Calvin Sonnik

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Everything posted by Calvin Sonnik

  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
  15. 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 IA
  16. 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
  17. @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
  18. That is very odd. I tried activating the AC compressor and did not see a change in the timing pull on the idle>part load transition. Also the numbers on the map match perfectly with the timing pulled. So im a bit confused about this. Unleas the parts I was looking at were when the AC compressor was cycling on and off. i guess my answers were not as definitive as I thought. I'll need to find a car with a compressor that does not kick off occasionally while running. Or I'll need to take a video and system nc it with the data log to make sure the AC compressor is o
  19. @Boxman I am sure that changing the AC compressor status does not change the way that map is implemented.
  20. @Boxman I think im going to chalk it up to mistranslation. Turning the AC on has nothing to do with this map. also at a load of 3 MS or so i doubt it would add 20 degrees of timing at 1500 RPM. i suggest we Rename the map, possibly AC is an initialism for something in german about re-engaging part load.
  21. Hey guys! First, i recommend being cautious with changing these values, while they might be only for drivability and car feel, they might also protect the engine from damage. I have confirmed the action of a table, and it was not even the ones i was looking at originally,The Map "delta ignition angle at AC on" or 'KFDWWEAC' controls the level of timing drop during Idle>Part Load transition, without a doubt i traced the level of retard to this map. The Lines on the bottom are ZWBEG in Red and Ignition angle in red, so it looks like on Idle>Part Load transition, it alters the ignition ang
  22. Idle is pretty insignificant in fuel consumption. My 2.8L I6 in my '96 BMW eats 1.1-1.3L/Hr at idle so a gallon for every 2.5hrs of idling. So at the gas prices around me it's $1.40 and hour to idle. The big difference in economy is going to be part load timing and AFR, the problem is that you can't just advance timing until knock then back off like you can at high load to find the optimal timing. There is a point where advancing timing reduces power, so a dyno holding the wheel speed constant can be used to get the lowest possible load at a specific speed by varying the timing. Its labour an
  23. @Boxman It looks like the ignition angle is low so that the ECU has headroom to control the angle to maintain idle speed dependent on load. As an example, you are happily sitting at 6* BTDC and then you turn on the defroster and the radiator fan kick in at the same time, instead of having to move a mechanical IAC around a bunch and relatively quickly, it can just advance the idle ignition angle, as that is instant, and add more power to the engine, then it may move the IAC and reduce ignition angle again. Also at higher ignition angles the engine is more heat efficient and puts out less heat
  24. Nice work figuring this out. I love seeing stuff like this develop and the community slowly develop an understanding. I hope i can find out some things related to driveablity and see if I can help increase the knowledge base.