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02-02-2017, 07:23 AM | #15 |
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normal . avcs ERROR . u cold start the car right. it will back Normal stat after worn up the oil temp
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02-02-2017, 07:32 AM | #16 | |
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i found when i patch adle code that the ecu do alot of testing and checking when start in the engine . on AVCS.
keeping the engine out of troubles is one of major job by ecm . any disactives happens in this case Quote:
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02-02-2017, 07:35 AM | #17 |
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Yes, it was a cold start yesterday. I just started the car again. Was a bit nervous because I never had that problem before. Now it's working again:
http://datazap.me/u/tor/avcs-wake?lo...zoom=3552-4083 So the previous post with the logs can be disregarded. Going for a drive and will post how the increased 3700 load limit works out. Note, this is an experiment to see how the load limit affects AFR.
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02-02-2017, 08:07 AM | #18 |
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Haha, the AVCS problem led me to the completely wrong conclusion. It's not load limit related at all, and the load doesn't go higher than 1.05ish even with the limit raised:
http://datazap.me/u/tor/tor-205-avcs...zoom=4743-4849 I didn't notice any adverse effect of the raised limit by the way. No hesitation or anything. Which makes sense, since it doesn't exceed the value anyway. Dip is still there too. So aagun is right, it has to be the AVCS (now that I've driven with it inactive by accident it must be pretty safe to conclude). Since I have been wrong several times, I am going to give the OL fueling adjustment one more try. I guess the easiest way to find out if the dip is real or not, is to eliminate it as best as possible and observe the effect. Anyone that can point me to a log from someone with an OpenFlash Header? I would be curious to see how it compares to the Gruppe S.
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02-02-2017, 08:17 AM | #19 |
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Just an after thought:
Maybe the load is going down, because it is dipping rich? That would explain the flat spot after somewhat fixing the dip. With the dip fixed, it then hangs at the limit. I am going to try to fix the dip and keep the raised load limit. In my virtual dyno curves I do have a slight torque dip in the same range still. Maybe this is the way to eliminate is?
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02-02-2017, 08:37 AM | #20 |
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Great effort for trying to find the cure for the dip. In case it doesn't work out, just a tip I got is to change the CL to OL transition, but having no knowledge on this stuff I have no idea where to start, but maybe you have.
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02-02-2017, 12:26 PM | #21 | |
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Quote:
Mods: - OpenFlash Header - Milltek resonated primary exhaust - Modified intake-tube with stock filter and box - Crawford BPB - Cusco 4.556 Final Drive Datazap log
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02-02-2017, 03:44 PM | #22 |
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one minute . u wanna take off that dip. ........
that think Give you huge power at low mid range . happed becose of overlap the firing whats that mean . it means the intake and exhaust cam open in the same time or before that . means the intake gas go to exhaust Directly without burn the o2 what we read is rich what the cp is lean . so the reason of knocky range at low mid area u try to lean it more . it will lose power . how to fix that dip . the only way is lower pushing avcs . it coz lose power little . same oem tune what i recommend in this is rich ur tune more Maybe in ur will 12 From 1 load . test and check knock . then add timing . will make ur car fly on the sky |
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02-02-2017, 09:58 PM | #23 |
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Yes, it's back to square one, i.e. if it worth spending time on or not.
I just drove the car to and from work with the version with the raised 3700 load limit and normal OL fueling. It feels great, dip or not. Thanks elBarto for the log. It's a bit hard to see with the resolution of the OFT logs, but it seems to dip too at 3700 rpm, though generally it is leaner below 4300 so it doesn't dip that rich. The dip appears to be smaller too. The reason I wanted to see an OFH log is that it's my understanding that the AVCS is tuned on that header. Maybe the same values are just not optimal with the Gruppe S header? I don't want to change AVCS randomly, though, so I guess I am stuck using other options or leaving it alone altogether. I do think there was a difference with the corrected lean spot just above 4000 rpm. But it could be that I imagine things. I will for sure try to pull that down again. Infact, I already made a new attempt at correcting the OL fueling, but didn't flash it because of the inactive AVCS ordeal. I think I will flash that next and see how it goes, including the raised load limit. I have to work quite a lot the next days, so next time I have some spare time. I think the mistake here, was pulling the bend too high up at 3950: Going to try with something more like this:
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02-03-2017, 10:46 AM | #24 | |
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By default, there are delay timers preventing immediate operation of open loop. There are also RPM thresholds that need to be passed before open loop is allowed to operate. Default settings are no open loop until around 5k RPM in 1st, and 4k RPM in the rest of the gears. Check fuel system status when logging to verify what mode you are in. @Tor - Verify your car is hitting open loop mode when you are testing these changes. If you are not in open loop, the primary fuel map table you are adjusting won't apply. Check your open loop thresholds and delay timers, and minimize these for immediate open loop transition. This will help the fueling issues you are seeing, but will not solve them. You are adjusting fueling incorrectly. You do not want to adjust the fuel map to correct commanded vs actual AFR. If your actual AFR does not match your commanded AFR in open loop, either the top end / that problematic area of your MAF is not scaled properly, or your injectors are not scaled properly (CC/min and lag times). Ecutek CC/min setting is not linear from my testing, so 1000cc injectors != setting this table to 1000. My ID1000's worked best with this table set to around 600 to 650 after I verified my injector latency was correct. Still not sure why, as EcuTek claims this is linear. Other posts here back up my experience with this. Maybe someone else can chime in, but I was able to nail down my port injector fueling with this setting on ID1000's. To fix your high end MAF curve, run the car on 100% DI and scale your MAF against fueling error (only for N/A cars, DI alone isn't enough fueling for FI so this trick wont work fully). Once your fueling errors are minimal, switch to 100% port injection, and use the cc/min and injector dead time tables to adjust fueling error. Do not adjust MAF at this point as you've already scaled it properly on DI. Once your MAF is set, you don't really want to mess with it too much as this changes the entire engine load calculation when adjustments are made. Do new pulls at this point and your AFR error should be minimal. You don't want to trick the ECU to get the AFR you want by setting the fueling table to really high / really low settings to get the values you want. You want to avoid these kids of large spikes as much as possible (interpolate!). The default RPM vs load scale on the fueling table is perfectly fine for N/A cars and does not need to be adjusted. If you're hacking up table scaling to fix issues, something else is off in your tune. After you have corrected your fueling issues, you can tweak ignition and cam timing from there to improve the torque curve. Once your fueling is corrected, your commanded vs actual AFR should be very close to each other throughout the entire fuel map. Oh, and the load limiters won't really do much with adjustments on N/A. I believe N/A cars never really go much beyond 1.2 load, so raising this higher wont do anything. This is mostly a setting for FI where load will easily go in to the 2.0+ range. Last edited by BRZoomTX; 02-03-2017 at 11:59 AM. |
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02-04-2017, 07:55 AM | #25 | |
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FWIW, After multiple flashes sometimes it'll take take longer than usual. I just wait until the DI injectors kick in than drive normally until they pop on
Quote:
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02-04-2017, 08:39 AM | #26 | ||||
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Quote:
http://datazap.me/u/tor/tor-205-2-mo...mark=9384-9403 Quote:
The point is to make an adjustment to one specific problematic area. If fixing this with MAF I would have to make the scaling extremly lumpy, if it would even work. The idea came from Kodename47, and the point of the thread is to test out the idea: Quote:
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02-04-2017, 09:18 AM | #27 |
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Better repesentation of the problem area:
http://datazap.me/u/tor/tor-205-2-mo...9403-9393-9374
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02-04-2017, 09:52 AM | #28 |
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Rich dip at 3,7k probably vanishes if you move your load limit closer to 1.0 in that area.
Lower = leaner. In terms of "ecu picks a cell further on the left" If the engine doesn't respond to it, I think the maf scale is probably off. Regarding that lean spike around 4,1k, I'm not sure. It looks like the afr curve follows the shape of the exhaust cam. Coincidence? |
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