So, you want to be a tuner? Look no further.
06-11-2014, 09:51 PM
#1
So, you want to be a tuner? Look no further.
Evening,
First the bad news; audio quality is poor, and I didn't edit it because it would take me several days to edit the dead air for something that would have bad audio anyway.
However, due to my impending Doctorate - I will likely never teach this course again. So I'm hoping that those who have already taken the full hands on course chime in open source style and we can all learn from each other moving forward as I will simply not have the time to aid everyone as I'd like too.
So without further ado - enjoy 12+ hours of tuning excitement including hands on Cobb and Mazdaedit action. Any crying about the format of the video or the audio quality are more than welcome to try and change it.
Here is how to play these files:
https://www.youtube.com/watch?v=AkJL...ature=youtu.be
You will need to download TeamViewer (which is a cool software to have anyway) at http://www.teamviewer.com/en/index.aspx
And here is the link to the videos.
http://strikersdomain.org/RX8/
They start with 1 - and go to 10.
Maybe someday - I'll redo it in a professional format.
Or better yet, one of you smarty-pants take over for me and start running the show.
Here is the link to the source files:
https://drive.google.com/folderview?...mc&usp=sharing
First the bad news; audio quality is poor, and I didn't edit it because it would take me several days to edit the dead air for something that would have bad audio anyway.
However, due to my impending Doctorate - I will likely never teach this course again. So I'm hoping that those who have already taken the full hands on course chime in open source style and we can all learn from each other moving forward as I will simply not have the time to aid everyone as I'd like too.
So without further ado - enjoy 12+ hours of tuning excitement including hands on Cobb and Mazdaedit action. Any crying about the format of the video or the audio quality are more than welcome to try and change it.
Here is how to play these files:
https://www.youtube.com/watch?v=AkJL...ature=youtu.be
You will need to download TeamViewer (which is a cool software to have anyway) at http://www.teamviewer.com/en/index.aspx
And here is the link to the videos.
http://strikersdomain.org/RX8/
They start with 1 - and go to 10.
Maybe someday - I'll redo it in a professional format.
Or better yet, one of you smarty-pants take over for me and start running the show.
Here is the link to the source files:
https://drive.google.com/folderview?...mc&usp=sharing
Last edited by Kane; 02-23-2018 at 02:06 PM. Reason: Updated URL
The following users liked this post:
miro279 (06-17-2022)
06-11-2014, 09:54 PM
#4
looks like I'm going to be up for a while
06-14-2014, 09:23 PM
#20
*hand raised*
06-15-2014, 11:06 PM
#22
Mile High Eight
After the class, I have taken a few more logs. Some just driving, some WOT, some idling.
Normal driving isn't telling me much, because I don't have the patience to search through that much data and find issues. I do how ever intend to spend some time writing some macros that will search the data for me and essentially tell me which cells in my AFR tables need adjusting (or more appropriately, the VE map).
However, the immediate items I can tackle right now are looking at my idle logs. The most recent three logs have shown that my LTFT have been at -6.4, -6.4, and -8.74. I adjusted my injector bank 1 size to + 7% (multiply by 1.07) to see if that would correct the issue. After relogging my RPM band and getting a new idle log, on average, my STFT are now hovering around +3. I then reduced the injector size by 3%, and we'll see how we do tomorrow.
On a completely different note, I had a question about the power tune that we created, Kane.
What you had me do was to go through the AFR maps and adjust any cell that was below 12.1 to 12.1, then add in some safety factor to the high rpm/high load ranges.
My question is do I need to make this corresponding adjustment in the VE fuel tables? In those same ranges, adjust the VE to be 1 so that the map is truly hitting 12.1 instead of .92*12.1? Or am I misunderstanding what the VE table is doing?
Thanks.
Normal driving isn't telling me much, because I don't have the patience to search through that much data and find issues. I do how ever intend to spend some time writing some macros that will search the data for me and essentially tell me which cells in my AFR tables need adjusting (or more appropriately, the VE map).
However, the immediate items I can tackle right now are looking at my idle logs. The most recent three logs have shown that my LTFT have been at -6.4, -6.4, and -8.74. I adjusted my injector bank 1 size to + 7% (multiply by 1.07) to see if that would correct the issue. After relogging my RPM band and getting a new idle log, on average, my STFT are now hovering around +3. I then reduced the injector size by 3%, and we'll see how we do tomorrow.
On a completely different note, I had a question about the power tune that we created, Kane.
What you had me do was to go through the AFR maps and adjust any cell that was below 12.1 to 12.1, then add in some safety factor to the high rpm/high load ranges.
My question is do I need to make this corresponding adjustment in the VE fuel tables? In those same ranges, adjust the VE to be 1 so that the map is truly hitting 12.1 instead of .92*12.1? Or am I misunderstanding what the VE table is doing?
Thanks.
06-15-2014, 11:41 PM
#23
Also, tuning methodology has to be geared specifically toward the tuning device being used. While there is a lot of crossover on general principles, the specific device defines how you go about getting the desired result. As an example, adjusting the VE map on a dedicated aftermarket ECU can be a preferred place to start as opposed to the Cobb AP on a factory ECU.
06-16-2014, 12:27 AM
#24
Think of it like this. Your fuel table is what you want to hit, "12.1". The VE table is just a piece of the equation that brings you to the desired AFR you input into your fuel table, "12.1". If for some reason you can't hit the desired AFR target, you input into the fuel cell and your MAF & Injector Scaling is on target, then you can refer to the VE table to make the changes in the corresponding cells.
An example of where you want to use the VE table is something that some of us see in the 6200-6300 rpm range. the Volumetric Efficiency is changing here due to the ports opening. I saw consistent lean spiking here so I went to the VE table to add the fuel needed to control the lean spike.
Hopefully that was helpful and I didn't pass on too much bad info...