Done a bit of research and seen the threads where experienced pros (ie myself) wrote about problems developing from leaving autotune systems active too long.. But seem to have missed the threads where I mentioned I sell DIY kits that come with my tech support? But the place you bought the kit from said they include tech support... so no problem then, all tech support is equal etc...
You missed the first part of my tech support already (component selection), maybe not components I would have advised for your install but will be workable nonetheless. The next step is to confirm you have a workable nozzle size and pressure combination. Then, tuning in your case without really thorough tech support will probably be best done using autotune. With a good nozzle and pressure combination for your install (using the components you have), autocal will probably say you have too big nozzles at idle (mentioned the difference between autocal and autotune in other threads).
2. Injector flow correction isn't intended as a tuning handle/tool, this is to correct for abnormal individual injector performance and/or to correct bank trims, these settings ideally shouldn't need to be changed from zero (if they do need to be changed it can point to a problem), any change should usually be done at least part way into mapping not before mapping. If you have the same corrective figure for all injectors at the moment, then really you should reset all back to zero and the adjustment should be done on the multiplier. Most likely there isn't a 16% difference in flow rates between injectors, the discrepancy will be due to you adjusting injectors on different banks while the shape of your map and figures in the map are wrong (point 3).
3. Your curve is likely to be incorrect anyway. Default maps (including shape) assume various aspects about the engine and the petrol fuel system, the assumptions are likely to be incorrect, none seem to get the low load end of the map anything like especially on installs where idle pinj is below 3ms and especially with certain types of injector...
I sorted an install this morning, an ML55AMG that was a pro installer's own vehicle before the current owner bought it from him. Reckon the pro will have believed he'd done the best install possible on the car - aftermarket petrol tank (to allow fitting of 1 of the 2 LPG tanks), modded exhaust (to allow fitting of the other LPG tank), 2 KME Golds, Hana injectors, timing advance processor, etc. But the phrase 'a bit of knowledge can be a wonderful thing' comes to mind, he may have bought into the hype about components etc without knowing real world specs of components or how to get the best from them, and then seemingly didn't consider how temp correction will lower ping when setting it up... Anyway, shortly after buying the vehicle the new owner found it was misfiring etc and the pro advised him to reset the ECU. The pro probably meant reset the Stag's autotuning figures in the rpm compensation boxes but the new owner simply reset the ECU... and found it ran a whole lot better even with the default (wildly incorrect) settings for injector type, working pressure and with no mapping done whatsoever (just the default flat multiplier line)! After the reset it surprisingly ran OK, just occasionally put the MIL on (due to fuel trim issues) even with maxed out positive fuel trims and even lean running through the load range.
Even with correct injectors and pressure selected in software, autocal (on the ML55AMG) wouldn't get the shape of the map correct on an install with Hana's where idle pinj is 2.5ms. You should fare a bit better on your install where Pinj at idle is likely to be a bit higher than 2.5ms (maybe 2.8ms on the BMW - after you reset any codes due to fuelling issues brought on by running on LPG with dodgy calibration and after the BMW has re-passed it's IM readiness checks - some Beemers idle differently until then, you don't even get to see the real idle fuel trims until IM readiness has completed). Problem for amateurs can be it takes time to complete IM readiness, will only be passed with a good LPG map or by driving on petrol, you effectively then get a short time window to correct LPG mapping before another Mil error is generated which would call for another code reset and more time waiting for IM readiness to be passed. Not a problem for a pro who can quickly correct the map. If you heed warnings about too big nozzles/pressure etc during autocal you might end up running out of workable gas injector duty cycle at high loads because your pressure and nozzle size might not actually have been too big... But at least heeding such warnings might help you get the idle and mid-range running OK, at the expense of lean mixture at combinations of high rpm and high loads, with less messing than doing a proper job of calibration. I have a term for this type of mapping - 1DayPol type!
Correct mapping should end up with: ginj much the same as pinj with correct mixture at high load high rpm, fuel trims much the same running on LPG as on petrol throughout the rpm/load range, ginj above real world minimum injector pulse duration at minimum load.. All the while regardless of gas temp etc... Due to gas temp compensation, ginj will be lower with cold gas than with warm gas, so it is possible to get seemingly good results with warm gas but then to suffer poor idle and mil issues when ginj goes below minimum real world injector duration spec due to cold gas or if the low end of the map shape is wrong.
When I wrote the above the images didn't seem to work, now I can see them OK. Reckon your engine will run lean at high loads (when fuel trims are not active because the engine is running open loop), reckon it will be rich on over-run. Would anticipate increasing pressure to maybe 1.3 and adjusting map figures/shape with a fall before 3ms.
Any figures in the rpm correction box?
Was this idling in gear (auto) or out of gear with no loads (aircon) etc (manifold pressure of .42 and pinj of 3.5 with only +10% trim)?
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