I am copy-pasting this from a post I made on NorcalEvo today to share with everyone here. Just ignore all the Norcal-centric stuff and the standard EcuFlash some or most of you might already know.

And regard the mod list on the dyno sheet, it's old and not up to date.
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Hey all,

So Mike was kind enough to let me borrow his lap top so I could finally get some time with EcuFlash today.

Unfortunatly I picked a really bad day to tune my car since it was about 90F+ on the Gruppe-S dyno. :shock: But, it was a good learning session to get myself more familar with EcuFlash. I spent about 3.5hrs and about 25 dyno pulls messing around with EcuFlash. Very cool piece of tech.

I zeroed out my EcuPlus piggyback. 0 timing changes, 0 fuel changes. Only thing I kept on was knock compensation for safety and I also used EcuPlus to log all my pulls.

First off, I tweaked the Injector scaling and also the injector battery voltage compensation since I run 720cc injectors.

I did about 4-5 runs to 4000-4500 RPM just to make sure AFRS where in check. I also monitored my fuel trims at idle and cruise to make sure the LTFT / STFT where in spec.

The car ran pretty lean the first 2 pulls with no fuel and timing changes. Around 11.7-12.4 AFR. This was to be expected since the stock fuel / timing settings are well, for a stock car. Mine isn't stock.

First thing I noticed with the EcuFlash fuel tables is that the AFR numbers in the table do not match up with what the cars actual AFR output. These are meant for a bone stock EVO and even then I don't think the AFR numbers would match. This is a very important thing to know. You cannot go into the maps and input 11.1 AFR if that is your target AFR to tune. Your car will run bloody lean. Basically ignore the numbers and think of the whole map as a matrix that you can slide rich or slide lean. Smoothness counts here just like any other method of tuning.

So I basically richened it up globally and did a couple more pulls. I started to see that a Flash is ALOT more consistant run to run then a piggyback is. The car was still running a bit lean on spool and in the mid range then became pig rich up top. Sounds like what a stock evo does right? I think my baseline after getting the AFRs in the safe range was approx 253whp/234trq. This was with about a 11.5-11.6 on spool and peak torque going to about 10.2 AFR up top.

Then I started doing full pulls and tuned for about 2hrs. Once I got my AFRs up to a nice strong and very consistant 11.1-11.2 I started messing with the timing tables. With the tables at stock I was running very very low timing, about -1 to 1 degree advance at peak torque and about 16-17 degrees up top.

I slowly added a degree of timing at various places in the RPM band and worked my way up to getting about 4 to 5 degrees advance at peak torque to about 18 to 19 degrees advance up top. At this point the car and the room was just way too hot and full of dirty air to continue tweaking. The car started knocking and the TQ and HP refused to advance and on some pulls even dropped. I decided to call it a day, or night at this point.

Here is where I left off... to be continued of course. Please remember it was just reallly really hot (90F +) and the car refused to make any decent trq numbers because of it. Hell, I am suprised I made this much HP! The curves are really the thing to look at here.





Overall I am very very happy with this piece of tech. The car is much much smoother now then with the piggyback and I am sure alot of that has to do with properly scaled injectors. The car is also much more consistant pull to pull. Once I got my AFR locked in, the AFR and the plot of the AFR was rock solid pull after pull.

I still have a bunch of playing to do with this before I am 100% satisfied and I also want a day that isn't 90F on the dyno to really see what EcuFlash can do number wise. I think Andy showed this potential well in his findings.

One big thing I noticed on the drive home is the AFRs actually got leaner on the street, which is usually the opposite of what has happened to me before. The AFRs hit about 11.8-11.6 on 3rd and 4th gear pulls which leads me to believe the loads changed. So I need to continue tweaking the car to at least make it safer in my eyes.

Here are my stock and tweaked Fuel and timing maps from today. Noticed that the target AFRs on the maps do not match the actual AFR output of the car like I noted above.

stock maps:



Tweaked maps:



Cheers, and a big thinks to Mike like always for the use of his laptop, getting me some dyno time in his busy schedule and also for some tips.

 

That EcuFlash looks exiting. I must admit, I'm a little apprehensive
because of my lack of tuning experience. Allthough I did download
and mess around a little bit with the software.

Now they have the cables back in stock.

One thing about tuning on a hot day is that it would seem
your tune might be safe. As oppossed to tuning on a cold day
and then running it hard on a hot day. ( not sure ).

What I noticed is the dyno chart said 04MR and your signature says 05MR.




.

 

Haha looks like you had fun, so how did you go about determining what cell block is what. It seems like 240% was your highest load point because of the timing drop off. How much boost was at that point? Also was this on 91oct?

 

Also did you tune the low octane maps as well or just copied your high octane and pasted to low octane?

 

I actually think I was hitting about 260% because of the negative timing at peak trq before I tweaked the timing map. I was running 1.6bar spike dropping to 1.3bar up top. Same boost I ran with ECU+. 91 octane.

I didn't touch my low octane maps yet.

 

Good to know im not the only one getting crazy boost taper. Maybe if we ran you know who's flash we could hold 20 psi all day long.

 

This is not that uncommon since the air in a dyno room is usually contaminated with exhaust fumes. On the street, the air has more oxygen content. Therefore, leaner AFRs.

Razorlab,

I am also curious as to how you determine what load cell you were in. Did you use the "by guess and by golly" method?

HiVolt

 

Its one of those "When you see it, you find it" type of things.. Once you understand what the data is your looking at, finding the right cells becomes alot easier..

What was your MAF reading at full boost at 3000-5000rpm? I noticed mine is very high at the moment which is throwing my tune into those negative timing cells also, but as it dances in and out, the car feels like its getting a misfire.. What was the knock voltage (although this value isn't of much use in itself) in the ECU+ logs?

With my cams, I had to push my blwothrough sensor calibration up about 35% unfortunately its throwing off my maps until I can put new injectors in and rescale them..

Nice writeup though, your tuning along the same lines that I would be, however I do have a closed course roadway in my area (owned by a farmer friend of mine) that I can actually road tune.

 

very nice!!!.... so everyone that is flashing is just tuneing the high maps and leaving the low maps stock

 

Not exactly, while I'm tuning, I flatten the two maps so I have the same on both.. I build my tune, then back it off slightly for the low octane map (Remove timing and have it run richer)...

 

I wasn't tuning cell by cell. I would grab groups of cells from say.. .load 140 to 260 in the RPM area I wanted to tune and lean or richen them out in chunks.

I still have a bunch of tweaking to do. This was basically the first go at it with this tool.

 

630hz @ 3000 rpm - 1451hz @ 5000 rpm - 1854hz @ 7100rpm

Knock voltage was under 1.5v until the last 5 or 6 pulls where everything got hot and dirty and it started spiking and hitting 2.1v so I knew it was knocking.

Eventuall I will probably tweak the low octane maps but for now I am keeping them where they are.

 

Ok did some ECUplus logs today. Did a couple pulls with the exact same tune I rolled off the dyno with last night and a couple pulls after I adding some fuel via the ecuplus piggyback since:

A. I don't have a WinXP laptop to run EcuFlash on yet so reflashing with tweaked maps wasn't an option.
B. I wasn't comfortable running 11.5-11.8 AFRS on 91 octane.

So it's a bandaid for now until I can reflash the car again.

Here is a log overlay of before(same tune as last night) and after (adding 2 to 3 points of fuel via EcuPlus). Notice the timing is almost exactly the same on both runs but the AFR on the before is much higher.



Here is a log of just after



Here is a street dyno comparison of before and after, again keep in mind the timing was almost exactly the same but the AFR is richer by about .2 to .3. I gained HP and TQ by just richening the car up a bit:

 

Razor / Malibu,

How are you getting frequencies that high without hitting boost cut. I thought that you could only raise it up to 1.6 bar (260%) before you ran out of load cells. I have not yet messed with ECUFlash, so I guess I am a little in the dark.

One other thing, what did you end up with for injector size and compensation values? I know you are/were running Helix 720 cc injectors.

Thanks for your help.

HiVolt

 

you can change your boost cut higher. Also if you have and AFC like device, it manipulates your MAF to a lower freq than you are actually running to avoid boost cut. Even though it only goes to 260, if you go past that point the ECU just uses whatever you put on the last cells for that higher load plus maybe some type of interpolation correction the ECU might use.

Once you correctly map an engines VE profile at one boost load you'd be surprised that going up to a higher boost, only requires very little to no modfication of the map.