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Hussein's 1998 V70 Xr : The Force Awakens


lookforjoe

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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.

Screenshot2015-01-15173333_zps34ebe3e5.pScreenshot2015-01-15173348_zps7503ee01.p

After this log, I made a few more revisions - much fatter in the 8.98-10.32 5-6,6k ranges

Earler table

MAF7VEchangesJan14_zps3e9d064e.png

Now

MAF7VEchangesJan15_zpse4e9ee69.png

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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

ScreenShot2015-01-16at54115PM_zps8da4cc7

4th into 5th

You can see the load drop off over around 6700 in 4th gear. Lower load in 5th when comparing rpm values

ScreenShot2015-01-16at53812PM_zps056bfc6ScreenShot2015-01-16at53836PM_zpsc243687

Some more fueling adjustments based on that data

MAF7VEchangesJan16_zps35bf7e63.png

Next I'll start dropping the WOT table values & try to get it set with primarily the VE map.

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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??? :)

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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 by venderbroeck
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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 :lol:

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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. :D

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Changes last night -VE bumps, minor timing cleanup, WOT values,

MAF7VEchanges2Jan16_zps813694b6.png

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

ScreenShot2015-01-17at53318PM_zpsca64ef3

4-5th -same load area show up

ScreenShot2015-01-17at53525PM_zps51a030b

Further changes to VE map - using either .0156 or .0244 increments instead of my minimal .0078 :D

MAF7VEchangesJan17_zps525154b5.png

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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. :D

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 :D

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