| While I am not a pro, I do have a decent set of tools. LM-1, Moates Ostrich, Nissan Data Scan, etc... I have done exactly as you suggest and tuned K and L for what gives a proper mixture across a wide range of RPM not based on "the math" as you put it. If you look at the data logs I think you would agree that the tune looks OK except for the 2400-2600 lean spot. I can tune the map to eliminate the lean area but it seems counter intuitive to have to do so for just that area. If it was at the top end, bottom end or a larger area in the middle I would heartily suspect the injectors. I logged the duty cycle too and I would expect to see high numbers if the injectors were simply running out of capacity. It also seems like if the injectors were to blame that changing the map values would not help. In other words, if the ecu sees the lean spot and is trying to get the injectors to respond then entering a lower value than desired should have no effect since the injector could not "get there". It really feels like the one of the signals, TPS or MAF is causing the ECU to drive lean. But I am having trouble seeing that in the logs. Could be I just don't know what I am looking for. What I really would like to know is if it is possible to have a bad spot in the MAF. It seems to me that with the hot wire device, it should always be pretty linear or bad everywhere. I have a friend who has generously offered to loan me a TPS and a spare MAF for testing. So I will see what that shows.
KKROFFTNow occurs everywhere, simultaneously. But it doesn't have to be experienced the moment it happens. Every now that ever was is still exactly when it was, when it was now.
Then, in terms of perception, is nothing more than all the nows that are no longer now. Thus, the difference between now and then is when. --The Waystoppers Users' Manual 
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