Accesstuner Race has been out for a while now and wanted to start a thread and discussion for people who have started tuning and developing their own maps.

All questions, observations, and discussions are welcomed

Well to start it off...For all you all w/different staged injectors are yall also altering the latency associated with them? or just running the stock settings in that area?

If changed the latency, how did you come up with the values?

Stumbled across this page of latencies for various injectors

http://injector-rehab.com/kbse/lag.htm

 

Anyone get the race tuner to work with vista 32bit. I know the subbie guys were having a problem with this and so am i.

 

I have vist and it runs fine for me... Whats the exact problem?

 

wow! that link is a great resource. I haven't changed my injectors yet but I will have to when I crank up the boost

great thread! just what I'm starting to play with:

I'm using hymee's sCANalyser pro-tuner however since it is the same management it has the same maps.

I have a slight hesitation/stumble on launch that I'm going to try and tune out of my SC. I was thinking about modifying the throttle maps to give low TPS and RPM values more movement. this my just be masking the problem which might be the sudden inrush of air when I crack open the throttle. should I be modifying the acceleration enrichment maps instead?

 

i've learned two things (which i also posted on cobb's website):

1) Dont adjust the Fan Temp Hysteresis in degrees F... always switch to degrees C as the program treats the temp as a real temp and not a temperature difference when it does its unit conversion. ie 5 deg F would get converted to -15 deg C

2) When scaling the MAF sensor, do not adjust the first 2 cells as it will interfere with the min MAF scalar value and trip a CEL.

 

Got it to work on the vista, i had to find the dongledriver from a subie forum.


Now time for a lot of reading. Hats off to cobb for making a a great help file

 

Can someone tell me how to upload the base map from MM from the ap into the racetuner so that I can tune it a bit. I cant seem to figure it out yet.

 

Last I knew, MM's maps were locked.

 

All of MM's maps are locked, you can't upload it into the racetuner, you can't alter any of the data

 

While I've only touched the surface of this program, after about 2 to 3 hours of tinkering and going through the help menu I was able to just about completly remake what Mazdamaniac puts out as a "base" tune. I'm working on the MAF calibration next to see if I can get that nailed down.

Some of the things you can alter which you can easily change are removing check engine lights, changing fan temperatures, rev limiter, and oil metering.

I've also worked with my idle adjustment.

Seems like the aspect of calibrating the MAF isn't as simple as simply moving the curve by a certain percentage. I've messed with scaling the injectors since I know my stock injectors are slightly smaller than what they are rated for.

Yes, Jedi is correct. MazdaManiac's maps are copyrighted material and are not able to be edited.

 

I wish I had the time to mess with the racetuner software....who wants to make me a map for my boosted 8?

 

Ha sure, as long as you don't mind running 9:1 AFR's so I don't blow you up!

The software itself is not bad once you get a sense for how it works. The learning curve is understanding what each table does, how the tables work together, and how to alter the tables to get a specific desired result. Without any prior experience it was a matter of trial and error for me.

I can afford to make a few oops's here and there because I'm N/A. With boosted applications you could easily blow the motor before you'd even approach conditions where you would know there's a problem.

Still, regardless of whether you tune your own car or not...it would be good to get a glimpse of the software to know what's happening.

 

yeah, I have checked it out, and was like....wth...? I should read up on that help file.

 

you multiply everything by whatever percentage you need... thats all he does.


you can pretty much reverse engineer your MM map in a half hour with the AP and some excel skillz

 

Since stated it as Global, here is what I used as a starting point for my Maf calibration http://www.accessecu.com/accessport/...%20Subarus.xls The MAF calibration worksheet has the formula already input. All you need to know is the metric ID of both your stock and aftermarket intake. A scale comes in good use here as your measurement needs to be dead on.

Anybody w/aftermarket injectors mess w/the latency map?

Be sure to use the Global intake Multiplier!!!!

 

hmm...that's something I'll have to experiment with. As it was explained to me there was more tweaking needed to the curve since increasing or decreaing the values using the multiplier just makes the curve more or less aggressive.

I think the tweaking might be in the case of adjusting the MAF in various cruise areas to correct fuel trim issues should they arise.

For example, while my Long Term trims at idle are between 5% - 7%...under load my trims shoot up to 14%.

Have you had success with simply adjusting the entire curve and producing accurate results? Are you using an aftermarket intake?

 

Using the above stated intake calibration table that cobb provided across the board, I got ltft% down to 3% in some and 0 @ idle before I was around 10% and 6% ltft.

 

Cobb writeup on MAF scaling (this is for a Subaru though) http://www.accessecu.com/accessport/...20Settings.pdf , i think it's on page 3 or so

 

If you don't believe me, all you need to do is log the Maf voltage and Flow from MM's map and compare it with the stock table.... you need a smooth curve for it to function properly (ie a constant multiplier works lovely). Just don't multiply the first 2 cells.

His cruiseing stuff is adjusted at the open loop tables for the LOAD at around 4k rpms or whatever he asks for people to log.... never really bothered to replicate that.

 

The MAF sensor used in the RX-8 is the same as the one used in the WRX/STi and the Evos.

 

All of that information is contained in the help PDF that comes with AccessTuner Race BTW Do be aware though that the information for some of the tables in that help file does not appear to be accurate for the RX8, at least in my experience.

For people that are scared of using this stuff that have even a rudimentary understanding of how the PCM controls fuel: this isn't rocket science. I'm not a genius by any means and I threw together my own calibration in about 15 minutes, and tested/refined it in another hour. I'm sure a professional tuner would look at it and scoff, but my point is that if you want to play around with it a little bit that it really isn't all that scary if you're NA.

Disclaimer: if you blow your engine up because you listened to what I have to say, I can not be held responsible

 

If you have an intake with the same diameter MAF tubing, MAF screens, and a relatively long straight section before the MAF, then the general shape of the stock curve should be very close to what you want, and a simple scaling of the entire thing (minus the first two cells) should give you acceptable results.

To everybody: Don't be too obsessed with eliminating fuel trims entirely, you're always going to have them. That's why the OE PCM is great... varying temperature, altitude, whatever isn't a problem. The goal is to reduce high fuel trims that might be caused by an incorrect MAF reading.

 

I agree with rotoary.enthusiast. if you get the right sized pipe and use a screen then the MAF cal will be about right anyway.

I feel if you have to drastically mess with the MAF calibration then the intake and MAF isn't designed correctly. I base this on the original MAF tube. it is far from round and the variation could be anywhere.

I have one of the strangest intakes around but the short term trims were good and while I initially had some long term trims of 7% and 12% they have dropped right down to 3%. seems good enough so why mess with the MAF cal?

 

I'll be sure to try the scaling and see what results I'm able to obtain. I'm using the AEM which from what I've seen maintains the same diameter size tubing as the stock intake.

At this point my goal is to reduce my trims to around or below 5%. Currently I'm seeing between 8% to 12% with 14% to 18% under load. Making fueling adjustments with that kind of trim isn't going to be a lot of fun.

Thanks for the information! I'm sure I'll have more exciting questions for everyone soon.

 

so scale at 1.12 ....