Not really, suggest try to get load=MAP(kPa), so you'll be using a smaller injector size than with the MAF sensor. grayw tuned a MIVEC 2.3 with GT35R and 1000cc injectors - he ended up with 650cc injector size, RPM VE 90% to 1500, 100% 2000-4500, 95% from 5000-. MAP VE near enough 75% through the entire vac area, rising to 100% at full boost. On the other hand, other people have had difficulties setting it up. I'm not sure why, I think it must be due to getting the VE tables right, or maybe some cars are just a pain!

 

just wondering if anyone is working on the 96940011 or the alternate ROM for the 05's?

 

I'm busy working on live mapping stuff at present and JDM 8 MR stuff, maybe someone in the US can do the remaining US cars since they can then test them?

 

I'd do it if I knew how! haha

 

So would I ( donations for someone maybe)

 

So I understand pretty much everything except the MAP VE table calibration. I understood it when the scaling was x*1.33, but don't understand where the x/3 in the latest version came from. I'm using a kavlico 5-bar and my current evoscan kpa scaling is 2.55x-60.65. I'm not sure what I should be using in for my MAP 16bit scaling.

 

When I changed the ECU's analog to digital conversion from 8 bits to 10 bits the raw values multiply by 4, hence x*4/3 becomes x*1/3 or x/3.

If your 2.55x-60.65 gives you absolute pressure in kPa, then with the "16 bit" (10 bits used) becomes 0.25*(2.55x)-60.65 or 0.6375x-60.65.

Worked example, 250kPa on your 8 bit reading will be 250=2.55x-60.65 or x = (250+60.65)/2.55 = 121.8

Same reading on 10 bit will be 4*121.8 = 487.3. Converting back to kPa = 0.6375*487.3-60.65 = 250kPa

So 0.6375x-60.65 is the formula you need for the top row of your MAP calibration and VE table to suit Kavlico 5 bar.

 

Thanks. I have the car running on speed density without the Maftpro now. The car seems to be a little smoother than it was on the Maftpro, especially at idle. So this confirms that 94170015 patch is working.

 

Nice. Pls post more info if you are willing and have time to collate it - such as your VE maps, and how you came to the figures you got, how you converted the MAFTPRO figures etc. This will help other users planning the same.

 

I ended up not using the Maftpro VE table as I wanted to start based off MAS readings. I logged about 30 minutes of driving and did a map trace of load/MAP in a RPM/load chart. With my 2.3 I ended up with some crazy numbers, and will probably rescale everything when I have the time. My calculated VE is over 120% in the midrange which causes peak loads over 300 in the midrange.

The map traces were a bit difficult to use because of my VTA Tial BOV. Peak boost VE was fine, but when I would let off the throttle after being in boost I would end up with abnormally high VE readings as the BOV opened (in excess of 240% VE). I've attached a screenshot of my starting VE entries. I found it easier to get something close and try it than to spend tons of time getting it exact. I pulled a bit of timing and added some fuel to my MAP to test it out. I drove around off boost and compared my SD logs to my pre-SD logs and made small adjustments to my RPM and MAP VE tables to get them closer. Once I had them close, I retuned the car using the fuel and timing tables as I normally would. My plan for next week is to drop my MAP VE to be 100% under boost, shift my timing and fuel maps to the left, and drop my injector scaling to get my loads more in check. If I keep it as is I won't be able to turn up the boost without hitting 400+ loads.

All in all, this was not very difficult to get running. I probably could have been closer on my initial VE maps if I had spent more time driving, but it was just as easy to make corrections after the fact. It's relatively safe if your initial VE maps are on the high end rather than the low end. In my logs, for example, I had high-boost cells with VE calculated between 114 and 122, so my initial guess was 120 which ended up making my car run slightly richer at that point.

Hopefully my stream-of-consciousness post isn't too confusing. I'd be happy to answer any specific questions anyone might have.

 

Thanks. Yes I think with the stroker you'll make further progress by dropping the injector size in proportion to the drop in VE that you're going to make, with a matching shift of the load axis or the values in the ignition map. With some engines that are never going to run well on MAF you just need to leap in as you can't get perfect VE numbers.

 

In case John does not have the time to help me with fixing my IAT to 1 value, I was thinking of going the resistor route he suggested. Does anyone have any Mitsu IAT sensor charts. I need to know what voltage it puts out at 25C. Thanks. I would also like to play around with resistor values to see how dramatic an effect IAT has on fuelling and timing.

 

An idea just came to me so I looked in my AEM software and found a chart for the Mitsu sensor.

 

John,

In a case where the map sensor fails or the hose comes off of the map sensor (for those that might be using a remote mounted map sensor), is their any failsafe programmed in, or will it be an instant blowup ?

 

There is no failsafe in this situation. The worst situation would be where it was not so lean that it misfires, but is lean enough to give very high EGTs, this is more likely at low boost levels since at high boost levels it would probably give a lean misfire.