You might want these. I am not sure about the speed ratings, I just never put any time into checking, but these are the maps.

For 93660005:

<scaling name="Percent (128)" units="%" toexpr="x/1.28" frexpr="x*1.28" format="%.0f" min="0" max="100" inc="1" storagetype="uint8" endian="big"/>

<table name="Thermo Fan Duty - Stationary" category="Thermo Fan" address="4a74" type="3D" level="3" swapxy="true" scaling="Percent (128)">
<table name="Thermo Fan Duty" address="6000" type="Static X Axis" elements="3" scaling="RPM">
<data>_On_</data>
<data>A/C1</data>
<data>A/C2</data>
</table>
<table name="Engine Temp" address="5f2e" type="Y Axis" elements="12" scaling="Temp"/>
</table>

<table name="Thermo Fan Duty - Moving" category="Thermo Fan" address="41fe" type="3D" level="2" swapxy="true" scaling="Percent (128)">
<table name="Thermo Fan Duty" address="5e5a" type="Static X Axis" elements="9" scaling="Load">
<data>ON>22km/h</data>
<data>ON>52km/h</data>
<data>ON>82km/h</data>
<data>AC1>22km/h</data>
<data>AC1>52km/h</data>
<data>AC1>82km/h</data>
<data>AC2>22km/h</data>
<data>AC2>52km/h</data>
<data>AC2>82km/h</data>
</table>
<table name="Engine Temp" address="5f2e" type="Y Axis" elements="12" scaling="Temp"/>
</table>

 

Any chance in finding the MAF LTFT low,mid, and high switching points?

 

Never looked for it sorry, I dont have trim issues :-)

 

It would make setting idle with cams and hard pipes so much easier.

 

It shouldn't if the tuning is done properly.

I will do a little poking around and see if there is anything obvious. Have you noticed if the trims are rpm or load related?


EDIT:

I found a couple of 2D maps related to the O2 trims, but I need to do some deeper digging to see what they do.

 

Matt, thanks for 93660005 defs, this will help with engine cool down after track sessions

 

[QUOTE=Mattjin;6882973]It shouldn't if the tuning is done properly.QUOTE]

Tuning with the MAF is difficult especially when the idle Hz with cams and hard intake pipes will not be low enough to allow the LTFT low to adjust. This causes rich stall problems when driving to a stop. By being able to slightly raise the switching point will make life so simple for tuning for hard pipes and cams.

Allow me to explain...

I had to switch back to my stock rubber intake tube to get my injectors scaled. Then put my HKS suction back on. I couldn't for the life of me get the MAF scaled enough to get the Hz low enough for the LTFT low to adjust. I had to install a rubber coupler inside the HKS pipe to simulate the stock rubber pipe. This brought my MAF Hz down low enough to get the LTFT low to adjust and thus allow me the needed room to scale the MAF. If I could have just raised the LTFT Low switching point, I would have saved a ton of time.

 

This sounds more like a recirculation problem with the BOV than anything else. The pipe should have no effect because the MAF will only pickup air flow that is consumed by the engine. The only other way it gets effected is by something external, such as air direction problems on the feed to the sensor, or BOV's that either don't recirc or if they do are disrupting the flow through the MAF. Most OEM BOV's will also be slightly open at idle which can also tend to cause problems on aftermarket intakes with imperfect recirculation design. So if the stock intake does not give problems, I would be looking at the design of the HKS unit and see what is so different to cause issues.

Adding to that, if the tuning is done correctly it should not be relying on anything but the short term trim. A proper tune involves turning off the closed loop and making sure everywhere is tuned correctly, not just full throttle.

 

I am running an APS Dual Vent. It is set pretty tight and it is recirculated. I tested my entire intake at 30+ PSI and I have no boost leaks. I conducted a vacuum leak.....none.

I know the problem is with the design of the HKS pipe becasue with all factors being equal when I put on the stock rubber pipe the car idles perfectly at 37Hz.

I will turn off Close Loop and see if I can find the problem elsewhere.

FWIW, upon initial start up when the engine is cold and still in open loop...the car runs great, although it is idleing high because of the cold condition.

Sorry to thread hyjack.

Thanks for the info.

Paul

 

No problem. It is better to find the reason for the problem than to spend 10 hours of work searching the code for something that is not 100% necessary.

Tight BOV's that dont recirc unless high boost has been used will also cause the same problem as non-recirc BOV's. Part throttle can be enough to build a pressure difference across the throttle plate. and that pressure has to go somewhere, which is usually out the front of the turbo (normally heared as a flutter). It isn't alsways audible and it will cause MAF readings to also go screwy. Maybe it is best to just use the stock rubber pipe unless it is proven to be a restriction with your setup?

The two maps I found in the trim subroutine I might post up for some of the other brains here to have a look. What rom are you using? Adding the rom version to your name or sig can help speed up map finding.

 

I'll +1 for the hz switchover point. I agree with your tuning points Mattjin, but it is something I have been curious about and knowing those values did help in pushing me to properly tune my 2g DSM MAF.

I think the issue with aftermarket hard pipes is one in the same with their benefit. The larger area and smooth surface makes it "too easy" for the air to flow through them. This increases air speed slightly, but at a higher ratio at idle than cruise or WOT. It also makes it less difficult for the air to travel backwards and cause a disturbance. I think there is some discussion of possible benefits and causes of problems here: https://www.evolutionm.net/forums/ev...take-pipe.html

I haven't dropped in a hard pipe yet, but I likely will be soon.

 

94170015 is the ROM I am using.

I have my HKS pipe working great with a 3" coupler inside it so I am not too concerned for myself now. I would like the switching points to help others that I help tune.

My APS dual vent has proven to flutter a lot less since tightening it. I think I may try replacing the vacuum line to a slightlly larger one from the EGR since mine is disabled. I think this will prove to have a little quicker response and lessen the potential for flutter. Currently I have a direct line run from the top of the intake mani to the BOV.

Thank you for all of your hard work.

Paul

 

I will take a look in that rom and see what I can find.

Have either of you noticed roughly what Hz it seems to cross over? This can help in targetting the maps. So it is definitely Hz that it crosses from Low to Mid and not Load, TPS, or RPM?

To save me looking, do you have the MUT table address for your rom too?

 

I used the MAF scaling thread to change the original MAF numbers to Hz. From what I can tell the switching point seems to be one of these numbers.... 37.5, 40.0, 43.5, 45.0, 47.5. If I would have to guess 40.0 appears to be it for swithching to the LTFT Low.

TPS, load, and RPM do not appear to have any input. I was able to see LTFT low switching at 60, 50, 40, and 30 loads. I cannot confirm, but LTFT also only seems to adjust at idle, thus 0 TPS. I recalibrated my TPS to read 100% at WOT, this changed the min reading from 6% to 10% with no ill effect. Any TPS setting above 11% would increase idle RPM.

 

Better late than never, right? The original file was apparently uploaded as a RAR archive, but with a .ZIP extension. So, some programs could open it, others couldn't. Nice.

I've re-created it as a ZIP archive, and folks who were having problems should be able to download it properly now.