blo0d --
The K value alters the injector pulse duration in proportion to the K value itself. In other words, if you double K, you double the duration of the pulse, double the delivery of fuel, and cut the AFR by 50%.
However, the actual values in the fuel map do not work that way. As I tried to explain in the Tuning Saga thread referenced in the post right above this one, the correction factor to the injector pulse width is determined by these equations:
If the MAP VALUE is less than 128, then MULTIPLIER = (DATA + 128)/128
If the MAP VALUE is greater than 128, then MULTIPLIER = (DATA – 64)/128
I have a spreadsheet that I use to calculate these injector duration correction factors for fuel map values with no sweat. We can get to that later.
Both what I have said about K value and Map Value influence on AFR is theoretical. In other words, this is how it ought to work, but it in a real engine you have real physics, real fluids moving at high velocities, and variations that mean you are at best only able to approximate the correct values using these calculations.
So, blo0d, what should you do?
First, I'd like to know how big a change you made in your K value on the dyno. What was the starting value, and what was the ending value. What's the percentage change?
Second, I'd like to know whether you have a wide band O2 sensor that you can use to pull some data on the street. If you do, then I'd be interested to know how the AFR is behaving in the closed loop portions of the fuel map. After a good warm up, what's the AFR at idle? What's the AFR on a level road with constant throttle and speed at 2500 RPM? Do you have the feedback loop turned on in your ECU?
Just for background, what ECU are you using (Calum RT?) And, one last question, this is an NA setup, right? Not turbo?
If you can post some more information, I'll noodle on this a little.
Billc