Yeah, that's a good thing. LTFT that are nice and low mean that your right on target.

I'm in the process of retuning with the new motor. I got my idles set up properly and my 1.5-4k band logs look good except the 2500 rpm band.

After 4-5 logs, they all are showing the same thing: wildly bouncing around. I took a 50 second log on a nice uphill section at 37mph. Minimum STFT is .62, max is 14.66, average is 6.38, and standard deviation is 2.46.

See my attached screen shot.

Any ideas?

Maybe its me, but I only see an issue at 2500....everything else looks pretty good.

That's what I was asking about. The numbers I described were for the 2500 rpm log only, the rest are spot on.

Should I just ignore it since it is isolated to one rpm band? On the flip side, how do you adjust items on a single rpm band? Fuel VE?

It's so minor and in an RPM area that isn't really conducive to power, I'd leave it for a bit and see if any LTFT's creep up before I'd rush to mess with the VE% table.

I dont see any option for launch control in the accesstuner race for my 04
rx8 (AT). I wanted to raise it. My car seems to cap at about 2500-3000rpm
while braking and accelerating at same time. Is there any way to raise this
to about 4-6k? Thanks

There is no launch control on the RX-8, so there are no settings to change.

If you want to accelerate faster, I recommend not also braking at the same time.

Great, I'll keep my eye on it then.

I seen that. I didnt know if there was another way besides that. like a line lock or something. Thanks for the resply.

Wanted to dial bank 1 a little more so I split the differences, averages look great but the individual numbers are less then appealing. Any thoughts why they seem high to me or are these acceptable.

http://imagizer.imageshack.us/v2/640...673/INVw8i.png

I'd play with the Inj Bank 1 a hair.... make it .98

Then let it ride for a few days and retest.

How many cycles do you need to run to get an accurate log of AFR's? Reason I'm asking is that these two maps are identical from 6000RPM, but logged AFR is far leaner at the current R16(Yes I have been fiddling a whole lot) than on R8(purple). Red and green are same map, just two different pulls, green uphill, and red on flat surface.

Air temp was approx.25°C(77°F) at purple, while now it is 10°C(50°F) or slightly less. Rainy.

I have ran 2-3 cycles(during one day). Should I run some more before changing? Any other tip or tricks?

Load matters, if I loaded my map right now and did 3 consecutive logs it would be similar. Your not on a dyno so their are two many variables that can cause this thats why we take the avg for RPM bands and compare to actuals to determine the differential. Those are what you need to look at.

I'm not sure if I understand you correctly, but this is more or less at the same load, WOT all the way. So when I change AFR over 6k, and all loads(same values for all loads), and it doesnt go richer when map is richer, I dont understand whats happening.

What map/ maps are you changing? Some of them don't do what they are labeled as.

Discovered that I did a mistake, I did take it two steps leaner than the old. Made a new one, but one richer than the old, and it seems to be responding as expected. See pic. My bad, sorry.

I change the fuel tables. Previously I have also changed dwell time(oltmann) and Throttle fuel tables. Removed a notch that I did not see the point of, see pics.

One thing I notice is that it goes very rich over 8500RPM, is this a known behavior?

I hate to be the noob here but... this seems to be the most active tuning thread. Im trying to figure out how to up the OMP rates and change the fan speed with my Accessport. Im working on my understanding of the OMP rates currently. Attached are the stock and modified load based values. I multiplied all values by 1.3 or 30% and then changed anything over 60 back to 60. Did I do this right? Additionally, do I do the same thing for the throttle based values?

Chris, thats just how i run mine.

Awesome! Do I then do the same thing for the throttle based table?

Yes.

Also, keep an eye on oil consumption and smoking. I generally push for more oil until it smokes at idle, then back it off, or 1 Quart every month or so.... just as a general guideline.

Yes, the stock fuel maps are very rich at high RPM and loads.

WOT isn't the same load, there are a ton of load variables.

Have you scaled everything correctly? If you haven't done that then changes to the tune are unpredictable.

I was wondering if there is a limitation in the top, that say "This MAP is too lean, I use some other default values here in stead".

Basically, I get more or less the AFR I ask for(-ish) in the map, but over 8500RPM AFR "nosedives". See pictures

Regarding scaling; I have actually not changed anything. I checked LTFT, and it was quite low, 2-3%, I believed that then I was good to start tuning. Incorrect?

PS! It seems like my SSV is stuck, But I'd recon that this is not what causing it to go rich at this RPM.

That is because it is jumping from the map you altered to another map . You need to forget about the labels on the gear/fuel maps and adjust them all to be the same.

Yeah, I make mine almost all the same.

Mine are all the same too!

Ok, I need some help. I've been stuck on the 4-6k rpm log adjustments for a while now. I am not sure how to fix the problems I have--or if they can even be fixed.

See my attached log compilation, and the notes on what I changed. I can't seem to get my AFR to come into spec above 5000RPM.

Any suggestions? Should I have gone to the fuel VE table?

Looks like maybe injector bank 3 to me.

I thought injector bank 3 wasn't active until above 6K rpm? Would you recommend that I restore my fuel VE map then start calibrating the injector 3 size?

Get a 6500 log to add to the mix, then also log Injector Duty Cycle....that will help you tell when Inj 3 comes on.

First off, I cant believe it has taken me over a month to do this, things have been a little busy recently. Anyways, Kane (and the rest), please see the attached screen capture of my recent log compilation (dated 11/28/2014).

If I remember correctly, a sudden increase in injector duty cycle means another injector is turned on, correct? In which case, it appears that injector 3 (?) is coming on at 5500 rpm? Or is that Injector 2?

Also, I took some idle logs (2) when I was done with these. The first show pretty good results: -2.5 LTFT dropping down to 0 as the log continued, and +3 STFT dropping down to zero as the log continued. The second log seems a bit concerning though, my ST and LT fuel is at 0 (-.16), which is an indication of being in open loop, correct?

Any idea why I would be in open loop at idle?

Injector Decrease, not Increase. So it looks like your Inj3 is starting to come on at 6000 like normal in that second log.

Ok thanks!

Well I'll make some adjustments to that injector and relog.

Any thoughts on my idle readings?

It appears that adjusting injector 3 didn't have an effect on the logs at that RPM range. Barring minor discrepancies in difference, the logs are pretty consistent between this set and the previous 4.

I have attached a screen capture, as well as the latest set of logs in a zip file.

Any other thoughts?

Thanks again for your help Kane, and others.

Also, I have a sidebar question about CEL masking. I am using the BHR midpipe, and I don't have a CEL--but all of my engine codes are still checked/active in AccessTuner. Is this correct?

Sorry to be the noob again here but...Im looking to lower the temp at which the radiator fans kick on. Im confsued by the tables. I was told dont touch the hysteresis tables.

There are 4 different tables. Fan 1A, Fan 1B, Fan 2 ECT (what's ECT stand for?), and Fan2 VSS (dont know what this is either). Whats the normal values for these? I have a mostly stock car, just looking to take preventative measures.

Fan 1A - 190 , Fan 1B - 204, Fan 2 ECT - 210

That's how I set mine.

you may want to recheck that, calc load was 30% or less, I doubt bank 3 is anywhere close to operating, might explain why his changes had no effect

Thank you! I should leave Fan2 VSS alone then?

Good catch.

This is why I mentioned checking injector duty cycle. You can watch them stage in the logs when duty cycle percentage drops. It might be injector two - again if you only witness one major drop in injector duty cycle.

Yes. That just turns the fans off after the car is moving.

I raised mine to 10mph because of stop and go traffic and slow moving traffic.

Car is in storage for the winter, but I will take a look at Injector 2 when I pull it out in the spring. I also think you were on to something with suggesting adjusting my MAF calibration.

Kane,
I a m currently watching your tuning videos. You mention the variable vane turbos quite frequently, or at least so far in the first two videos. Couple questions; has this technology come along to where the price isn't ridiculous? Who makes these style turbos? And where is does the ideal line lie for pressure ratio vs CFM? I apologize if any of these questions have been answered further on in the video series.

They are still expensive enough that you cannot find the price for them online....

Touché. So I take it variable geometry turbos are diesel specific?

No, they would work for any engine. A turbo is just an air compressor.

well not exactly, they typically have temperature and size limitations for non-diesel applications, but that's starting to change some as manufacturers continue to push for efficiency/performance gains

the technology was always available (i.e. military jet turbine engine), but the cost is beyond the average enthusiast.

Ok Kane. I tried to get your video set but the link says it is broken. I also set you a private message. If you can give me a link here that would be fine. I just need a working link for I am desperately trying to learn what you have to offer. Thanks for the read. God bless you all.

:suspect:.......

Like it never even happened.

www