Calvin Sonnik

Members
  • Content Count

    62
  • Joined

  • Last visited

Community Reputation

6 Neutral

About Calvin Sonnik

  • Rank
    Seriously R

Recent Profile Visitors

1,955 profile views
  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 o
  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 sa
  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