Where do I start When learning how to tune?
05-12-2014, 01:51 PM
#101
Allright thank you, i tried to do that but didnt see any difference, maybe it was the wrong table.
Here is the other tables:
Here is the other tables:
Last edited by al3k87; 05-12-2014 at 02:00 PM.
05-12-2014, 02:18 PM
#103
Thank you for posting those maps, they differnt then the usd maps
to keep things happy I would leave it the richest map, but you can change it according to how you change the 3-4 map.
try editing the fuel/gear map 3-4 to get your results, copy that map to 5-6.
basically keep 3-4 and 5-6 the same
for fuel gear 1-2 change it the amount you changed the 3/4 gear, but don't copy the info.
so for instance if you are in 3/4 map and you want 12 and it took 3 "+" key strokes, then find that same cell in fuel gear 1-2 and do the same 3 key strokes, don't worry what the value changed too unless its obnoxious.
I am betting once you change the fuel gear 3/4 map you will get results
it really is a shame you don't have Fuel VE it should be another map with rpm and load with 1.00 .99 like numbers
to keep things happy I would leave it the richest map, but you can change it according to how you change the 3-4 map.
try editing the fuel/gear map 3-4 to get your results, copy that map to 5-6.
basically keep 3-4 and 5-6 the same
for fuel gear 1-2 change it the amount you changed the 3/4 gear, but don't copy the info.
so for instance if you are in 3/4 map and you want 12 and it took 3 "+" key strokes, then find that same cell in fuel gear 1-2 and do the same 3 key strokes, don't worry what the value changed too unless its obnoxious.
I am betting once you change the fuel gear 3/4 map you will get results
it really is a shame you don't have Fuel VE it should be another map with rpm and load with 1.00 .99 like numbers
Last edited by FazdaRX_8; 05-12-2014 at 02:21 PM.
05-12-2014, 02:51 PM
#105
allright I will try to do that :P
I also log my timing, when going WOT 2nd gear my ignition lead is increasing got up to a maximum of 30. My ignition separation is also increasing with rpm but drops back and forth 10-15 sometimes, I dont know if this is normal
I also log my timing, when going WOT 2nd gear my ignition lead is increasing got up to a maximum of 30. My ignition separation is also increasing with rpm but drops back and forth 10-15 sometimes, I dont know if this is normal
05-14-2014, 07:40 AM
#109
allright I will stop tampering around to quickly now, I just figured out my MAF cal in the open loop area was not done correct.
I went back to the stock fuel tables and did some runs with my new maf cal and it allready looks cleaner, maybe too rich in the lower end.
I will try to get the AFR values closer to the targets in the fuel table now by further adjusting the maf cal.
Here is the results after the 2nd tune. (2nd gear WOT)
I went back to the stock fuel tables and did some runs with my new maf cal and it allready looks cleaner, maybe too rich in the lower end.
I will try to get the AFR values closer to the targets in the fuel table now by further adjusting the maf cal.
Here is the results after the 2nd tune. (2nd gear WOT)
05-14-2014, 12:22 PM
#111
Yeah I know, but just ignore the horsepower graph its not accurate with these road conditions I have here, theres is no highways here at all, theres not even enough straight lengths of roads here to do a 3rd gear WOT to redline, its doable but not safe.
05-17-2014, 06:06 AM
#121
Yeah I agree I was just curious if the value seen was actually used when the ecu calculates fuel. When reflashing the ecu the LTFT gets reset also, and its not always I get the exact build up of LTFT, to use in wot as before I flashed. This can skew the AFR curve a little bit.
05-17-2014, 09:23 AM
#122
Driving my unreliable rx8
Yes it can skew it a bit but after a few drive cycles it will settle out.
It gets the open loop ltft correction from the closed loop 21+ g/sec range then applies it to everything that is open loop. If you want to get rid of it then look at your logs and figure out where you go to open loop. Do this by looking at your stft and seeing when it goes to zero. Get the g/sec here. Use several logs to get a good idea. Mine was around 60 g/sec.
Then adjust your maf scale from 21g/sec to that g/sec. I would adjust it by about 1/2 pct at a time then reflash and see what your trims do.
It gets the open loop ltft correction from the closed loop 21+ g/sec range then applies it to everything that is open loop. If you want to get rid of it then look at your logs and figure out where you go to open loop. Do this by looking at your stft and seeing when it goes to zero. Get the g/sec here. Use several logs to get a good idea. Mine was around 60 g/sec.
Then adjust your maf scale from 21g/sec to that g/sec. I would adjust it by about 1/2 pct at a time then reflash and see what your trims do.
05-17-2014, 12:17 PM
#123
Yes it can skew it a bit but after a few drive cycles it will settle out.
It gets the open loop ltft correction from the closed loop 21+ g/sec range then applies it to everything that is open loop. If you want to get rid of it then look at your logs and figure out where you go to open loop. Do this by looking at your stft and seeing when it goes to zero. Get the g/sec here. Use several logs to get a good idea. Mine was around 60 g/sec.
Then adjust your maf scale from 21g/sec to that g/sec. I would adjust it by about 1/2 pct at a time then reflash and see what your trims do.
It gets the open loop ltft correction from the closed loop 21+ g/sec range then applies it to everything that is open loop. If you want to get rid of it then look at your logs and figure out where you go to open loop. Do this by looking at your stft and seeing when it goes to zero. Get the g/sec here. Use several logs to get a good idea. Mine was around 60 g/sec.
Then adjust your maf scale from 21g/sec to that g/sec. I would adjust it by about 1/2 pct at a time then reflash and see what your trims do.
05-26-2014, 03:11 AM
#124
There is something I dont understand with the ignition timing, if a higher number is more timing advance, and should increase with rpm why is the table setup with a max peak at 44degress in the lower load/rpm area. And why is the max timing at high load/rpm 30 degrees max, because of increased temprature and to reduce chance of detonation?
05-26-2014, 03:31 PM
#125
Advance is lower at high rpm because of detonation. It's not "the chance" of detonation, it's keeping the detonation that is happening from becoming severe enough to rob power or cause preignition and destroy the engine.
Yes it's massively retarded, but without a third spark plug in each housing the only option is to retard timing.
Yes it's massively retarded, but without a third spark plug in each housing the only option is to retard timing.
