Tightmopedman9

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Tightmopedman9 last won the day on November 11

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About Tightmopedman9

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    ever been to the southern part of the gulf for the Bonita run?
  • Birthday 09/04/1989

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    Tightmopedman9
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    VASTtuning.com

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    Male
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    Curhs

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  • Location
    Denver, CO
  • Crew
    NEC

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  1. RN Swap Cam Sensor / Distributor rotor question

    Look at the back of the plate and you should see that there are two bent up sheet metal tangs that locate the wheel onto the cam. The tabs are small and easy to bend; if someone bolted the wheel down without paying attention it's likely they got bent. If they're still there you can bend them out, if they broke you could get a new plate. You have a 50% chance of getting it right, just leave the top motor mount off and if the engine doesn't start, flip the wheel 180º. No cam signal will inhibit spark
  2. Tuners Rejoice! Free Tuning For M4.4!

    I've been trying to figure out the map lookup and logic for the PID control of lambda regulation, but haven't been having much luck. I've tried to find where the maps are referenced in code, but I can't find them addressed in any manner which I'm familiar. I thought about looking at other maps of similar 7x6 size for the way they're referenced, but the 3 P, I, TV maps are the only ones this size. I've cross referenced every .bin and can find no MOV DPTR to a location even close to the location of the maps, even in the 570 .bin. I've also tried looking at where the other lambda regulation parameters are referenced, but that didn't help. Also, Piet and Venderbroeck, where did you find any reference to F1C2 and F1C3? If I cross reference them to the 449.bin I see the same parameters are located at F114/F115, and are referred to in the DAMOS as FTEADMN - 'Minimalwert der Beladung des AKF's' and FTEADMX - 'Maximalwert der Beladung des AKF's' and they are under the category 'Tankentlüftung beladungsabhängig'. I can't find any references to them in the actual code. The reason for the curiosity is that I think the wideband lambda regulation routine could greatly benefit from a dynamic I factor. AFRs could become much more stable if the I factor was a dynamic variable related to the absolute deviation between the target and current AFR, vs a static map based on RPM and load.
  3. Peacocks Wagon Build

    Same thing on my injectors, I lowered my rail about 1/4" with new stand offs.
  4. Tuners Rejoice! Free Tuning For M4.4!

    Hey Greg, could you e-mail about these problems? No need to clutter this thread. Thanks
  5. Tuners Rejoice! Free Tuning For M4.4!

    The LDR routine is LCALLED from the running loop. At 6000RPM the running loop is fully executed only 3 times a second. Compound that with the change limitation on the I factor and the boost regulation routine is actually pretty damn slow. With that said, I still think it has a lot of practical use. On most TD04H turbos a properly setup target load map can prevent boost spikes and keep boost equal through gears. The difference in driveability between boost controlled via an MBC vs M4.4 is huge. With throttle position controlling target boost you gain a much more linear, naturally aspirated feeling torque output. To maintain a constant acceleration you don't have to roll off the throttle as the RPMs rise like you do with an MBC. The power output with an MBC is nearly binary, very much all or nothing. You don't have to run the target load setpoint routine, you can just run a straight TCV duty cycle map. Even this yields a much better driving experience than an MBC. Without an adaptive routine the ECU is changing the TCV duty cycle in response to TPS and RPM many times faster than would be needed to avoid a boost overshoot. Boost overshoot using this tuning method would only happen due to poor tuning. @Boxman Have you seen this thread? Many of the boost routine stuff you talked about are covered in there, and in the first 45 or so pages of this thread. I always start a tune without any input from the LDR routine. Once boost is tuned to an acceptable range throughout the RPMs I then build a load map based on logs from the TCV map. I don't think it's a revelatory idea, and I don't know why anyone would tune any other way (although ARD still seems to do it this way, lol). To turn off the LDR routine just set KFP and P-Part to 0. Once I implement the LDR routine I usually never increase the P or I values above 50% of stock. For large turbos I designed a routine which holds the TCV fully shut above 60% throttle, if the current load is 1.3ms under the setpoint in the target load map. While doing this it also zero's out the P and I factor, avoiding adaptive overshoot for when the LDR routine turns back on. I've only used this on larger than TD04 turbos, but it might work well with them as well.
  6. 850r Volvo tune

    The thread literally two above this one extensively covers how to tune an M4.4 ECU yourself. If you'd prefer not to tune yourself you can contact me through via my website (link in my signature).
  7. Custom Intake manifold

    Without a doubt you would benefit from a larger plenum and longer runner length manifold with your current setup. I think though that without upgrading your cams first it wouldn't be of much use though. If you send me an email I can give you some pictures of a intake manifold I'm currently building.
  8. Tuners Rejoice! Free Tuning For M4.4!

    No, not easily at least. In order to move it back I started from a factory .bin and changed the location of many RAM variables. I deleted/re-coded the majority of Mercuric's code as well and spread it throughout the .bin since there wasn't a continuous section of free ROM space available. You could try decreasing the diameter of the outlet of the EVAP canister so that the venting of the canister wouldn't be as significant a portion of the total intake charge.
  9. Tuners Rejoice! Free Tuning For M4.4!

    Sorry, the routine wasn't entirely deleted, but it was truncated. The code used for the EVAP diagnostics was removed and was replaced with the code that was executed when the EVAP diagnostics check bit was disabled. I had similar issues with rich spikes while idling on my own car and a few customers' (not all though). I moved the EVAP code back and the issue seemed to never come back.
  10. Tuners Rejoice! Free Tuning For M4.4!

    Remember that the evaporative emissions routine was removed by Mercuric to make space for logging, mapswitching and other functions.
  11. Tuners Rejoice! Free Tuning For M4.4!

    Nice to know someone took apart the ECU I sent them to post pictures online. And then some else posting the .pdf I send out with COP instructions on the web 14.5kg/hr when at 840RPM and ECT > 82C, if on an automatic the car must be in neutral.
  12. Tuners Rejoice! Free Tuning For M4.4!

    Don't forget that Reglersteigung P and Reglersteigung I both have upper bank values, don't forget to have these values match when fiddling with the values.
  13. Microsquirt 1985 Dodge Omni GLH Turbo

    Can you explain the solenoid for crankcase gasses a bit? Think you'll pick up any power with the swap to microsquirt? Was the stock EMS sequential injection? If so, how much of a degradation in idle quality did you notice?
  14. Tuners Rejoice! Free Tuning For M4.4!

    Anyone running a 608 .bin on an automatic with the transmission select bit changed to auto? Have you noticed an occasional P0130/EFI-212? I've noticed that on some of my 608 tunes for autos this DTC will be set seemingly randomly, even when the O2 sensor is operating well within spec.
  15. Tuners Rejoice! Free Tuning For M4.4!

    have you tried starting the car with the ECU after flashing?