Bump to the top. Scaling of the MAF Helped. But I maxed it out. Then I read about the MAF Compensassion table that is listed in ECU Flash right below the MAF scaling. I am a little comfused on its workings though, and how it relates to the MAF Scaling table. If I rais the numbers up, is this a multiplier of sorts to tell the MAF its seeing all of the available air?

 

interesting, what's the max psi and load you are hitting at peak ?

 

Im hitting 260 load @ 23 psi, with tables set for mid 21.5 spool to redline. SHe holds 21 to redline. Just doesnt make a lot of torque or power right now.

Correct me ones again, we want to be at +1 timing around 3500 ~4k spool, and be pulling roughly 6~9 by 7k for 21 psi so says most tuners? for an 8 that is...

 

I NEVER mess with the MAF scaling anywhere except below 50hz for idle. Timing varies greatly depending on YOUR mods. There isn't a magic number you just punch in for your timing, thoughit you should be able to take more timing than that if you are on 93 octane @23psi.

-Jamie

 

Jamie,

I thought so too. But then I have always been a little confused there. Did you see my logs from the last email sent you. Also, hows the shop?

So question, is it my low timing in the boost above 120 load that is throwing the high end reading off?

Thanks again

 

It seems from what you have posted that scaling = 750 is your best match for the fuel map AFR. Perhaps your fuel has some ethenol content hence a lower scaling for you.

You can mess with the MAF but changing the top end will change the loads as read by the ECU, but yo cant go too far there. Some setups respond well to minor MAF tweaks arround the idle area though.

If your LTFT Low trim wont settle and respond to latency tweaks (your posted settings are going to be close there), suspect air leaks are messing you arround or a dodgy O2 front sensor. Check for air leaks arround the injector seals at the mainfold, use a piece of silicon tube or stethoscope.

BTW I intend to add your final settings to the guide.

 

Merlin,

Thank you for the response. I figured I may have went to far on the high end. I get these weird hesitations that don't show as knock @ about 4500 and 5500, like spark goes out,but it is so slight, I do see a lean reading in there to on the AFR results in logs. Also, totally forgot I have Torque Solutions 4pc. Solid mounts on the motor that I heard messes with knock frequency...

I also have a HKS DLI II, that when my tune was off, would lose voltage, and cause a larger hesitation as to the losing of spark or hesitation I refer to previous. I took it off for my car became un drivable. How close do your trims need to be off for HKS to work correctly. I seem to be able to phase it in and out before retuning my injectors, by changing the fuel map, but have not tried it again. I am worried that with the combination of the dual Okada COP's upgrade with the HKS, could cause way lean conditions if the fuel is not on or tuned right?

Either way, I will get the final settings to you on the latencies. I plan on doing a large write up for this project of mine that took 3 years in the making. The guide you and the others put together is spot on. I do have some updates for you on lean spool and its working but I am sure people may have all ready figured some of those out.

Your a legend buddy, and same to you Jamie.

Hit you guys up soon with fresh logs, and thanks again.

 

This one will be a weird question, but, will a few of you post up a target boost table tuned for 19~24psi? Im interested in the low range prior to 2500 rpms. If you guys leave it maxed out, set it for your target boost, leave it at WG pressure? Ive stumbled across an interesting result I can't explain but leads me to the boost tables and spool. I ve been through MFreds ECU based tuning, as well as read Merlin's guide of course time and time again, and all are missing a target boost table example.

Please post a couple target boost tables. These are the tables labled as "Boost Desired Engine load, and Boost Desired Engine PSI"... If these tables look like what I think they do for power, then I have a formula and full write up for economy... if not, then more thinking...

Thanks in advance. We are very close, very close. Full write up to follow.

Edit: ALso, does the VDR 5.71 or later take in account elevation for equation, or is it set at a static 14.7?

 

Your MAF scalings seem to be off.
The Load should be approximately the boost in kPa (absolute pressure!). So 100kPa (~atmospheric pressure) should give you a load of 100 for ~20°C outside temperature. at very high or low temperatures this will fluctuate -/+10-15

I've recognized that even small changes at the intake or intercooler piping can have a huge effect on the actual mass of air inducted, so the MAF tables have to be rescaled. Especially wide intake pipes and open filters have a huge effect as they change the flow characteristics drasticaly! Also aluminium intake pipes seem to cause interferences with the MAF-frequencies (mine does heavily when the Evo8 MR metal-BOV opens!)
Also boost leaks can ruin all your scalings - the whole engine between MAF and your wideband o2-sensor has to be absolutely leak-free!


My suggestion would be to use the suggested scalings for the injectors, then rescaling the MAF and try matching load to boost (kPa). This way all the routines using load work as they should and if you're still off, it should be quite linear so you can compensate it via injector size or latency.
Maybe you can use stock injectors to rescale your MAF first and then switch to the other injectors, so you won't have 2 big variables to deal with.

 

I concur, with data. Only instead of resacling the maf, just utilize the MAF Compensation table. Logs show peak load at 250, and then dropping to 230~220. AFR Guage to Map is on, Lean spool hits its mark perfectlly. ok, within +-0.5. I had excellent pull, for a few today, and then an onramp pull, and she let oil go out the exhaust, and pulled timing after peak torque forever... knock light wouldn't stop. Im sure the rings went... Ive tried running timing at 9~11 by redline, but she just didn't want to hold. I also tried the 2 step at 4500 and she broke lose in first, so I put a lot of stress on her today, as well as for the last 3 years as I have tried to tune. ANother problem I found, was of my own doing, blindly by a schmatic of the spring rates refering to the Forge BOV I am using. 3 years ago I loaded the blue spring, which is infact meant for boost loads of 23~30. 6 months ago, I loaded the RED spring, which is meant for 30+... I have never had a target boost higher than 23... OMG, I am idiot. So I put the correct spring in, and walla, bottem end dip and shut-off gone. I can't make her dip, unless I reload a map from previous where I had tried to tune it out, and i can recreat it. Spool also returned, and I tried the "new" suggested boost tuning, by Boosted Tuning, and it works so well! Power was back, but not all the way...

I have a finalized scaling, but I am comparing some construction for ultimate economy, as well as power, and am finding there is a scaling difference, for fuel delivery, if you are on a limited range of injector. But if you have full injector to spare, or oversized injectors, then tuning for economy equates to tighter tollernces with injector latency. I did find that a general rule can be applied, someone else here said it, Scaling is for cruise loads, and latencies is for the idle. But, latencie is more important than just for idle. Your AFR map will use it for the entire pull and in open loop of full boost. You can run out fuel, or drown your self it in real quick with latencies slightly off. So, if you dial in your AFR scaling, and Dial in your MAF Compensation and MAF scaling, then you need to be basiclly spot on in your scaling and latencies. 600 miles of road tuning just for this factor shows this, to me, from what I interpret in the logs. I could just not be communicating this correctly...

Eoither way, thanks again,a nd write up to follow.

 

Bump. Resurection time. Read first post for updates and Q's

 

+1