be multiplied by this number, so this point looks like it's about 35 and if you're not familiar with percentage-based enrichments, basically one hundred percent is zero.

On top of that, 110 would be ten percent enrichment, if it was ninety percent then I would take away ten percent, that's how it works. A little confusing, I'm going to start it up, let it warm up and then once it gets to that point. we'll release Revit and see what it does with these values ​​and then maybe set them to zero and then maybe go crazy throwing a bunch at it and look at the difference in temperature based things that you can see. it's just a multiplier based on temperature, so we'll just set everything to 100 to eliminate it from the rest of these tests.

This table here and this table here are the main things we're going to do. Look now, I'm going to freely speed it up and you can see how this red ball is going to bounce and then you can see all the shit that's going on here too, so I'm going to try to speed it up and no. go crazy with the rate of change and then make it faster and make it go further to the right on the chart and then we'll look at the log so it was actually too bright on the car, I couldn't see the screen so I came back here and I'll come back up here, we have the engine rpm throttle position and the manifold pressure, then down here we have what I would consider to be the most important things that we're really trying to look at here, so we have our rate of tps change, our map change rate and our injector pulse width and then also our air-fuel ratio and note that our target air-fuel ratio is what you can see here. just a flat line because I have the same thing to illustrate this a little better.

The first thing you should notice here is our closed-loop status. You can see we're in closed loop and when I roll over and once we get to where you can see I'm opening the throttle, you can see it's going open loop. That's why I emphasize that you need to have the main fuel table marked as best you can because you're going to be an open loop car. It should run just as well on open loop as it does on closed loop right now, if you keep your eyes on the purple trail. here, you can see once we open the throttle that the injector pulls with the drum jumps like crazy now a little bit.

A little bit of that is because we're in a higher engine rpm part of the map, so a little bit of that comes from just the fuel table, but most of it comes from throttle enrichment and then if you look at the blue line in These same points that you can see here are relatively flat, but if we come here, this is the interesting one. Come a little closer so you can see here how we get a little more aggressive with the accelerator. Our tps exchange rate is quite aggressive. and we also have a rate of change on the map, the pulse width increases, but look at the air fuel ratio, it's basically fixing the sensor now, in this situation the engine was still running and accelerating perfectly clean, but here's a point where I probably want to add some enrichment.

Look, we're halfway through the amount of fuel we're adding here, but we're at the point where we're actually removing fuel from this value based on the opening of the throttle position, so in this situation . We could bring these values ​​here or we could bring the values ​​here and ultimately both will do the same thing so you can play with both and see which one works best for you, so what are we going to do with this? one we will set to zero and go to the zero tps exchange rate, that one we will temporarily set to zero and we will go to this one here and set it to zero.

I'm going to do the same thing this time and to be completely honest with you I've never zeroed these things so I'm curious to see how fast it's going to accelerate so let's turn it on and see what it wants to do. We'll keep an eye on the air fuel to see what it does, but mostly I'm curious. to see if he pulls through, yeah, you can feel him stumbling like crazy, although he doesn't stumble as bad as I expected, so it really shows that I'm saying that these things can be pretty far away. It doesn't make much difference.

I hope you can hear it. I was saying that if your throttle enrichment is off, you will hear it stumble for a very short period of time and then it will stop and then you will be back to main fuel. On the board we had stumbles and then it didn't run smoothly again, so like I said before, if you know, throw it on the throttle and it just doesn't clear up and eventually starts accelerating problems in the fuel board, not the enrichment of acceleration okay, this worked pretty well, it's actually going to illustrate quite well a couple of things I wanted to point out here.

If you look down at the pulse width of our injector in purple, you can see that it's still increasing like I said. I was going to do it because the fuel table is going up, but you can see it's not as much as it was before, but what's cool is that if you look at our air fuel ratio, obviously the deadline was being met because we don't have no enrichment. I hope I hear it in the video. I could hear it with my ears. What else would you listen to? It stumbled, it didn't work very well, but if you look here, where the throttle was opening, and then you look at how much. more and how the lag has accelerated before the actual lean air fuel ratio has increased, um, let's see if we change the scale, there you have it and then it's consistent, you know we would open the throttle, it would be lean, you know, once we were doing this, but we weren't actually picking it up on the sensor until here, so it's definitely something to keep in mind when you're playing with these things, not everything is going to overlap and be on top of each other like you'd expect. . for this one let's just add a truck full of fuel, let's make this a hundred and do the same with these, okay, we've added a bunch of fuel, let's see what this does, it actually makes it much worse than being too lean.

Let's take a look at this one. If we look at this one, I actually changed the scale, so if you look at the pulse width of our injector, it actually shot out of the screen. There's a lot of extra fuel in this one, so you can see it going off. It's crazy and if we look at the air fuel, the same goes for the lean peak, we're looking at a nice rich pig, but it's a lot after the fact, so the problem is here, but we're looking at it here, so if not you take the delay into account, so again you're going to run in circles, so now you can see how you would find that midpoint where the car is happiest, so now what we're going to do is go around the blank roc, okay, so seven seemed to work pretty well on this car and let's move it to 20 or 13 since that's the next break point, not much difference 20 50. oh, I don't even let you go that high actually.

There's not much to this particular car, let's go the other way There's not much to this car uh, on some cars you'll find that this number will make a much bigger difference, but I think this one cooperated too well, showing it off, damn. It really didn't work again, you piece of rag from a registry point of view? This one doesn't really have much to show because even once you step on the accelerator you have a blank window, but you pass it if you really wanted to see what's going on with this. You'll probably have to open two records at the same time, overlap them and compare them, but you'll know when you have a car that has a problem with erasing.

I'll give it a little throttle and usually it'll just fall flat on its face and then you'll find that if you can add, keep adding fuel and adding fuel to this tps rate of change table or to this fix versus tps and you'll see there's no difference. because the problem is in the white, so at that point, if you turn down the flashing, you will notice that it will start to lighten and it will overcome it or it seems to be a little less frequent. If you go in the other direction, you will find that it is like a rich pig and it falls on its face, so it will bring those same values ​​in the opposite direction and it will not improve, so if you increase the suppression value, you will notice that the car starts to work better, the Roc flashes.

You know, I basically do that for feel and sound, it's not the best example in the world here, but I hope it helps you a little bit in some way so that the cliff lead notes of this. The video I would say would be to first adjust your base fuel table to be as close to 100 correct as possible. The second thing is to figure it out and make sure you learn how to record the rate of change in acceleration enrichment so you can see. what's happening when and where after that, I'd say keep in mind that there is a delay in the oxygen sensor readings, so if you're just looking for an air-fuel ratio number, it might confuse you a little, so okay, guys like me.

I said at the beginning of this video, I'm going to ruin your day at the end and tell you that theMost of this acceleration enrichment tuning is done just from sensation and experience. I could sit here and talk to you about it. for four hours straight, but until you actually get in a car, let me back up until you jump into 50 cars and start playing around and making adjustments and seeing how drastically different you know one car can be from the next in weird situations where You need to go crazy with these things. The good thing is that you will find that most of what Holly offers you regarding acceleration enrichment is very, very good, very close, you will find that you will need to do the bare minimum.

It changes most of the time, it's just dormant, obviously this is something you'll want to record and make sure you don't need to do a ton of tweaking, but the best advice I can give you. About this, and I've seen a lot of professional tuners struggle with this, is that just because you're accelerating doesn't mean the problem is with the acceleration boost most of the time if the car moves and sputters and makes a lot of noise. of silly things, it's usually in the fuel chart, like if you open the throttle too fast and the cars just don't, they won't even accelerate, it's not in the throttle enrichment, it's in the fuel charts or there's something else which is drastically wrong: the actual amount of time that boost enrichment is active is very, very short, so if you're experiencing anything related to boost enrichment, it's usually going to be a very quick type of setback and then you're going to get over it and then there's also that these things are happening so fast that there are delays and you already know the sensor readings and the update rates on the ecu and so on, so again, don't get too hung up on the numbers, just do what what you need to do to get the car to run properly and in a perfect world you should never feel or even know that acceleration enrichment is happening so the car should run perfectly smooth and that's it so as always, If you have any other questions or want to see other specific videos, please let me know in the comments below, otherwise that will be enough for this video.

I appreciate you watching and I'll see you next time.