New Stage 2 UEL (91-93 and E85) OTS tune files

[solidONE]

Originally Posted by DarkSunrise

Did some hot weather (85-95 F) testing today. 30 miles of highway. Then four 2nd gear pulls and a 3rd gear pull. FLKC gradually grows with each successive run, ultimately pulling 2.6 to 3.9 timing from 6800 RPM to redline on the 3rd gear pull. This tune is definitely a little aggressive on my car, probably not ideal for track.

http://datazap.me/u/darksunrise/ofh-...zoom=6206-8714

The rest of the hot weather logs looked ok. FLKC and KC stayed below -0.69, except two instances of KC of -1.41 @ 3300 RPM and -2.81 @ 3800 RPM. IAM stayed solid at 1.00 the whole time.

I'm thinking this tune might be ok to track on with 3-4 degrees less timing from 6700 RPM to redline. Or perhaps more timing compensation but not sure whether to adjust for coolant temps or IATs, as I didn't see a strong correlation in the logs.

@solidONE - I recorded MAFv on these logs. I think I remember seeing peak values around 4.01v on some runs. Interested to hear how that compares.

I'd have to dig through my logs to find one that matches your IAT's, but here's a recent one with IAT's at about 75* oil temps @226* MAF voltages peaking @ 4.09

http://datazap.me/u/solidone/z6-kc1-...2184-2193-2204

Here's your 3rd gear pull in that log. MAFv is lower across the entire range, as expected due to the higher IATs. You are running the stock air box, right?: http://datazap.me/u/darksunrise/ofh-...8473-8486-8499

I personally wouldn't go that conservative with the ignition advance, and I'd be okay with some FLKC and IAT drop under track duty. Regardless, your current tune will be words better than a completely stock calibration in terms of knock resistance. If I were you I'd decrease gradually the ignition advance -0.35~.07 at 6400 rpm, -0.7~1.0 @6800rpm, -1.0~1.4 @7000+ at and above 1.0 g/rev. Test that out, and go from there to see if it requires more adjustment.

Edit:
@DarkSunrise

I managed to take a log that is a bit closer to your IAT in your log, though its still a few degrees cooler: http://datazap.me/u/solidone/z61b-ho...28-136-119-110

Your earlier log marked at the same 500rpm intervals. @3500 your MAF voltage is much higher than mine. Probably making a bit more torque there than my setup: http://datazap.me/u/darksunrise/ofh-...8461-8449-8437

[Kiragami]

Hi everyone, I've been running the OFH stage 2 tune for a bit but recently started logging. My adv multiplier started out at 1 and was fine until I drove on the freeway, freeway started going uphill and adv multiplier dropped to 0.61. After exiting the freeway, the adv multiplier went to 0.88 after driving to my destination. Is the tune too aggressive? Should I switch back to normal ots tune? OFH CA 91 gas 2016 AT frs
Thanks!

[renfield90]

Originally Posted by DarkSunrise

Did some hot weather (85-95 F) testing today. 30 miles of highway. Then four 2nd gear pulls and a 3rd gear pull. FLKC gradually grows with each successive run, ultimately pulling 2.6 to 3.9 timing from 6800 RPM to redline on the 3rd gear pull. This tune is definitely a little aggressive on my car, probably not ideal for track.

http://datazap.me/u/darksunrise/ofh-...zoom=6206-8714

The rest of the hot weather logs looked ok. FLKC and KC stayed below -0.69, except two instances of KC of -1.41 @ 3300 RPM and -2.81 @ 3800 RPM. IAM stayed solid at 1.00 the whole time.

I'm thinking this tune might be ok to track on with 3-4 degrees less timing from 6700 RPM to redline. Or perhaps more timing compensation but not sure whether to adjust for coolant temps or IATs, as I didn't see a strong correlation in the logs.

@solidONE - I recorded MAFv on these logs. I think I remember seeing peak values around 4.01v on some runs. Interested to hear how that compares.

What part of the country are you in (if you don't mind me asking) and what octane were you using? Thanks in advance.

[renfield90]

Originally Posted by Kiragami

Hi everyone, I've been running the OFH stage 2 tune for a bit but recently started logging. My adv multiplier started out at 1 and was fine until I drove on the freeway, freeway started going uphill and adv multiplier dropped to 0.61. After exiting the freeway, the adv multiplier went to 0.88 after driving to my destination. Is the tune too aggressive? Should I switch back to normal ots tune? OFH CA 91 gas 2016 AT frs
Thanks!

Too much knock for my taste, especially if it's a route you drive daily.

If I understand right 0.6 IAM is basically pulling almost half your ignition advance out. You could make more power by being more conservative and having less knock.

[DarkSunrise]

Originally Posted by FrostedFlakes

What octane are you using for this test? I believe the tune is good for regular driving, however it's good to find out how it holds up in hotter temperature. It would not be an issue if you drove regularly. Not sure how it will be driving hard in hot conditions as in your case. As some has mentioned it would be more ideal to use OTS tunes for track use on the safe side.

Originally Posted by renfield90

What part of the country are you in (if you don't mind me asking) and what octane were you using? Thanks in advance.

I was using 93 octane pump (Shell) for those pulls and the logs were taken in MD. The car's outside temp gauge was reading between 89 to 93 F. There was about 50% humidity locally.

Originally Posted by solidONE

I'd have to dig through my logs to find one that matches your IAT's, but here's a recent one with IAT's at about 75* oil temps @226* MAF voltages peaking @ 4.09

http://datazap.me/u/solidone/z6-kc1-...2184-2193-2204

Here's your 3rd gear pull in that log. MAFv is lower across the entire range, as expected due to the higher IATs. You are running the stock air box, right?: http://datazap.me/u/darksunrise/ofh-...8473-8486-8499

I personally wouldn't go that conservative with the ignition advance, and I'd be okay with some FLKC and IAT drop under track duty. Regardless, your current tune will be words better than a completely stock calibration in terms of knock resistance. If I were you I'd decrease gradually the ignition advance -0.35~.07 at 6400 rpm, -0.7~1.0 @6800rpm, -1.0~1.4 @7000+ at and above 1.0 g/rev. Test that out, and go from there to see if it requires more adjustment.

Thanks I'll try those adjustments and yep stock airbox. The data from your pull is pretty interesting. What is your setup and tune? I noticed you're running a fair amount more ignition timing through the midrange, then it tapers off pretty quickly above 6000 RPM. That was similar to how my OFT v. 2.074 tune looked, except your commanded AFR is leaner than I remember.

[solidONE]

Originally Posted by DarkSunrise

I was using 93 octane pump (Shell) for those pulls and the logs were taken in MD. The car's outside temp gauge was reading between 89 to 93 F. There was about 50% humidity locally.



Thanks I'll try those adjustments and yep stock airbox. The data from your pull is pretty interesting. What is your setup and tune? I noticed you're running a fair amount more ignition timing through the midrange, then it tapers off pretty quickly above 6000 RPM. That was similar to how my OFT v. 2.074 tune looked, except your commanded AFR is leaner than I remember.

Reason I asked about your intake is because if you were running a aftermarket intake the MAF v would be vastly different.

My current calibration is quite a bit different from any OTS tune, though I began with a OTS EL stage 2 from Vishnu. The ignition advance reflects what can be safely ran free of knock correction at slightly above normal operating temps given the cam timings and fuel quality (91CA summer blend*). With the help of Kodename47 with the cam tables and other adjustments effecting OL fuel trim I came up with this "z6" tune. (named for identification purposes).

The reason why it tapers off past the upper end is because with my current setup, EL headers, stock catback/airbox on 91 octane, it would have knock correction making the resulting ignition advance even lower than if I had not reduced the ignition advance. Since the exhaust and cam timing is so different to yours you shouldn't compare ignition advance with mine. The OL fueling table is also quite a bit different (leaner).

[RedFRS4me]

Bad gas can screw up this tune really good. I had that experience this weekend driving a total of 400 miles. The second fill up I had some nasty 92 gas that made my car knock even with light engine load throughout 2.5k-5k rpm. IAM dropped to .69 and kept knocking like an persistent door salesman. IAT were in the low 80s to mid 70s.

[dar3d3vil]

So i figured I'd give this a shot on my Tsudo header. So far so good. I let it get about 60-70 miles on it before even trying to pull any logs. This was from my run to work this morning.

Log

I'm feel a lot more power in the low end with this, obviously all butt dyno, but that's what counts right?

[Michael]

I will be getting a OFT soon but was curious if there is a map for the Gruppe-S UEL, drop-in filter, and Perrin CBE running on 93 octane for an A/T or if the UEL 93 map is the closest to this before any tweaks.

[solidONE]

I recall reading about the OFH using larger diameter runners compared to most other uels. Maybe it just flows better than other UEL headers at the upper range. Perhaps that's why those using this tune designed for the OFH on a setup other than OFH show more knock correction toward redline and/or run very rich.

[tdotBRZ]

Originally Posted by Michael

I will be getting a OFT soon but was curious if there is a map for the Gruppe-S UEL, drop-in filter, and Perrin CBE running on 93 octane for an A/T or if the UEL 93 map is the closest to this before any tweaks.

Gruppe-S UEL is a knock off of Tomei UEL which is the exact layout that OFH follows as well. You should be fine with the new maps (stg2OFH), just make sure to do some monitoring and couple datalogs to make sure everything is running healthy and if you notice some FBKC/FLKC in top end just pull 0.5 to 1 degree of timing, I just did that with my tomei and it's running great with the new tune, AFR and rest of the numbers are even better looking than regular stage2 maps for me

[tdotBRZ]

Originally Posted by solidONE

I recall reading about the OFH using larger diameter runners compared to most other uels. Maybe it just flows better than other UEL headers at the upper range. Perhaps that's why those using this tune designed for the OFH on a setup other than OFH show more knock correction toward redline and/or run very rich.

OFH is exact same layout as Tomei UEL, just 2.5" instead of 2.38" piping from what I can recall, correct me if i'm wrong

[Felix7007]

My FR-S will soon have the UEL OFH installed. I expect to plug in my OFT and flash with this new 93oct tune and go to the track on July 1st. What are the chances everything will go smoothly? I see people posting some problems here. Is this product more trouble than it's worth?

[tdotBRZ]

Originally Posted by Felix7007

My FR-S will soon have the UEL OFH installed. I expect to plug in my OFT and flash with this new 93oct tune and go to the track on July 1st. What are the chances everything will go smoothly? I see people posting some problems here. Is this product more trouble than it's worth?

i would datalog before the track to make sure everything is running smooth on the street at normal temps because at the track temps are way higher. Then datalog on the track and monitor your car and adjust accordingly.