05-16-2017, 09:38 PM | #589 |
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Have a look in the first pist mate.
Dont log o2 volts log AFR Log throttle not absolute throttle Log load not absolute load, load will be number from 0 to 1.5 not a percentage |
05-16-2017, 09:42 PM | #590 |
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05-16-2017, 11:04 PM | #591 |
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06-08-2017, 10:33 AM | #592 | |
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Disable DTC code P0068 is not in the list
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06-08-2017, 12:58 PM | #593 |
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06-11-2017, 06:35 PM | #594 |
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Before doing a hopefully final attempt at scaling my MAF I want to do it right this time... So I have quite a few questions.
- Besides from zeroing out the IAT comp, I understand I should zero out the Load comp as well? - Anything else that needs to be zeroed out? - If I adjusted my AFR with OL fueling should I restore POL to "normal" values? - Even with the IAT comp zeroed out, should I aim to find a day where I can get IAT's around 20 deg C? Also, seeing that my car never reaches more than approx. 4.1v I would like to rescale the current MAF. What are good values to use for an NA car? 4.2v max for some headroom? And if using the tab that @Kodename47 contributed to Vgi's tool, what are good values for "Min V" and "Max Unchanged"? Also, as I am tired of fuel trims jumping up and down I am considering if I should venture into injector scaling. Could injectors that are off cause LTFT swings? Given that the injector ratios are different in CL and OL? I watched @jamesm's screencast and it was very helpful in understanding how to collect the data. Am I understanding it correctly that to do so I should zero out all 3 "Total Injection Ratio Port" tables and do a CL MAF scale only? I assume, that I shouldn't attempt to run at higher rpm for OL due to insufficient fuel from the direct injectors? Any other precaution that I need to follow (e.g. reduce timing)? If correct, what is the process afterward to get the port injectors in line with the new direct injection MAF? I assume I should now set all 3 "Total Injection Ratio Port" tables to 100% and collect data as if I would do a CL MAF scaling again. @jamesm says to adjust the port injectors to the new direct injection MAF using Injection Flow Scaling ("BRZ" or the other one or both?) and Latency. How exactly is this done? Thanks for bearing with all my questions once again!
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06-11-2017, 10:19 PM | #595 |
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06-11-2017, 10:52 PM | #596 |
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06-12-2017, 03:06 PM | #597 |
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@Tor as you haven't changed the injectors doing the PI/DI separately is probably not worth the effort. The issue is that the DI fuel system runs at different pressures when fully used to when switched off so you can't tune it for just fully on or fully off. The PIs are also the limiting factor, not DI.
4.2/4.25v would work as the MaxV, I leave the OEM minimum and the min unchanged should be the lowest voltage you see. As for zeroing things out, you could do the ELC but it's not necessary. You'll just reverse the normal compensations but they might make things more accurate as they are. You could also do the same or not for IATs. I now calculate a new ELC table using the same data as adjusting the MAF, kills 2 birds with one stone. Also, if you're really that bothered about the MAF, set all your open loop fuel target to one value in the region of 12.5-13 and that way you're not chasing a changing fuel target.
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06-12-2017, 08:15 PM | #598 | |||||
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Quote:
Now I am running an adaptation of the K00C injector ratios with 20% port injection from 2000 rpm and have good flat AFR and a uniform LTFT throughout the rpm range. Only I'm annoyed that the LTFT is so inconsistent causing the AFR to swing up and down. I am just wondering if the problem could be this: Quote:
Back to the MAF: Quote:
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Thank you so much once again!
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06-13-2017, 02:52 PM | #599 |
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I tried to do the rescale from memory, just put an OEM scale into it and:
MaxV is the maximum voltage Max Unchanged should be left as 2.5v MinV is the lowest reading you see when running, or just below. Is the AFR swinging even an issue? Could it be the result of something else? If it bothers you that much and you are always keeping an eye on it, you could just disable the LTFT..... If it's just LTFT is open loop then maybe adjust the fuel trim boundaries. I never found the reason why the split injectors caused odd LTFT at higher RPM That is correct about the ELC, you could adjust that and see what happens. I use the same log to rescale the MAF and then adjust the ELC after. Flat AFR targets, yes just for scaling. The leaner the better as the O2 sensor will be slightly more accurate.
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06-13-2017, 09:40 PM | #600 | ||||
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Quote:
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What would happen if I reduced "AF Learning #1 limits" from +/-40% to e.g. +/-2%? Would that mean I would never see LTFT beyond those limits? And would it pose a problem for CL operation or would it just apply more STFT as needed beyond the limits set, as required? I assume "AF correction #3 limits" are the STFT? They are +/-50% so I assume this should be plenty to control AFR in all situations anyway? I like the idea of the ECU still having some control of OL AFR, in case I am forced to use some other brand/quality of fuel than I usually do. If setting the limits as low as +/-2%, does it even still have a reasonable effect, or could I just as well disable LTFT all together? Quote:
Tactrix logs MAP as XX.XX to XXX.XX. Eg. low 22.68 or high 100.29 (tuning engine off). I can't figure the unit out. But it looks like I should just divide them with 100 to get bar (0.2268 and 1.0029 in the examples) to make it compatible with the ELC table? Quote:
Thanks again!
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06-14-2017, 11:10 AM | #601 |
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If you take a little timing out, you could run AFRs of 13:1 no issue. AFRs of 11.0:1 compared to 11.5:1 is likely to cost you a few HP max. If 11.0:0 allows you to run more timing advance, you'll make better power than 11.5:0 with less timing.
Have a look here: [ame="https://www.youtube.com/watch?v=Zzn3-ygH-v8"]Haltech Technically Speaking: Ignition Timing vs Air Fuel Ratio - YouTube[/ame] You could reduce the LTFT range, not sure whether it works or not but could be worth a shot. STFT will still operate as normal so no issues in CL. AF #3 is compensations from the rear O2 and are separate from the LTFT/STFT. Sounds like the pressure is in kPa, so dividing it by 100 would give Bar. Just make sure you have MAP/MRP correct depending on what you're logging (looks to be MAP) and the defined x axis on the ELC table. I wouldn't bother zeroing it out, you've probably got a better starting point from it with the OEM settings.
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06-14-2017, 12:17 PM | #602 | ||
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Quote:
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Ok, I'll leave the stock compensation in there then. I think I will convert and use the Euro MY17 K00G tables and use their values. Since it's the same header and manifold, they must have had a plan with the changes. If the above doesn't help I'll look into either disabling or lowering the limits of LTFT or live with it as it turns out.
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