Carbon8 Build
09-18-2013, 05:48 PM
#427
tune out rich cruise loads with the fuel maps, which aren't really cruise loads since you're not in closed loop
OR ALTERNATIVELY:
set the scaling in the middle between the two and adjust the rich spots leaner and lean spots richer on each end
it seems pretty obvious to me, but you seem again to be fixated on some kind of specific thing that doesn't really make sense IMO
OR ALTERNATIVELY:
set the scaling in the middle between the two and adjust the rich spots leaner and lean spots richer on each end
it seems pretty obvious to me, but you seem again to be fixated on some kind of specific thing that doesn't really make sense IMO
Yes, if they weren't I doubt the car would even run.
And I do not know what they were flow rated at unfortunately.
09-18-2013, 06:05 PM
#430
Driving my unreliable rx8
Well he said cruise at 4-6K RPM. So I am guessing he's in Vac, but at those RPM I would guess bank 2 Injectors are on.
09-18-2013, 06:07 PM
#431
...
After performing one complete drive cycle (a “drive cycle” is bringing your vehicle up to operating temperature and driving it normally and then allowing it to cool off again completely), your vehicle will be ready to provide the required data-log feedback the MazdaManiac for further customization and tuning.
Perform the following data-log procedure:
1) Plug your AccessPORT into the vehicle's DLC (OBD) port and start the car. Allow it to warm up thoroughly.
2) Select "Monitor" from the menu options. Press the "OK" button.
3) Select "Set Data Log List" from the "Monitor" menu. Press the "OK" button.
4) check ONLY the following option check-boxes:
• Equiv. Ratio
• Calculated Load
• Long Term FT1
• Mass Airflow
• RPM
• Short Term FT1
• Vehicle Speed
• Accel. Pedal Position
• Ign. Tim. (WILL BE LABLED "LEAD" ON ROTARY APPLICATIONS)
• Ign. Separation (ONLY ON ROTARY APPLICATIONS)
• Boost (PSI) (ONLY ON OEM BOOSTED APPLICATIONS)
• Actual AFR (AFR) (ONLY ON OEM BOOSTED APPLICATIONS)
• HPFP Act. Press. (PSI) (ONLY ON OEM BOOSTED DISI APPLICATIONS EQUIPPED WITH A HIGH-PRESSURE FUEL PUMP)
5) Press the "Back" button then press the "OK" button.
6) Select "Data Log" from the "Monitor" menu. Press the "OK" button
7) Scroll to the Equiv. Ratio display to monitor your air-fuel ratios during logging.
8) Press the "OK" button again to start the data-log.
9) After approximately 10 seconds, press the "OK" button again to stop the data-log. You have just created your first data-log of the engine's idle performance.
10) Take your vehicle to a safe section of relatively flat highway where you can get the vehicle up to 4200 RPM for several miles at a time without being disturbed. On manual transmission-equipped vehicles, this will be performed in 4th gear. On 4-speed automatic transmission-equipped vehicles, this will be performed in 2nd gear. On 6-speed automatic transmission-equipped vehicles, this will be performed in 4th gear.
11) Once you are up to 4200 RPM, turn on your A/C, headlamps and rear defroster and set the cruise control to hold your speed. On vehicles with no cruise control, hold the vehicle speed as constant as you can with the gas pedal.
12) Press the "OK" button again to start the data-log and continue to cruise for a minimum of 30 seconds.
13) Press the "OK" button again to stop the log.
14) Again, on a safe section of open, flat highway, lower your RPMs to 2500 in 2nd gear (1st gear on the 4-speed automatic).
15) Press the "OK" button again to start the data-log and accelerate at WOT to redline. On boosted applications, ease into full throttle and observe your Equivalence ratios or Actual AFR. If the Equivalence ratio or Actual AFR is above 12:1 at RPMs over 4000, back off the throttle and proceed to the next step.
16) Release the gas pedal and allow the vehicle to slow and your RPMs to drop and switch to 3rd gear (2nd gear on the 4-speed automatic).
17) When your RPMs have dropped to 2700, once again accelerate at WOT to redline or to the highest safe speed you can attain. On boosted applications, ease into full throttle and observe your Equivalence ratios or Actual AFR. If the Equivalence ratio or Actual AFR is above 12:1 at RPMs over 4000, back off the throttle and proceed to the next step.
18) Press the "OK" button again to stop the log and return to your starting location.
Perform the following data-log procedure:
1) Plug your AccessPORT into the vehicle's DLC (OBD) port and start the car. Allow it to warm up thoroughly.
2) Select "Monitor" from the menu options. Press the "OK" button.
3) Select "Set Data Log List" from the "Monitor" menu. Press the "OK" button.
4) check ONLY the following option check-boxes:
• Equiv. Ratio
• Calculated Load
• Long Term FT1
• Mass Airflow
• RPM
• Short Term FT1
• Vehicle Speed
• Accel. Pedal Position
• Ign. Tim. (WILL BE LABLED "LEAD" ON ROTARY APPLICATIONS)
• Ign. Separation (ONLY ON ROTARY APPLICATIONS)
• Boost (PSI) (ONLY ON OEM BOOSTED APPLICATIONS)
• Actual AFR (AFR) (ONLY ON OEM BOOSTED APPLICATIONS)
• HPFP Act. Press. (PSI) (ONLY ON OEM BOOSTED DISI APPLICATIONS EQUIPPED WITH A HIGH-PRESSURE FUEL PUMP)
5) Press the "Back" button then press the "OK" button.
6) Select "Data Log" from the "Monitor" menu. Press the "OK" button
7) Scroll to the Equiv. Ratio display to monitor your air-fuel ratios during logging.
8) Press the "OK" button again to start the data-log.
9) After approximately 10 seconds, press the "OK" button again to stop the data-log. You have just created your first data-log of the engine's idle performance.
10) Take your vehicle to a safe section of relatively flat highway where you can get the vehicle up to 4200 RPM for several miles at a time without being disturbed. On manual transmission-equipped vehicles, this will be performed in 4th gear. On 4-speed automatic transmission-equipped vehicles, this will be performed in 2nd gear. On 6-speed automatic transmission-equipped vehicles, this will be performed in 4th gear.
11) Once you are up to 4200 RPM, turn on your A/C, headlamps and rear defroster and set the cruise control to hold your speed. On vehicles with no cruise control, hold the vehicle speed as constant as you can with the gas pedal.
12) Press the "OK" button again to start the data-log and continue to cruise for a minimum of 30 seconds.
13) Press the "OK" button again to stop the log.
14) Again, on a safe section of open, flat highway, lower your RPMs to 2500 in 2nd gear (1st gear on the 4-speed automatic).
15) Press the "OK" button again to start the data-log and accelerate at WOT to redline. On boosted applications, ease into full throttle and observe your Equivalence ratios or Actual AFR. If the Equivalence ratio or Actual AFR is above 12:1 at RPMs over 4000, back off the throttle and proceed to the next step.
16) Release the gas pedal and allow the vehicle to slow and your RPMs to drop and switch to 3rd gear (2nd gear on the 4-speed automatic).
17) When your RPMs have dropped to 2700, once again accelerate at WOT to redline or to the highest safe speed you can attain. On boosted applications, ease into full throttle and observe your Equivalence ratios or Actual AFR. If the Equivalence ratio or Actual AFR is above 12:1 at RPMs over 4000, back off the throttle and proceed to the next step.
18) Press the "OK" button again to stop the log and return to your starting location.
09-18-2013, 06:11 PM
#432
Driving my unreliable rx8
So you raised your whole MAF scale by 3%,
Then lowered your Banks 3 Injectors by 3%. Those two cancel each other out. I would bring your MAF scaling back at 75+ to stock then reset your bank 3 injectors to 476.
They kind of cancel each other out but at the same time they could be fighting other things.
Then lowered your Banks 3 Injectors by 3%. Those two cancel each other out. I would bring your MAF scaling back at 75+ to stock then reset your bank 3 injectors to 476.
They kind of cancel each other out but at the same time they could be fighting other things.
09-18-2013, 06:31 PM
#434
as far as I know they do for me 
MAF scale and injector scale are not identical i.e. 3% on Bank 3 is not equal to 3% on the MAF
otherwise because of this sort of noise (not you Brettus) I'm out as usual ... Carbon can PM or email me if he would like any further assistance
MAF scale and injector scale are not identical i.e. 3% on Bank 3 is not equal to 3% on the MAF
otherwise because of this sort of noise (not you Brettus) I'm out as usual ... Carbon can PM or email me if he would like any further assistance
09-18-2013, 06:36 PM
#435
Driving my unreliable rx8
Team I took your hint, but was already sending that msg before you said it.
I was basically repeating what brettus said but justifying it with some math.
I was basically repeating what brettus said but justifying it with some math.
Last edited by logalinipoo; 09-18-2013 at 06:42 PM.
09-18-2013, 06:57 PM
#436
So you raised your whole MAF scale by 3%,
Then lowered your Banks 3 Injectors by 3%. Those two cancel each other out. I would bring your MAF scaling back at 75+ to stock then reset your bank 3 injectors to 476.
They kind of cancel each other out but at the same time they could be fighting other things.
Then lowered your Banks 3 Injectors by 3%. Those two cancel each other out. I would bring your MAF scaling back at 75+ to stock then reset your bank 3 injectors to 476.
They kind of cancel each other out but at the same time they could be fighting other things.
as far as I know they do for me
MAF scale and injector scale are not identical i.e. 3% on Bank 3 is not equal to 3% on the MAF
otherwise because of this sort of noise (not you Brettus) I'm out as usual ... Carbon can PM or email me if he would like any further assistance
MAF scale and injector scale are not identical i.e. 3% on Bank 3 is not equal to 3% on the MAF
otherwise because of this sort of noise (not you Brettus) I'm out as usual ... Carbon can PM or email me if he would like any further assistance
09-18-2013, 08:09 PM
#437
You should do some tests to satisfy yourself that they do . I know someone else with Cobb that found the same as me . I actually gave up on the gearing maps years ago (after seeing one car jump from one map to another in the same gear ) and just make them all the same these days .
09-19-2013, 02:26 AM
#438
mine are distinctly different and I log/tune them separately with consistent results I mostly run in 2nd gear, and occasionally 3rd for most things, occasionally 4th if I run a time trials. Altering one map doesn't affect the other that I've ever seen. How fast the car revs definitely impacts AFR and intake vale operation. I would prefer to have a separate map for every gear if that was possible.
The one thing is that there are many variables and subroutines that impact outputs which we have no access or control over. You may be experiencing these more due to the higher loads that FI imposes than NA
also, it is more appropriate to call those "Open Loop Maps" rather than "WOT maps"
I mostly run in 2nd gear, and occasionally 3rd for most things, occasionally 4th if I run a time trials. Altering one map doesn't affect the other that I've ever seen. How fast the car revs definitely impacts AFR and intake vale operation. I would prefer to have a separate map for every gear if that was possible.The one thing is that there are many variables and subroutines that impact outputs which we have no access or control over. You may be experiencing these more due to the higher loads that FI imposes than NA
also, it is more appropriate to call those "Open Loop Maps" rather than "WOT maps"
09-19-2013, 08:02 AM
#441
Team,
I am not doing this on my own, I would never try to attempt that.
Anyways leaned out the rich cruise, and achieved a decent WOT, still needs fine tuning which will have to wait until the spring unfortunately.
I will have to call Cam later this week to see what he usually experiences as far as MAF readings with his ported engines to verify mine, constantly hitting 4.2V and 260g/sec. Sitting perfectly on 5.5 g/sec and combined STFT and LTFT are basically 0 at idle. So I know its calibrated properly.
I am not doing this on my own, I would never try to attempt that.
Anyways leaned out the rich cruise, and achieved a decent WOT, still needs fine tuning which will have to wait until the spring unfortunately.
I will have to call Cam later this week to see what he usually experiences as far as MAF readings with his ported engines to verify mine, constantly hitting 4.2V and 260g/sec. Sitting perfectly on 5.5 g/sec and combined STFT and LTFT are basically 0 at idle. So I know its calibrated properly.
Last edited by Carbon8; 09-19-2013 at 08:05 AM.
09-19-2013, 08:55 AM
#442
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09-19-2013, 09:07 AM
#443
My LTFT
.6% 2-7 g/sec
-.16% 8-45g/sec
-.16% 46+ g/sec
11-19-2013, 11:57 PM
#446
I believe myself and Kane figured out my lean WOT tuning issue and it was an injector issue, my MAF scaling is correct, 250 G/s makes me very optimistic of the end result when I get everything buttoned up.
Im tearing the car down at the end of next month to do some chassis work, and I will go over my engine again to make sure everything is set, to try to see what we can do to solve my misfire issue, as that is the only thing preventing me from continuing to my next stage of this build.
Im tearing the car down at the end of next month to do some chassis work, and I will go over my engine again to make sure everything is set, to try to see what we can do to solve my misfire issue, as that is the only thing preventing me from continuing to my next stage of this build.
11-20-2013, 10:09 PM
#447
I believe myself and Kane figured out my lean WOT tuning issue and it was an injector issue, my MAF scaling is correct, 250 G/s makes me very optimistic of the end result when I get everything buttoned up.
Im tearing the car down at the end of next month to do some chassis work, and I will go over my engine again to make sure everything is set, to try to see what we can do to solve my misfire issue, as that is the only thing preventing me from continuing to my next stage of this build.
Im tearing the car down at the end of next month to do some chassis work, and I will go over my engine again to make sure everything is set, to try to see what we can do to solve my misfire issue, as that is the only thing preventing me from continuing to my next stage of this build.
11-25-2013, 07:02 PM
#450
I know the front subframe is under the engine removal, more looking for the rear subframe.
Also are these my only two options for a compression tester
TR-01
TR-01 Rotary Engine Compression Tester
ReCT 04
Model ReCT
Seems you cannot buy a TR-01 anymore which sucks as the need to be connected to a computer is just a hassle.
Also are these my only two options for a compression tester
TR-01
TR-01 Rotary Engine Compression Tester
ReCT 04
Model ReCT
Seems you cannot buy a TR-01 anymore which sucks as the need to be connected to a computer is just a hassle.