Calvin Sonnik

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About Calvin Sonnik

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  1. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    I have the manual and Auto setbit. I have the AC mod, Injector calibration for Oranges, Whites/Blues, and Greens all single click patches. Same with the stock MAF, an S90 MAF, and a 3” and 3.25” MAF Housing. The Anti-Lag settings from the publicly available BIN interfere with the settings from the REV6 BIN that I am basing my XDF off of. There might be a way to switch between the fuel cut and Spark Cut launch control system, but the Anti-Lag uses the Alternative map when it engages. If anyone wants to help, let me know.
  2. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    I have the manual and Auto setbit. I have the AC mod, Injector calibration for Oranges, Whites/Blues, and Greens all single click patches. Same with the stock MAF, an S90 MAF, and a 3” and 3.25” MAF Housing. The Anti-Lag settings from the publicly available BIN interfere with the settings from the REV6 BIN that I am basing my XDF off of. There might be a way to switch between the fuel cut and Spark Cut launch control system, but the Anti-Lag uses the Alternative map when it engages. If anyone wants to help, let me know.
  3. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    Hey Guys, I'm working on a new version of the XDF. Im adding descriptions and changing some names. I'm also implementing some patches that can be done via the XDF including the 4.3 ECC mod, MAF Size Changes using Tuner Pro. If anyone has any XDF values or descriptions you want me to add, let me know.
  4. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    ME7 is VIN locked. Each ECU is "scrambled" differently. There is no single stock file. This thread is for M4.4 Development only.
  5. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    Oh wow! That's so cool! Funny how i learned this AFTER buying another set of 10 Step-Up converters. Any info on this chip and what it did? I'm curious to see what it's actually doing to let it flash at a lower voltage.
  6. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    Have you set injector constant? is the MAF stock? the dead times at those voltages are irrelevant, you can't set them higher because 4.973 is the highest Hex value it can be (FF). If you have more problems, try making your own thread if its not directly related to M4.4 Development.
  7. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    @gdog Thanks for the input! The car i'm modding is a friends so he decided he wanted to spend X dollar amount and I wanted a M4.4 car to tune so i did the work for free if i got to tune it and use it as a showcase car for what i can do for not a lot of money. I'm going to get as much performance out of the car as i can with the money allocated to me. I hope to use this car to get more performance jobs with whiteblock/redblock cars and less oil/brake changes as a underemployed mobile mechanic. (I have Three M4.4 Cars under my care currently) I'll add the Mods to my signature once they are on MY car, V70XC that has a M66C and 1999RN in the trunk along with a bunch of small electronic goodies. I am perpetually broke so i don't have money to get my M4.4 car running yet. As of the tune now: Green injectors are maxed safe at 90%DC. 960 MAF getting close to maxing with spikes of 1150 KG/HR Hard Limiter set to 6810 RPM Soft Limiter set one HEX digit below Stock 19T with TCV maxed after 5000RPM 3" catless to stock exhaust after where the cat would be. Flowing a steady max of 1100 KG/Hr of air at peak flow (MAF calibration might be slightly off, but only 1-2%) Open Loop VE map AEM X-Series wired for data logging using tank pressure ADC Highly reduced LDR P-Part and I-Part to prevent oscillation and overshoot. (Was not easy, 19T spools fast AF) Lots of other small changes to change drivability, economy, and research unknown (to me) parameters. I have not reached my goal yet, but above 3000 RPM in second gear, i can spin at least 1 wheel if not both if i put my foot down. Tires are decent but not great, full tread depth though. IAT is a GM IAT from a Junkyard car. not calibrated yet, just used as reference to get an idea of what is "hot" and "cool" I have a later model ME7 IAT/BPS. Its a 4 pin Boost Pressure Sensor and IAT in one. I'm going to check its calibration and then see if i can change the calibration in the .bin. (also talked to @venderbroeck about this) then install in a stock intercooler pipe like i have the GM IAT fitted. Hot side is restrictive for sure, going to change cam timing to try and gain 0.75 to 1.5 deg of timing at peak torque. I'm trying to keep AFRs in the very low 12s and high 11s to stay safe. (Doing a good job of that) Changed accelerator enrichment to prevent terribly rich AFR on tip-in. For flashing im using a step-up board to put 15V into the B8 Pin. I am going to put a filter capacitor in the output and check it with my oscilloscope to see if i have too much ripple on the output, another one of my ECUs flashes at battery voltage (12.8V) just fine. I think some require wayyy more voltage than others. Getting sick of flashing and am going to get an Ostrich 2.0 for tuning then I will flash the tune onto an ECU with a step-up board and switch on the ECU itself when i'm done. Thanks for your interest, It means a lot! -Calvin Sonniksen
  8. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    Okay, i'll take it all into account and i will improve. I also noticed if i take a completely stock T5 and use the stock tune and datalog, i get tons of timing pull and fuel enrichment. 2 of the 3 cars i've done ECU work on were in good stage 0 condition. while the stock ECu is not getting much past a load of 8MS many people run a MBC for years, i'm guessing that it has timing pull through most of its life.
  9. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    @Boxman @Piet Thanks for the explanation.
  10. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    So i can use this map as an (open loop) AFR map? It has worked pretty well for me so far especially near peak torque as that's when the VE is closest to 100% As I move further from the high load, peak torque values it drifts a bit but not bad, only about a .4 AFR deviation. Also, @Piet what is the final word on the 960 MAF conversion? Is the best way to just multiply by 1.34? Or is it to use one of the two list of values you and @venderbroeck came up with by directly comparing airflow with the MAFs hooked in series? It might be skewing my measurements. Thanks! -Calvin
  11. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    @Boxman I was under the impression that the VE map was a multiplier for fuel injection time necessary for stoichiometric mix at 100%VE. The highest value the adaptive/active knock "wait time" till it forgets one increment of knock retard is 255 ignitions. But i don't think the value in the map is the actual value though., on an interesting note, an engine cycle under fuel cut decel do not seem to count as "ignitions" in the eyes of active knock control. Also setting the "retard per knock event" to a low value might be dangerous, it might need to wait several knock cycles to retard to a safe level, meaning the KRCOUNT would go up. As for people using the VE map as an AFR map in open-loop....
  12. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    @Boxman I definitely approve of the TCV tuning before the LDR set point tuning. That's how I have done 3 of the cars I've done. With a 19T though I have had serious trouble if I just re-activate the LDR cycle. To reduce overshoot I have been severely reducing the action of the I-Part and the P-Part. My issue with tuning ignition knock free, is I don't know if I could add timing and get more power. So knock is a good indicator I have hit my limit with timing and should back off. I'm hoping that if I add one hex digit it will only give me a few counts of knock. This is where my abject inexperience with actually tuning engines shows. I must use my knowledge rather than experience. Then again, when was the last time you have had a datalog without a single KR event? One unrelated observation. I live in California, USA. Here all the gasoline has up to 10% Ethanol in it, I have noticed that if I take the VE part load map, and make the conversion value 14.7/(X*0.0078125) as suggested previously in this thread to make it an AFR map, the values do not match the recorded AFR at all. Usually 1.5 points off under load. Usually I would just change the injector scaling to have it inject more fuel over the whole Range, but this leads to big negative fuel trims, so I have changed the conversion factor to 14.4/(X*0.0078125). That's about stoichiometric for 6% ethanol, as the fuel is limited to 10% and may vary, this lead to the AFRs matching the map way better under load. Anyone have a reason why this works? (Running open loop fueling under load right now) Also for what it's worth. Green injectors: 0.7032 basic adjustment Deadtimes are 0.8190, 0.7605, 0.7020 for 13.03v, 13.52v, 14.02v respectively I have good fuel trims, all the values in the VE map that are part of closed loop are stock scaled values. Ill throw up some screenshots later. Thanks- Calvin
  13. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    While I have not used the Mod that Maarten made, I do agree it's the best solution. The problem with going open loop for me is the difference in weather actually made a huge difference. I tune a car while it was 50F outside, perfect open loop, matched my load goals perfectly. went driving the next day, 78F outside, car felt gutless at those temps. No timing pull either. To prevent knock I propose we use an IAT to pull boost or timing when the air going into the manifold gets too hot. As that's all that really matters, as a hot day outside while moving quickly might keep the IATs reasonable, but after sitting in traffic with the defroster on in cold weather, the intercooler can be heat soaked and when you nail it the engine might knock. Im working on getting a good calibration on the stock ME7 IAT and Boost pressure sensor. I'll update when I can figure out how to get good datalogging with IATs. About my spreadsheet, this is where my tuning inexperience might make me look stupid. Is one knock event per cylinder really that bad? I always assumed that the ECU will pull timing when it detects a detonation event, and that det event is usually pretty light and not all that damaging. If you just add one hex value to the map, 0.75 degrees of timing, and it knocks, then back off and you are good. If you don't want any knock then set the allowed knock to a very low value. I know that AFR and timing are intertwined greatly. I'm sure if I ran a Lambda of .75 I could run way more timing, but the way I see it, richer than 12.25 or so does not 'allow' you to advance the timing, it 'requires' that extra timing because the burn is slowed down and the time it takes to get to peak cylinder pressure takes longer, so you need to start earlier. A bit of a tangent there, but I hope i get some stuff right. EDIT: Dropbox link to spreadsheet. https://www.dropbox.com/s/040papzwndkt97l/Ignition Power Adder.xls?dl=0 -Calvin Sonniksen.
  14. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    I have also made a few spreadsheets that do math for tuning using data logs and history tables. I finally made one semi user friendly. This one is for adding timing into the ignition map by section and has provisions to only add timing where knock is not detected and it has data about that load cell. There are options to change the minimum number of samples needed to consider the cell for adding timing, and the maximum average KR-Count, so there can be an allowance for a knock event or two. I'll do a few more of these spreadsheets for AFR regulation and anti-knock. Let me know if you find them useful. Not my fault if ya kill an engine with this. Ignition Power Adder.xls
  15. Calvin Sonnik

    Tuners Rejoice! Free Tuning For M4.4!

    @Boxman From my experiences tuning a stock 19T, It looks like the I-Part is the smaller and slow correction, similar to LTFT_PL but without memory. I think the 1,2,3,4 in the Y-Axis on the I-Part (KFP2) is a "depth" map. It changes the I-Part based on how far you are from the setpoint, so kinda like a built in P-Part for the I-Part? I have severely lowered all of the I and P-Parts especially in the lower RPM range, and i still get overshoot. The P-Part is most of the correction even though I lowered it. One thing you must remember is this is not a standard PID loop. DO NOT TUNE THIS LIKE YOU WOULD INDUSTRIAL EQUIPMENT. I learned about PLCs and PID loops for manufacture control a few years back when i was studying manufacturing tech. In a standard PID loop you have an input signal, your signal goal, and your output. The PID loop is then used to change the output to make the input match the goal. With the LDR control it has a Input signal (Current Load), Signal Goal (Requested Load), Output Signal (TCV Duty Cycle) AND it has a base map that corrections are based off of. The P-Part, I-Part, (D-Part?) then correct from the base map, not Zero. So if the P-Value is increased in a standard PID loop it decreases overshoot but can increase settling time, if I increase P-Value in the LDR control it increases overshoot and settling time. Also there are limiters that limit correction speed and amount.