lookforjoe Posted January 15, 2015 Author Report Share Posted January 15, 2015 Still refining the VE fueling for the revised (compound revB) MAF scaling. Getting close now. Still had some breakup in the lean areas. Aaron noted my data rate was off - since I adjusted that, I have pretty much double the data recorded, which is nice for more precise monitoring of AFR fluctuations over specific load/ rpm ranges. After this log, I made a few more revisions - much fatter in the 8.98-10.32 5-6,6k ranges Earler table Now Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted January 16, 2015 Author Report Share Posted January 16, 2015 Getting much closer now. Felt good, so I ran it higher in the rpm today. With this MAF compound scaling, I'm getting much better timing values up top without knock, which obviously helps make more power. This is at 26.5psi. MAF flow values are no longer accurate depiction of actual flow. 3-4th 4th into 5th You can see the load drop off over around 6700 in 4th gear. Lower load in 5th when comparing rpm values Some more fueling adjustments based on that data Next I'll start dropping the WOT table values & try to get it set with primarily the VE map. Quote Link to comment Share on other sites More sharing options...
Piet Posted January 17, 2015 Report Share Posted January 17, 2015 Looking good! Quote Link to comment Share on other sites More sharing options...
VulvaS40T4 Posted January 17, 2015 Report Share Posted January 17, 2015 Could you explain why is this tuning so difficult on your car and time consuming? On gasoline you should try to aim 11.5afr to get best knock resistant and also try to get flat boost and after that adjust ignition timing to knock and take 2 degrees of it. I would use 3 or 4 gear for tuning. After tune is okay then i would test flat out from standing still to 4 gear rev limiter. Then it should be okay. But i cannot understand why this is so difficult on you car??? Quote Link to comment Share on other sites More sharing options...
venderbroeck Posted January 17, 2015 Report Share Posted January 17, 2015 (edited) With the load maxed as it was (much bigger maf & accompanying scaling) you don't have any control in the high load/ rpm ranges. wether it's load 18 or 12.25, to the ECU it makes no difference. That's a problem. With the new scaling each cell in each table is reached in a unique situation. This provides you with the control to substantially improve lower load drivability, and still tune for maximum power. In all gears... not just one or two. It takes a bit of effort, but you end up with a much smoother running engine in all situations, instead of a one trick WOT pony with a tiny little maf and maxed out wot sliders. Edited January 17, 2015 by venderbroeck 1 Quote Link to comment Share on other sites More sharing options...
Piet Posted January 17, 2015 Report Share Posted January 17, 2015 Yeah, that's because he wants to do it right. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted January 17, 2015 Author Report Share Posted January 17, 2015 Could you explain why is this tuning so difficult on your car and time consuming? On gasoline you should try to aim 11.5afr to get best knock resistant and also try to get flat boost and after that adjust ignition timing to knock and take 2 degrees of it. I would use 3 or 4 gear for tuning. After tune is okay then i would test flat out from standing still to 4 gear rev limiter. Then it should be okay. But i cannot understand why this is so difficult on you car??? Thank you for the tips on tuning techniques. Now that the VE is getting close I just started adding a little timing back based on yesterday's log. I think Venderbroeck explained the overall situation with using M4.4 quite succinctly. I do focus on AFR's in 3rd/4th for refining the values. I have been targeting 12.5, because in general, it seems to make more power than when it is below 12. Another factor there is that when I take it to the AWD dyno for get actual numbers, it invariably runs fatter under load compared to street. With the current setup, I have to assess how much to add to individual load cells & experiment - it's not just plug in an AFR value & go. Piet has a different setup that uses a WBO2 signal, which I believe is more of a straight AFR table, vs. the factoring of the stock. I will be trying that also. The main reason for the time consuming aspect relates to how I gather my logging data. I think you can understand at a glance that the pulls I'm doing can be problematic, so I don't do more than one in a day, review the logs, and make changes based on the data. I don't have a known safe area where I can do back to back pulls without some concern for outside factors that like to limit rate of travel. I really prefer to do the tuning on the road vs. Dyno, given the previously mentioned load factor with dyno tuning. On top of all that, I enjoy doing it this way, even if it is time consuming. Once I have it sorted out, I'll change something else, increase boost, etc., and have to revise it anyway Quote Link to comment Share on other sites More sharing options...
VulvaS40T4 Posted January 17, 2015 Report Share Posted January 17, 2015 Now i understand. I also prefer road tuning which gives more accurate tune than low load dyno tuning. On current setup im only doing 4.gear tuning because 3.gear has no traction and 4.gear is pulling hard from 100-145mph. Its easy to tune on road because it takes only 5seconds to run from 100-145mph on 4.gear. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted January 18, 2015 Author Report Share Posted January 18, 2015 Changes last night -VE bumps, minor timing cleanup, WOT values, Log today - some more part load, part throttle/high load lean areas arose. AFR's over 6K are fine, just need to do some more work in peak torque area Part load trim has dropped closer to zero over the past few changes 4th 4-5th -same load area show up Further changes to VE map - using either .0156 or .0244 increments instead of my minimal .0078 Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted January 18, 2015 Author Report Share Posted January 18, 2015 4.gear is pulling hard from 100-145mph. Its easy to tune on road because it takes only 5seconds to run from 100-145mph on 4.gear. Nice! Mine is closer to 8sec in that time frame, with a 4-5th shift. Hopefully with some work I can get a little closer to your times Quote Link to comment Share on other sites More sharing options...
VulvaS40T4 Posted January 18, 2015 Report Share Posted January 18, 2015 Your car has much more weight and 4wd so its very fast (my car weight without driver 3000lbs / 1360kg)!!! I really hope you can get your car tuned and then have good dyno session. Quote Link to comment Share on other sites More sharing options...
Midnight Caller Posted January 18, 2015 Report Share Posted January 18, 2015 The V70XC is not THAT much heavier. My S70 is 1480Kg (120kg more). His may weight at most 1560kg without the driver. You cannot compare 700HP with around 500HP lookforjoe is having (am I wrong in my estimation, Hussein ?) Quote Link to comment Share on other sites More sharing options...
Blockpartie Posted January 18, 2015 Report Share Posted January 18, 2015 Depending on trim level and optional equipment the AWD cars weigh in at around 1750kg to 1850kg. A lot heavier than any S40 or FWD P80. 1 Quote Link to comment Share on other sites More sharing options...
VulvaS40T4 Posted January 18, 2015 Report Share Posted January 18, 2015 Im not comparing anything. Im saing that Hussein has very fast car and im very glad to see it getting more faster everytime he tunes it more. Quote Link to comment Share on other sites More sharing options...
Midnight Caller Posted January 18, 2015 Report Share Posted January 18, 2015 Yep. I think that of us all M4.4 tuners, he's pushing the most effort into it, and I respect him for that. But sometimes you just can't make an elk outrun a rabbit Quote Link to comment Share on other sites More sharing options...
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