OK, so let me start by giving a huge thanks to:

mrfred - For making JDM MAP Sensor and ECU Boost Control possible
tephra - For making NLTS & CEL Flash possible
JohnBradley - For making advancements in MIVEC tuning

And to anyone that has contributed their own time and knowledge towards posting how-to's and sample maps for review.

I'm currently running: ETS 3" Intake - #60 Pill - Helix TBE - Walbro FP - Nisei LICP - AGP FMIC - and lean spool is disabled.

I use straight Shell V-POWER 93 Octane fuel.

Below are my tune details and log graphs of a 1st, 2nd, 3rd, 4th gear run. All comments and criticism are welcome... I'm not sure if there are any other areas I can make improvements, as I've worked on this tune for quite some time and it's the best all-around result I can get as far as fuel, timing, MIVEC, and Boost.

I should also mention that I'm using mrfred's direct ECU boost control via JDM MAP, and Tephra's NLTS patch, both of which I'm very very happy with. When I logged this run, my car felt the best it's ever felt... very strong going through the gears.

Thanks in advance!

 

My only comments would be to get a oil catch can - they are cheap as, and for the amount of boost you are running is probably a good idea Also maybe think about upgrading your injectors, I don't really like to see IDC's that high - even though they may be scaling exaggerated...

PS I think its great we have pretty decent boost control now!!! Top stuff Mrfred and the others I just wish the AUDM's had a MAP connector

 

I wouldn't mind seeing an evoscan or Mitsulogger 3rd gear log to compare to my own. My approach to timing seems to be a lot different to yours so it would be good to compare the two.

 

Coool NICE Results

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Great work ... I am not sure I want to try the new method as I'm currently happy with load based boost control and if I switch I'll have to do tune all over again. I couldn't help but notice the boost error showing 3psi I was thinking this was at high RPM's? since you are running higher boost maybe it's stock turbo running out of "steam" ?

 

Nice report

A cure to the IDC problem would be to lean the AFR.

If you ain't catching the oil on the PVCC side then your knocking, there's always oil getting through, some cars more than others


OT:

I don't know since I use a MBC, does the factory WGD system incorporate boost decrease via knock (as timing retard to knock)?

 

The factory control does not pull boost for knock ... only timing. I do believe that the stock boost limiter pulls boost, but that is based on load overshoot and not knock.

 

Yes, new injectors are coming very shortly... as in 1-2 weeks.

I am using Direct Boost-Based Boost control. As far as having to redo your whole tune, you really don't... if you spent a lot of time getting your MWGDC correct, that same table will work fine for boost-based control. It literally takes 10 minutes to changeover, and the benefit is more precision in the correction.

The reason boost error is -3 psi is because I have my target boost to be 25psi solid from 3500RPM all the way up. As you can see in the graphs, boost tapers due to the limit of the turbo, but if I change my desired boost to include taper after 5500RPM, then WGDC will be pulled when I "overboost" to 25psi on a gear change. As you can see, my WGDC is unchanged, until I overboost to 25.75psi going into 4th gear, when it corrects and comes back up.

There is no current system to decrease boost via knock, although it is now possible. It's a matter of mrfred, tephra, et al taking time to make such a thing possible.

 

you should go down to the free dynoday and get dyno'd on dynojet.

 

Thanks for the reply. I didn;t really look (duh) at all the bitmaps you posted before I posted my response. It does confirm what everyone says about the limits of the stock turbo especially at the upper rpm range. I need to be less lazy and more dedicated and get off my butt and make the changes for the JDM map (sitting in my glove box ) and change the xml files and perform all necessary mods to be more like you and the others who have implemented this not to mention the NLTS/Valet stuff

 

Your tuning style is so similar to mine it's frightening.

Most of your maps look very very close to mine, especially your timing maps.

Kind of scary...

 

it certainly looks to me that the IX can take more timing down low but can't take it at the top.

there is no way my VIII could run 4 degrees at 3k through 4.5k, even way down on the load scale. 300 is a moist dream to me.

ooops, I see T. can run timing like you, hmmm. ? maybe the 92 octane here hurts.

 

Look at some of my old posts. On a stock turbo at 25psi at peak torque I have run as much as 6* without knock on Shell 92. I routinely get VIII's to run 3-4* at 23-24psi around here. Our fuel isnt that bad, and we do have Cenex 94 (requires some rethinking of AFR's because of the ethanol content) somewhat widespread.

 

One thing I have never been able to control is a rich dip right before peak torque.

I experienced this same problem tuning a friend's 2G Eclipse on DSMLink with the same wideband as me (LC-1)

Can anyone shed some light on a way to reduce or eliminate this ?

 

You can use a fram fuel filter (a g3 or g2 one) for a easy disposable catch can.