Calvin Sonnik

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About Calvin Sonnik

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  1. I know one of the settings is for ECU temp. It has a onboard sensor and when it gets too hot the radiator fan kicks on and sucks air from the ECU box (Fan Speed 5?). One may be for fan run-on, where above a specified coolant temp, the radiator fan will stay on after the engine is shut off and key is in POS 0. (Fan speed 3?) One other one might be when routines for engine preservation kick in. Some ECUs flood the engine with fuel and increase idle RPM and timing to reduce engine temperatures. Set TEMP 4 to a low value and report back 😛
  2. Can anyone explain to me the difference between the parameters 'Reset Speed of RPM Limit' (0xF284) and 'Hysteresis for RPM Limit' (0xF282). From what i understand the Reset Speed is the RPM that the engine must drop to after hitting the 'Hard RPM Limit' for the limiter to stop. I would assume by the name that Hysteresis is the same thing, but it's obviously not.
  3. A Bang Bang? or more of the decel crackle? Here is one I did... It flows about 800-900KG/Hr when doing the bang bang. Must be hell for the exhaust valves. Ill have a XDF finished soonTM. Should have that and some more goodies.
  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.
  5. 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.
  6. 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.
  7. ME7 is VIN locked. Each ECU is "scrambled" differently. There is no single stock file. This thread is for M4.4 Development only.
  8. 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.
  9. 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.
  10. @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
  11. 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.
  12. 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
  13. @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....
  14. @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