Originally posted by ticino:
Nice job!

Here a couple of things I noticed and that are maybe worth a discussion:

The new tune has a positive LTFT average of 3.55. If cell 22 is = 0 at WOT it confirms my opinion that not all cells have to be negative for having zero correction under PE.

IT IS CYBERSPACE MYTH THAT THE LTFTS MUST BE RICH TO HAVE PERFECT WOT. ALL THE CARS I TUNE ARE SLANTED ON THE LEAN SIDE TO MAKE USE OF THE FASTBURN HEADS AND LTFT HAS ZERO TO DO WITH WHAT PE COMMANDS FOR WOT AS LONG AS PE IS PROPERLY TUNED

The new duty cycle is less than the older, is it because of bigger injectors or because the WI allows a leaner mix?

YES THE WI WILL REQUIRE LESS FUEL SINCE IT LOWERS INTAKE AND CYLINDER AIRCHARGE TEMPS

The difference between O2B1S1 and O2B2S1 at WOT is about 20 mV (your tune). I have exactly the same difference at WOT but my LTFT at part throttle are pretty close. Is it ok?

ITS CLOSE, BUT IF ANY WORSE I SUGGESTED CAR OWNER TO FIND SOME TYPE LEAK

The PE timing of your tune is lower than before (26.59 vs. 29.46). I was thinking the added power was because of more timing which is possible using water injection. Am I looking at the right numbers or is there another explanation?

THIS ENGINE HAS AROUND 11.0:1 COMPRESSION, THE LAST TUNER PUT WAY TOO MUCH TIMING IN AND COST HP. 28 DEGREES FOR WOT IS BEST UNLESS THEY ARE USING WI WHICH WOULD ALLOW A BIT MORE TIMING

The max G/Cyl in your tune is lower that before and you are getting more power! Is it right or only the result of a new MAF calibration?

THE TESTRUN THE OWNER DID AFTER MY TUNE JUST DID NOT PUT THE ENGINE UNDER AS MUCH LOAD AS OTHER RUN BUT WITH MY TUNE PRODUCES MORE PERFORMANCE WITH ENGINE NOT WORKING AS HARD AS WITH OTHER TUNE

Stefano