finnigan001
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Posts posted by finnigan001
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WELL! That explains a lot
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I have had marginal luck playing with the pump shot affecting tip-in so was hunting through other values.
Thank you so much once again
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Old post but relevant.
Has anyone played with the Accelerator pump values? In particular auF1156 - Tip-in gain for digital pump shot. Its 0 by default which makes guessing a scale of 'appropriate' values to try hard. Is it a multiplier or and adder etc?
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13 hours ago, Puffwagon said:
Maybe someone can comment further about how much the transmission shift torque reduction should be changed, for a stock drive train fg mk1.
Hi there, Let me save you some tail chasing and months of pulling your hair out.
Along time ago i copied the above tables to have a play with stalling up and forgot about them. All was working as expected and was pleased with results etc. Fast forward a couple of months and i'm having weird issues with overboost on gear changes (see link below). Turns out setting all other torque requestors to 0 will cause the car to rely on spark requestors to do all the torque reduction. This in turn will cause a large spark cut in to the -ve's and higher cylinder pressures and then overboost.
So atm i have mine set as follows, but still have a lot of testing to do.
auf0262 (spark requestors): 1 = 0.5 4 = 0.3
auf0261 (other requestors): 1 = 0.7 4 = 0.7
As you can see, not big changes. But this allows the car to not overboost on gear changes and be on the borderline of spinning the wheels. However for stalling up the transmission this may still induce a fuel cut after a certain amount of time stalled. Yet to test.
I guess the point is that there are lots of things that effect each other with in the tune and there are trade offs between features to make. Just be aware these simple changes might cause side affects or they might not. Slow and steady, lots of testing and flashing and you'll find what works for your car and setup.
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Have a look at the vid in the second post of this thread. He runs through the dyno method and what to look for.
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Do you have a wideband o2? Just make sure your improvements aren't from fuel being leaned out too much
Otherwise, good job! There's a lot to play with and learn but you are taking the first steps in the right direction.
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12 minutes ago, Roland@pcmtec said:
What do people say these days, 2 weeks away? ?
Definitely put me down for testing. You're software is my number one play thing atm (besides the cars
) Thanks @Romulus for putting me on to it
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Any chance of getting an alpha testing release? fully aware that we know that it's not complete and maybe buggy etc... Would like to have a play and get accustomed to the setup.
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Check out this guys channel... some really good tuning info and explained well.
With boosted cars it’s not uncommon to see 11:1 thru to 12:1 Afrs. There are other factors as to why some people run richer than others such as air intake temps.
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Dying for this.
Keep it up guys!
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Rolls i could kiss you
As you suggested auF2714- Calibrateable wastegate duty cycle when gear change is in progress did not help, boost spike was still prevalent and boost cut kicked in same as before.
However change the auF3002 - Change in spark adder to wastegate duty cycle, which i read as doing the opposite (changes spark based on WG), FIXED EVERYTHING
. I modified the the larger changes( 10-20deg delta) to -70% wastegate and now it actually changes the wastegate during the gear change. As i cant read the WGDC with my logging, i assume that whatever the wastegate DC is at the time of gear change start is what the pcm uses during the change until it is in gear and then uses the lower rpm cell when in gear. eg. 0.6 @ 4500rpm -> holds 0.6 during shift -> 0.1 @ 3000rpm. Which doesn't allow the gasses to release fast enough causing the large uncontrolled spike.
With this change i assume now it is doing this: 0.6 @ 4500rpm -> cuts it by 70% for every large spark cut(0.2-0.15 so basically wide open) -> 0.1 @ 3000rpm. I still need to do further test on how much reduction i actually need. I choose 70% as i wanted the wastegate to open as close to the amount that it would be open at after the gear change. I did this as i noticed i didn't have the spike issue revving through the gear when i set the 6000rpm cell similarly.
And now i don't have to artificially have the wastegate open wider than what is commanded in the mid range, the car will be smoother from lower revs through the gear.
Thank you so much!
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On 98 fuel should be 14.63 which would be lambda 1.0 if im understanding what your asking properly.
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1 hour ago, Roland@pcmtec said:
I've also heard of someone leaving the car in closed loop and setting the base duty cycle to be 10-20% lower than what is required.
This has been how i've been trying to control this thus far, with limited success. Definitely effects drivability when manually accelerating through a gear. eg 2nd 1700 - 5000rpm.
1 hour ago, Roland@pcmtec said:uring a gear shift you should be getting spark retard (what causes the boost spike). Log the spark during your gear shift and work out the spark delta.
Definitely going to try this out. I do get a spark retard on gear change. IIRC even in to -ve numbers during the change. This maybe the final piece in the puzzle to controlling this.
Cheers,
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Has anyone played with auF2714- Calibrateable wastegate duty cycle when gear change is in progess ?
I'm going to see what it does, and i'll report back any progress.
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HI all,
Just wanting to pick peoples brains over an issue i've been trying to sort for awhile. I have an fg mk1, 12psi actuator on a gt3576 with 37mm port, 4inch dump and high flow cat with a full exhaust. For a long time now i've been trying to tune out 'overboosting or boost spikes' on gear changes , mainly 1-2 and 2-3, with varying success. I'm running 16psi to 4750 which tapers down to 10psi at 6000rpm. By doing this i've managed to keep the spike between gears to about 18.5-20psi. Any higher than that causes boost cut on gear change. But to allow this to happen i have set auF0296 ( Overboost required for open loop duty cycle ) to -22hg and all the cells in the WG DC table the gear change may fall into to 0.1DC(completely open). I've set au0296, to -22hg as it seems on gear change it uses the cell in the previous when calculating an error. eg. 2nd gear @ 6000rpm, has commanded 10psi. So on change to 3rd if it hits 10psi +11psi error then it will boost cut. It wont calculate it on the cell it is changing into. ie 3rd 3500rpm (16psi + 11psi).
So to the not so good. If using manual mode and changing gears earlier at higher than 10psi. eg 15-16psi @ 4000-5000rpm. will cause the boost to spike higher on changing gears than just running through the gears in perf mode and letting the boost taper off. Boost cut happens and it all gets a bit nasty. This occurs regardless of how open the wastegate is. I command it to open all the way but it seems like its not fast enough to vent between gears. With my port job i don't suffer any boost creep or inability to control boost other than on gear change.
Should i be worried about how high boost gets on gear change? Is there something i'm not changing in the tune i should be looking at? I feel like if just up the error and overboost values to -30hg etc than i wont get boost cut on gear changes but then i would also not have any protection in gear(able to hit ~30psi). Although this is unlikely to happen.
Any pointers / suggestions welcome. Any one experiment with this 'issue'?
Cheers guys.
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Hey mate, check out these 2 posts on how to create the tec files locally and do compares. Really simple once you work it out.
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Definitely the go. After hours and hours of trying to dial these in and having no luck as above, i plugged that param file in and no more issues.
Only thing i needed to do was to trim the slopes a little for this car. Couldn't be happier.
But i to would grab the Bosch 980cc's as well and have for other cars including my own. Very easy to calibrate, performs as expected when changes are made, perfect for E85 if you ever get there and half the price of the ID1000s and only a couple hundred more than a set of dekas. If you value your time the bosch's are definitely worth the difference. However if you already have a set of dekas from a previous car/build then you can absolutely get them working near perfect with the file above.
Thanks again Darryl ?
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4 hours ago, Puffwagon said:
I bought something similar to this but not this exact one. I opened it up, desoldered the microphone and ran a couple of meters of speaker wire to a bosch donut sensor. I bolted it to the knock sensor location on the block (on a 5 litre holden) and you can hear everything very clearly.
Exactly what i did
using the one in your link. Here's the article i followed, for anyone that is interested.
http://www.autospeed.com/cms/article.html?&title=DIY-Detonation-Detection-Part-2&A=0353
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Puff: Cheers, that'll give me something else to test.
4 hours ago, Roland@pcmtec said:Assuming you spend 8 hours on this and you value your time at more than $0 an hour, it would be cheaper to buy and install new injectors than to spend time trying to dial the dekka 60s in.
Yup i am just about at that stage. I dont mind spending time on it at the moment as its all R&D. However, if its a problem i cant solve its not going to be much help. Havent had an issue dialing in any other injectors other then the dekas.
Thanks lads.
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Hi Guys,
Just wondering if anyone had any ideas or has experienced the same issue as i have had.
I've recently been trying to dial in a set of 60lb dekas. Been having great success. So i thought. Idle AFRs and WOT on point no lean tip-ins everything looked the goods. Then by chance we happened to turn the aircon off and noticed that the AFRs would slowly but gradually run all the way down to 10:1 then rich(off the scale.) when the car was idling in neutral or park and stopped. Turn the air con back on and then the AFRs sit perfect at 14.5-15. Also, putting the car in drive or reverse would bring the car back towards stoich. This is happening in closed loop and open loop.
Things i've tired to remedy:
-lean out the low slope. This did not help the idle with aircon off at all and made the car lean everywhere. Enriching the high slope to compensate at WOT helped but the car was still lean at idle in gear.
-lower offsets, while this did help a little, bringing the AFRs up to 11, obviously affected the slopes across the rev range and would not come any where near 14.7 the lower i went.
-adjusting the breakpoint higher and lower. Didnt seem to have any affect on the idle when stopped.
My testing makes me believe there is an idle fuel adjuster some where or an A/C fuel adjustment and in gear adjustment as it seems to lean out/adjust when there is load on the motor.
I feel like i'm missing part of the picture and going round in circles, chasing my tail.
PS: am using the injector data post up here and on xr6turbo... tried both scalings for 3 and 4 bar.
Cheers,
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Hi Guys,
Just on using the second o2 sensor for this and other inputs. Is the second o2 sensor used for anything useful other the detection of the cat failure? I used to think it did exhaust temp but that is just calculated by the ecu and also how would it do temp, ? ? hahahah, being an o2 sensor.
Cheers,
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On 9/23/2018 at 1:13 PM, Roland@pcmtec said:
Yes. We will support CAN and usb/serial based widebands. We will also be adding support to poll mainline dynos and grab the afr, torque power etc from them.
Thats awesome. I obviously have the tactrix, but i also have the LC-1 with serial to usb. I cant wait for this next version to come out. Literally going to change my life
hahah
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Hi Guys,
Just wondering what additional hardware we will require for the datalogger to talk to our laptops. Want to be ready for when its released :P
Cheers,
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Cheers, Keep up the extraordinary work guys ?
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I am dying with anticipation. How long til we are able to download?
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) Thanks
ZF Shift Patterns
in Transmission Tuning (AUS)
Posted
Anyone wanna post it up here?
Cheers