finnigan001
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Posts posted by finnigan001
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can you screenshot and post up both requestor tables? spark requestor and other cuts tables.
just to see if the spark value may still be doing all the lifting and not allowing use of the other cuts.
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hey mate,
From the article below:
"Or we can disable enleanment/enrichment during traction control entirely by modifying auF0261 and changing the traction control row to 0. This means enleanment/enrichment cannot be used during traction control. In this scenario the vehicle will run the commanded lambda instead. "
Same mechanism for the on gear change torque requestor. increase for more farts.
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3 hours ago, Roland@pcmtec said:
tip in torque source which can pull timing if the turbo comes on aggresively.
Just curious to know if this shows up in "spark adder average for all cylinders" along with normal knock adjustment from the knock sensors in logging.
Or is just seen as a dip in the "total spark" number.
Have always wondered and assumed that it was the later.
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3 minutes ago, Dolan said:
I'm logging SAFTOT
Yeh that’s it! I must have over looked it if it’s in there.
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Just now, Roland@pcmtec said:
The work around is to just use teclog format only.
I find also, if saving a log, do as a csv first before closing the live log.
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16 hours ago, Dolan said:
I've attached the log file and the raw audio
Just a heads up, your data log is doing the 'show only every 50ms' bug when you save from opening a saved teclog file. You may need to update your version if not currently using the newest version.
Also your logging spark mod vct, not sure if you're intending total final spark. i cant remember the tag off the top off my head for it.
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hey mate,
if you haven't already, this is a good place to try and get your head around stuff.
And this one... pay attention to posts by @Romulus
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That’s awesome. Cheers Roland
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On 8/7/2020 at 4:41 AM, Roland@pcmtec said:
Best option is to stage two pumps from the imrc output. We have set it up with an rpm and map pressure set point.
Just on this, this would be possible in the ba-bf easily to access but whereabouts would you be able to hook in to this for fg onwards, being log manifold? Does the wiring exist?
might be a silly question
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Just a side question. How are you guys powering your flex fuel sensors or are you just doing straight E85 tunes.
I ask coz i notice that the voltage to the flex fuel sensor during the switch from acc to on must be low enough for the sensor to turn off and send 0v to the ECU. The gauge etc stays on, but the signal to the ecu drops out causing the 98 tables to be used initially. Once the car starts to crank over then the values come back to the High Slope as voltage slowly returns to 11.5-12v.
I think one of 2 things are happening. Either battery is no good and voltage is dropping to low - i have seen as low as 9-10v on startup- not sure if that is normal. Or ecu turns off/reduces voltage to accessories during the switch from ACC to ON. The later will affect me as i just did the ole cigarette lighter power source hack.
So just wondering are your gauges wired the same or by a relay etc. If you are using a relay, is there a power source that is constant power during the switch from ACC to ON that remains 12v that can be used as a trigger wire that you've found.
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1 hour ago, Matt said:
Previously save CSV from TEC was not supported (disabled) but I've since added this back in, but not really compared CSV files saved direct from a live session vs re-saved from a TECLOG
I thank you sir. I've actually not tried the functionality in the new versions assuming this was still disabled/not functioning as desired. I've just retested and compared files and data and they are as expected. I cant express enough how much better this is for me
Thanks for taking the time.
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8 hours ago, Roland@pcmtec said:
It sounds like it is saving in raw mode, I'll confirm what is going on there. Raw mode only saves only the real values, not interpolated values. Depending on what you have logged there can be a 1 second delay between packets depending on how many items you are logging. Everything else is "made up". Depending on what you are doing this is better as you know only real data has been logged and not made up interpolated values.
What i was talking about is if you've done a log but only saved it as a .teclog closed pcmtec than reopened pcmtec. If you then open the teclog and try to save as a csv then it won't save all the data in the csv. It's not to do with the poll rate. Matt has previously said that its not supported. Happens sometimes when out logging and save and i forget to switch to csv before saving. Just means i can't do anything outside of pcmtec which can be frustrating when making the simple mistake.
8 hours ago, Roland@pcmtec said:Can you explain a bit more for the default for log save?
i left a word out. Default type for log save aka csv, teclog.
8 hours ago, Roland@pcmtec said:We don't persist this item as lots of people were turning it on and not knowing how to turn it off again clogging up support requests. Is that what you mean by default?
Wow... well that's disappointing. People doing that, that is. Yeah it would be nice to have the option in a 'preferences' so we could chose. Every time i open pcmtec having to select it is annoying. I know its a little thing, but it is a nuisance that takes away from the whole app. A 'work around' is to leave everything running on the laptop but isn't always practical.
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On 6/16/2020 at 10:56 AM, Roland@pcmtec said:
Already an option! Change the file type when saving to csv or rawcsv
@Puffwagon Just note that if you have already saved and closed a teclog and then reopen and save to csv it will not save all datapoints in the csv. Something like 1 out of 50. Which can be pretty frustrating sometimes when you've logged and saved but not as a csv and then close it to realise later you hadn't selected the drop down.
Any chance of a preferences tab? Couple of items come to mind :)
- default for log save
- default for whether to open items in new tab or not.
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I haven't changed anything other than what i've previously screenshotted.
21 hours ago, Puffwagon said:Depending on how cold the weather is and how much ethanol is in the mix you might want to extend the time that it takes to swap from open to closed loop (base fuel enable time).
This seem to be the key with post ignition fuelling when cold. I've lengthened the delay as you and roland have mentioned an pretty much eliminated the first stumble after start up. Switching to closed loop must lean it out too much compared to the cold fuel table. Doesn't mean i'm getting commanded but its not leaning out to the point of stumbling/missing. I'll keep plugging away but is much better.
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1 hour ago, Roland@pcmtec said:
That is where it gets difficult! if you are curious this is what we have to decipher to do the writeups we do. You can see how it would be extremely error prone as well and a lot of the time brute force trial and error with lots of logging is quicker than us trying to follow the code. We can however quickly see which scalars/tables are used in a calculation from the below logic without actually reading the code.
That's awesome. Believe it or not i would actually love to trace that assembly to find out whats what with some of this stuff. Sometimes it feels like you changing things and no matter what you do there's no corresponding measurable result. And like you say, experimentation wins... sometimes
45 minutes ago, Roland@pcmtec said:These are the numbers I used in my BF with E85, starts first go at 5c°
Appreciate the time and effort to share these. i think we all battle the same things. Trying to start straight away, "lean" stumble which i believe is actually a false lean and possibly too much fuel/lost fuel, and cold start lean tip-in's. It's interesting to see different ways we using to solve these issues.
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Sometimes I wish I knew where to find the actual functions that showed how these variables operate. But then I’d be down another rabbit hole. 😂 I’ve had issues with trying to work out other variables like fuel pump. Still don’t think that works how advertised.
Any other advice on the cold start up? Looks like just the multiplier and maybe crank spark seems to be enough(I haven’t touched yet).
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On 4/19/2019 at 5:36 AM, will15 said:
but the only way it works is to use the PIP table backwards then what you guys have said. Say the PIP table is stock and I log cold start inj timing will be say 10ms, then I half the valve in the PIP table inj timing will be 5ms. So then I double stock value it will be 20ms. It seems to work well so I don’t know
I would just like to confirm these are my findings as well. Stock numbers in the FG cranking table were all under 1. So before reading this thread i assumed the equation for cranking fuel was cranking lambda * cranking multiplier. So being under 1 it would give a final lambda as a percentage of the cranking lambda value. Lower being richer, higher being leaner. However no matter how low i made the cranking multiplier it never richened or made made it easier to start on e85. Watching the inj PW confirmed that lowering the number was indeed leaning it out.
Below stock table (fg series 1) and below that E85 cold start enriched
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Hopefully helps for others sorting out e85
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On 4/21/2020 at 1:37 PM, itcy said:
thanx fin ! that would be awesome, i appreciate that a lot, shes a little rough lol im pretty new to this
Sorry i hadn't seen this early.
Having a dyno graph to go along with a tune is pretty handy.
So first off, fueling. I can see you're using a combination of injector scaling and base fuel tables to "fudge" the AFRs to your desired 11.5. Nothing wrong with this if you've found something thats worked now. I recommend using the injectors slopes and deadtimes if you can get/find them. You have 1250CC injectors. If they are the Bosch 1250cc injectors they run at about 1370cc / min @ 400 kPa / 4 Bar in our cars. These are about 120lb injectors, your high slope is equivalent of ~300lb. Your low slope is in the ballpark @ ~100lb. Your breakpoint is out by a factor of 10 so i think your high slope is never used other wise it'd be pig rich anywhere but idle. Once you've fixed your breakpoint you'll wanna use your low slope as your high slope. Then your low slope might need some attention so it isn't rich at idle.
The second post in this thread would give you a better idea of what values to use. 1150cc injectors arent far off 1250. Just as long as your 1250s are bosch based design and not dekas... If they are based on dekas that's a whole other ballgame.
If your injectors are all good slope/breakpoint wise, you can just set desired lambda in your base fuel table. 0.75-0.78.
Secondly, boost. To run higher boost i can see you've changed the desired boost table but not the wastegate DC table(auF16463). From the dyno you can see boost coming off around 3750. Whats happening here is even thou you are commanding 16 or so psi the wastegate DC isnt high enough to hold that amount of boost. In the PCM the wastegate DC table represents how far the wastegate is open for the corresponding boost value in desired boost table. This needs to be pretty much spot on for all the other boost calculation functions(overboost and underboost correction) to work correctly. So concentrating on those values after 3750rpm in the wastegate DC table is your first port of call.
Fixing your wastegate DC table is going to be the most of your gains. You'll be maxing out this setup.
Lastly, Torque management. Looks like you using spark cut for everything and all others off. If the desire is to stop the throttle body from closing during a torque event. Check out auF0265 and auF0264, ETC Clip torque and Torque Reduction. Here you can control if and when the ETC is used in an "other cuts" torque even't.
oh also, Torque table. I believe its best to leave this stock. This table i believe can muck with torque reductions on shifts with the zf (not sure if you have a zf thou)
There's a bit to look into and test out. But let us know how you how and post up another dyno if you run it again. Will be interesting to see the progress and if any of this helped
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If you're happy to post the tune, im happy to look at it and see if there is anything obvious holding you back + other tuning suggestions.
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Well if thats the case, you'll be able to see fairly quickly where its falling over on the dyno. I believe the n/a tunes run around 12:1 at WOT. With a dyno you should be able to see the best torque as you lean it out towards 13:1. I would be using nothing less than 98RON to help knock resistance. Gains would be hard to tell with out the use of a dyno on a n/a motor as we are talking 5-10hp gains.
Once that is sorted, spark would be next, but only on the dyno as the gains once again will be small. Without the dyno you'll be guessing and possibly making changes for no benefits.
Even though these changes are small, altogether they'll add up.
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Fueling could be the issue to... if there is a lean out could feel like the car is bogging down.
Do you have a wideband hooked up yet? If so, how do the afr's look compared to the fuel table?
Once you are comfortable that the stock tune is matching the cars behaviour fuel wise, then look at adjusting for more power.
But with no wideband i wouldnt play with fuel at all... Would be shooting in the dark.
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ETC controls? the computer closing the throttle to maintain a torque limit etc
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3 hours ago, Zak said:
l Hold 3rd gear limiter on the spot but starts to bog down as I get moving hence the want for more power.
Would this be something to do with traction control or other torque requestors?
[deka 60lbs] Weird injector tuning issue
in Engine Tuning (AUS)
Posted
Check out the how tos. Lots of great info. It’s where we all started years ago.
wiring in a wide band isn’t the hardest thing in the world. But if you’ve not done any auto electrical stuff. Before there is a steep learning curve.
You can’t wire the wideband into the ecu. You have to have an external gauge. You either need to weld a second bung or replace the narrow band with the wideband o2 and wire a narrowband output to the 02 input to the ecu. The second option is more complicated and unreliable in my experience.
pcmtec can take the wideband info via the DLP anologue converter. You’ll have to purchase and read up on that too.
You’ve got a steep learning curve ahead. Welcome aboard, it’s a worth while journey