Quote:
Originally Posted by Vin
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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In EcuTek, Maps by Function > Fueling > Open Loop. Threshold settings are there.
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.
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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.