RomRaider

I have been sitting tight, the weather has been pretty cold, i was thinking of waiting till spring. Do you think sub 40 degrees is safe to tune in boost? If so, I will insert the new pill first chance I get.

It's safe to tune, but then you'll need to update it in the spring.

Basically, you want to tune at one environmental condition then adjust your compensations from there.

Here is an updated log, since the DP install and the colder weather (35 degrees).

We could use this as a baseline before I swap out the pill.

Is that with the stock restrictor pill? And previous tune?

Don't do any WOT logs in 4th or 5th gear until we get that fixed.

Yes, this is same tune, stock pill, the only difference is the DP and the cooler weather.

I thought it looked good?

It's good but the boost is barely controlled. If you did a WOT log starting from 4000 rpm, you would overboost.

It's an easy adjustment. I'll post an update.

I didn't try a WOT starting at 4000 RPM.

Here is a 2nd gear:

and another 3rd gear from this AM:

I also noticed that I am hitting engine load of 3.3 g/rev, which exceeds the limits on the map tables (3.20 g/rev)...is that an issue?

Thanks again for the help.

Try this rom. I made some minor tweaks to boost target plus I adjusted the WGDC initial.

It looks like your IAT was 36F.

We'll need to rescale the timing table eventually. However, it's not too big a deal because it will only happen at cold temperatures. The timing is basically flat-lined at 3.2-3.3.

thanks again...here are the latest 3rd gear pulls with the new map, one from 2000 another from about 3500. Car is pulling very strong, and no knock.

Try this rom.

One thing that I don't like is that boost is creeping above 6200 rpm.

^^ Will flash later today.

Thanks.

Did a few runs tonight after flashing rev 5.

Barametric pressure: 29.74, Temp about 40.

Looks like on 2 of the 4 runs I did, i got knock at about 6000 RPM. Very wierd, I never got knock on previous WOT runs. Also noticed I am over boosting a little on the high end..

Even though your ambient temperature was in the 40's, your IAT was much much higher. I can tell because your WOT WGDC between 2000 and 2400 rpm essentially tells you the IAT. For example, in one of your logs, the WGDC was 92.55%. That tells me that your IAT was around 65 F for that particular datalog. In your really fast log from the previous revision, your IAT really was down very low. The much higher IAT probably explains the lower performance.

I think your boost is fine. Above 6200 rpm, your boost is no longer controlled by WGDC. It's basically creeping. I set the boost target low and try to drop your WGDC as fast as possible to prevent any serious overboosting. Then at 6600 rpm, the throttle starts closing due to the change I made to the DBW map.

One of your logs had some boost oscillation due to the TD proportional oscillating. I raised the WGDC a little bit to minimize it.

The timing looks like it is marginal. The knock you are getting now is intermittent but it needs to be taken care of. I adjusted your timing in this area.

I also set your AFR a little bit richer in the high load area.

BTW, you don't need to log IDC. If you log MAF and you know what your target AFR is then you know your IDC. Even if you are running lean due to an incorrect MAF scale, the IDC will still not tell you anything. The reason is... the ecu calculates IPW using the MAF. Therefore, if your MAF is wrong, then your IPW is wrong, then your IDC is wrong. You might still be running lean, but you will need a WBO2 to tell for sure.

Don't forget to post learning views. They're easy to do. I just want to make sure you're not picking up any knock in other areas and your AFR Learning D isn't changing.

Thanks.

Can you help me understand the air/fuel learning?

Maybe I an over simplifying it, but this is how I understand it.

- MAF

MAF V gets scaled based on the intake. In my case, since i have the typhoon intake, we are using maf scale used on infamous's tune. I suspect that infamous was using a wideband at the time and the intake was scaled pretty close to perfect (on his car). We used those scaled numbers as a base for my tune. Based on the scaled amount, Mafv is converted into a g/sec number.

- Fueling

Fueling is pretty straight forward, we set the ratio we want to hit based on RPM and load. The ratio is in effect determined by the g/sec calculated number. So if the maf is scaled wrong the proper ratio will not be hit.

If, for example, we scaled the Maf to read 4.0v as 200 g/s but in reality 4.0v actually equals 250 g/s, the ecu will not know and will add fuel based on the 200 g/s number not the actual 250 g/s..thus causing a seriously lean condition.

Assuming all the above is conceptually correct, how does the air/fuel learning actually occur? i know the ECU can add or reduce fuel..but i don't understand how it "knows" when to?