LittleBlueGT Posted July 17, 2007 Share Posted July 17, 2007 Thanks again. Anybody here know any links to how the CL/OL tables work? I have a rough idea, but it would be nice to read something more about it. Ignition, fuel, DA, etc.. are all fairly simple really, but the AVCS seem a bit harder for me to quite master. I know how they should optimally perform on a NA car. It has been recommended to me to run 40 degrees AVCS from 1.8 load and higher except the bottom row. Supposedly this will help spool a bit. ??? Full tune of 68HTA, KSTech 73 MAF, Racer X FMIC and ID1000s................by the DataLog Mafia!!! Link to comment Share on other sites More sharing options...
RaGe Posted July 17, 2007 Share Posted July 17, 2007 being that i am lazy right now and dont feel like looking through all of this stuff. how much more boost should you have over stock? reason for asking. Stage 1. 1? 2? 3? 4? 5? where should it be here at stage 1? If my mind serves me correct not making any boost in 1. 2nd i am only making around 7-8lbs. 3rd- making around 12-high 14lbs. kind of hard to tell because i have not taken the plastic protective cover off of the lens until i get my cubby pod. and 4th about the same as thrid. 5th back down to about 12. Just curious where i should be at or if i have a leak in the newly installed line. that and shouldnt you be making just a tad bit more boost over stock being stage I? OTM. Sorry I didn't mean to start a war which mainly forum people is all about . Link to comment Share on other sites More sharing options...
mccorry Posted July 17, 2007 Share Posted July 17, 2007 Stock boost targets (approx.) 1st: 10 PSI 2nd:11 PSI 3rd: 13 PSI 4th: 13.5 PSI 5th: 13.5 PSI Stg 1 boost targets (approx.) 1st: 11 PSI 2nd:12 PSI 3rd: 15 PSI 4th: 15 PSI 5th: 15 PSI Link to comment Share on other sites More sharing options...
2005garnetGT Posted July 17, 2007 Share Posted July 17, 2007 stock boost target is 6.19 13.54 13.54 13.54 12.96 11.99 11.60 11.22 10.64 10.25 8.51 from 2000rpms-6800rpms Link to comment Share on other sites More sharing options...
NSFW Posted July 18, 2007 Share Posted July 18, 2007 I understand COBB's official endorsement, but seeing as I am data-logging on every single drive to and from work the Tactrix cable makes things much much simplier. There's a discussion going on at Enginuity.org about injector pulse width and duty cycles at/over 100%. Are you still peaking at 100% IDCs? If so, please read the following thread first and ask yourself if you really want to... If the answer is "yes," then please do some logging, we need a guinea pig. http://www.enginuity.org/viewtopic.php?t=2127 Would you mind doing a few logs with just IDC (percentage), AFR, injector pulse width (milliseconds, not percentage), load, and RPM? That's a short list of parameters to keep the log rate fast. If you have a wideband O2 then so much the better... the stock O2 might not be worth much outside of the 14.7 range but I'm still curious. And make sure you get some > 100% IDC stuff in the logs of course. Basically I'm really curious what happens to your AFRs at 100% IDC and above. If you read the thread you'll see why. Link to comment Share on other sites More sharing options...
rao Posted July 18, 2007 Author Share Posted July 18, 2007 There's a discussion going on at Enginuity.org about injector pulse width and duty cycles at/over 100%. Are you still peaking at 100% IDCs? If so, please read the following thread first and ask yourself if you really want to... If the answer is "yes," then please do some logging, we need a guinea pig. http://www.enginuity.org/viewtopic.php?t=2127 Would you mind doing a few logs with just IDC (percentage), AFR, injector pulse width (milliseconds, not percentage), load, and RPM? That's a short list of parameters to keep the log rate fast. If you have a wideband O2 then so much the better... the stock O2 might not be worth much outside of the 14.7 range but I'm still curious. And make sure you get some > 100% IDC stuff in the logs of course. Basically I'm really curious what happens to your AFRs at 100% IDC and above. If you read the thread you'll see why. He figured it all out and it is fine The theory is that duty cycle is arbitrary and that the injectors can open as long as requuired, even if that is physically impossible. Trying to suggest otherwise is pointless Rob IF YOU CARE ABOUT YOUR CAR YOU SHOULD NEVER DRIVE IT Link to comment Share on other sites More sharing options...
NSFW Posted July 19, 2007 Share Posted July 19, 2007 Unless AFRs really do stay on target even when the logged IDC goes well over 100%, as some people have reported. Link to comment Share on other sites More sharing options...
LittleBlueGT Posted August 10, 2007 Share Posted August 10, 2007 Anybody with any more knowledge about the CL/OL delays? I have three tables with 3 boxes in each. Which ones are for the delays from CL to OL? I would like to adjust them down, but keep the delays from OL to CL the same, if that can be done. Full tune of 68HTA, KSTech 73 MAF, Racer X FMIC and ID1000s................by the DataLog Mafia!!! Link to comment Share on other sites More sharing options...
bugblatterbeast Posted August 10, 2007 Share Posted August 10, 2007 if you set them all to zero won't the delays be matched? on another note, can anyone explain why there seem to be two fuel economy peaks for the lower load cells? I've found that I can get very good economy with 0 AVCS and a bunch of advance OR moderate AVCS and much less advance (~5 deg less). My running theory is that the 0 AVCS setting is self EGRing and the extra timing is needed because of the charge dilution whereas the moderate AVCS point has better VE and compression. So far the economy peak is at 6.8L/100km at 105 kph Link to comment Share on other sites More sharing options...
LittleBlueGT Posted August 10, 2007 Share Posted August 10, 2007 if you set them all to zero won't the delays be matched? on another note, can anyone explain why there seem to be two fuel economy peaks for the lower load cells? I've found that I can get very good economy with 0 AVCS and a bunch of advance OR moderate AVCS and much less advance (~5 deg less). My running theory is that the 0 AVCS setting is self EGRing and the extra timing is needed because of the charge dilution whereas the moderate AVCS point has better VE and compression. So far the economy peak is at 6.8L/100km at 105 kph I have no idea how the delays work, I don't think they have to be matched. Send me your fuel economy map, 6.8 l/100 is just nuts. Have you tested that steady state, no wind, slope etc..? Full tune of 68HTA, KSTech 73 MAF, Racer X FMIC and ID1000s................by the DataLog Mafia!!! Link to comment Share on other sites More sharing options...
rc0032 Posted August 10, 2007 Share Posted August 10, 2007 I have my delays set at 100 on all 3 and its nice...no studddder Link to comment Share on other sites More sharing options...
rao Posted August 10, 2007 Author Share Posted August 10, 2007 I have my delays set at 100 on all 3 and its nice...no studddder What a waste - all zereos or don't bother I run open loop all of the time and it is great!!!!! Rob IF YOU CARE ABOUT YOUR CAR YOU SHOULD NEVER DRIVE IT Link to comment Share on other sites More sharing options...
bugblatterbeast Posted August 10, 2007 Share Posted August 10, 2007 is the ECU OL all the time with all 0s? I thought load/rpm thresholds had to be exceeded before the transition would happen. my datalogs indicate that the ECU is CL even with all 0s. It just doesn't delay the transition to OL when you stomp on it Link to comment Share on other sites More sharing options...
rao Posted August 10, 2007 Author Share Posted August 10, 2007 It will put you in OL a lot more often than you want to be and you will transition in and out all of the time. Rob IF YOU CARE ABOUT YOUR CAR YOU SHOULD NEVER DRIVE IT Link to comment Share on other sites More sharing options...
rc0032 Posted August 10, 2007 Share Posted August 10, 2007 What a waste - all zereos or don't bother I run open loop all of the time and it is great!!!!! It gives you FULL control Link to comment Share on other sites More sharing options...
LittleBlueGT Posted August 11, 2007 Share Posted August 11, 2007 OK, so what exactly is happening with the delays? All 0s means NO delay when rpm, mph, throttle position (relative to rpm), etc.... is exceeded, or it means least amount of delay? Is one of the delays for the transition from OL back to CL, I would still like a delay to be there, but I don't want a delay going from CL to OL. Make sense? I have a feeling nobody here really knows they just like talkin. (not that I am innocent of that:lol:) Full tune of 68HTA, KSTech 73 MAF, Racer X FMIC and ID1000s................by the DataLog Mafia!!! Link to comment Share on other sites More sharing options...
NSFW Posted August 11, 2007 Share Posted August 11, 2007 Merchgod did a write-up on the loop transition tables: http://www.enginuity.org/viewtopic.php?t=1603 Link to comment Share on other sites More sharing options...
rao Posted August 11, 2007 Author Share Posted August 11, 2007 I have a feeling nobody here really knows they just like talkin. (not that I am innocent of that:lol:) It is not that complicated. Rob IF YOU CARE ABOUT YOUR CAR YOU SHOULD NEVER DRIVE IT Link to comment Share on other sites More sharing options...
LittleBlueGT Posted August 11, 2007 Share Posted August 11, 2007 It is not that complicated. OK then explain what cell adjusts what! Please. Full tune of 68HTA, KSTech 73 MAF, Racer X FMIC and ID1000s................by the DataLog Mafia!!! Link to comment Share on other sites More sharing options...
rc0032 Posted August 20, 2007 Share Posted August 20, 2007 Ok guys I'm building a new basemap soon and I wanted your input on CEL's to suppress...am I missing anything? P0546 EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH-BANK - Uppipe P2096 POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK - Downpipe P0420 CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD - Downpipe Link to comment Share on other sites More sharing options...
edmundu Posted August 20, 2007 Share Posted August 20, 2007 Hey Rich, Here is what I turn off: P0137 - Rear O2 Sensor Low Voltage P0138 - Rear O2 Sensor High Voltage P0139 - Rear O2 Sensor Slow Response P0420 - Catalyst System Efficiency Below Threshold P0545 - EGT Sensor Circuit Low P0546 - EGT Sensor Circuit High P1301 - Misfire Detected (High Temp Exhaust Gas) P1312 - EGT Sensor Malfunction P2096 - Post Catalyst Too Lean P2097 - Post Catalyst Too Rich And for my setup, I also have all the TGV codes off as well.... Actually, looking back, I'm not sure why the rear O2 is turned off? I think Cobb had this off, so I just left it... Link to comment Share on other sites More sharing options...
rc0032 Posted August 21, 2007 Share Posted August 21, 2007 Thanks Edmund!! Link to comment Share on other sites More sharing options...
LittleBlueGT Posted August 21, 2007 Share Posted August 21, 2007 Anybody take a look at the stock AVCS map? Weird how there is a dual peak in the low load cam timing. I wonder if that is for gas mileage purposes? COBB keeps it like that for economy mode. Full tune of 68HTA, KSTech 73 MAF, Racer X FMIC and ID1000s................by the DataLog Mafia!!! Link to comment Share on other sites More sharing options...
bugblatterbeast Posted August 21, 2007 Share Posted August 21, 2007 yes. I've tried experiments with the AVCS map for economy. you can get good economy with 0 AVCS but you need a bunch of timing advance. you can get slightly better economy with higher avcs but less advance (I did the experiments over a 8 hour drive where the settings were altered every min to randomize the experiment). With the AVCS hole you get all sorts of weird drivability issues as you transition in and out of it. Another thing to note is that the economy goes downhill fast if you have even a degree or two too much AVCS. Link to comment Share on other sites More sharing options...
bugblatterbeast Posted August 21, 2007 Share Posted August 21, 2007 has anyone considered/tried moving the front 02 to the rear 02 location + keeping the ECU in CL targeting at all times? The Near WBO2 should be pretty accurate if it doesn't have to deal with the large pressure variations pre-turbo Link to comment Share on other sites More sharing options...
Recommended Posts
Create an account or sign in to comment
You need to be a member in order to leave a comment
Create an account
Sign up for a new account in our community. It's easy!
Register a new accountSign in
Already have an account? Sign in here.
Sign In Now