ECMlink 1/4mile log

[LTUDSM]

Today i went to the track ,was hopping to gert into 11's. But i was to far from 11's. My best time was 12.7. Here is the entire 1/4 mile log,any suggestions?!

 

[nicknorth11]

No log posted.

 

[LTUDSM]

Ohhh my bad....

here ya go

 

[red1993gsallmt]

you shifted the heck out of it

 

[Calan]

Only 45 lbs/min of airflow out of an FP Red at 29psi? That seems pretty low.

What type of fuel was this on? And... you were definitely slamming the hell out of the gears.

 

[snowborder714]

Was this with the meth, Marius?

That does seem pretty low airflow for that turbo. However, I like your BoostEst and MAP lines

 

[kthackst]

Yeah low airflow for that much psi. Shifting pretty low 6000-6500 bring that up a grand. Should be up around high 50s lbs/min. At least that what the other FP Red car I was in was reading in DSMLink.

The big question is going to be airflow, why is it so low?

 

[bradikus7]

A breakdown of the time slip could help as well.

 

[LTUDSM]

Only 45 lbs/min of airflow out of an FP Red at 29psi? That seems pretty low.

What type of fuel was this on? And... you were definitely slamming the hell out of the gears.

it was on pump gas 93 octane , i was using NLTS,thats why prob it looks from the log, that i was slamming the hell out of my gears

Was this with the meth, Marius?

That does seem pretty low airflow for that turbo. However, I like your BoostEst and MAP lines

Yeah ,i was using 50/50 water/meth,so how should i raise the Airflow? By raising up the mafcomp sliders??

Yeah low airflow for that much psi. Shifting pretty low 6000-6500 bring that up a grand. Should be up around high 50s lbs/min. At least that what the other FP Red car I was in was reading in DSMLink.

The big question is going to be airflow, why is it so low?

I don't even know,what could cause me to run low airflow....

a breakdown of the time slip could help as well.

r/t....... .235
60'........ 1.906
330....... 5.506
1/8....... 8.390
mph...... 82.01
1000..... 10.955
1/4........ 13.060
mph....... 108.74

 

[Calan]

I don't even know,what could cause me to run low airflow....

As Brian mentioned, you're BoostEst vs. actual boost looks pretty good, although it doesn't really reflect VE dropping off like I would expect. (Although with the meth injection it's really hard to determine what is accurate).

At 5500 rpm in 4th, you are targeting an AFR of 13.6:1 in the secondary fuel map based on the EGR output triggering, and reading 11.8:1 on the WB... presumably due to the WAI. So again, it's hard to tell how accurate your MAFComp is since the WAI skews the WB error. I would think you would want to be a little leaner than 11.8:1 with meth, but probably not by much.

Regardless, it will be pretty hard to get an accurate airflow calibration while running meth. You're best bet would be to do a few pulls on pure race gas, or at a boost level that is below the knock limit on cheaper gas. You can then adjust MAFComp at the higher airflows with reasonable accuracy.

I'm a bit puzzled as to why your fuel DA tables are so jagged, and why the fuel sliders are also being used to adjust fuel (although not a lot).

It also looks like in the log that you had some pretty good wheel spin during launch, which is reflected in your 60' time.

 

[LTUDSM]

As Brian mentioned, you're BoostEst vs. actual boost looks pretty good, although it doesn't really reflect VE dropping off like I would expect. (Although with the meth injection it's really hard to determine what is accurate).

At 5500 rpm in 4th, you are targeting an AFR of 13.6:1 in the secondary fuel map based on the EGR output triggering, and reading 11.8:1 on the WB... presumably due to the WAI. So again, it's hard to tell how accurate your MAFComp is since the WAI skews the WB error. I would think you would want to be a little leaner than 11.8:1 with meth, but probably not by much.

Regardless, it will be pretty hard to get an accurate airflow calibration while running meth. You're best bet would be to do a few pulls on pure race gas, or at a boost level that is below the knock limit on cheaper gas. You can then adjust MAFComp at the higher airflows with reasonable accuracy.

I'm a bit puzzled as to why your fuel DA tables are so jagged, and why the fuel sliders are also being used to adjust fuel (although not a lot).

It also looks like in the log that you had some pretty good wheel spin during launch, which is reflected in your 60' time.

The reason why my AFR in secondary DA Table are so high,because thats the way i could make my wb readings leaner with Meth injection. I didn't knew i had my Fuel sliders moved.........

 

[Calan]

The reason why my AFR in secondary DA Table are so high,because thats the way i could make my wb readings leaner with Meth injection. I didn't knew i had my Fuel sliders moved.........

I would use one or the other.

With WAI, I find it easier to always set a true target AFR with the DA tables, and then remove fuel either with the secondary global fuel adjustment triggered by the EGR or FPS (AuxMaps tab), or by pulling some out with the fuel sliders until I hit what I have targeted in the tables.

That way, your DA tables are always a good reference for what you are truly tuning for. At the very least, it makes experimentation a bit easier to keep track of.

 

[LTUDSM]

I would use one or the other.

With WAI, I find it easier to always set a true target AFR with the DA tables, and then remove fuel either with the secondary global fuel adjustment triggered by the EGR or FPS (AuxMaps tab), or by pulling some out with the fuel sliders until I hit what I have targeted in the tables.

That way, your DA tables are always a good reference for what you are truly tuning for. At the very least, it makes experimentation a bit easier to keep track of.

Is that possible? I thought Matching AFR in Da tables while injecting the methanol is not possible,because ECU doesn't know ,what kind of additive was injected and mixed with fuel....

 

[Calan]

Is that possible? I thought Matching AFR in Da tables while injecting the methanol is not possible,because ECU doesn't know ,what kind of additive was injected and mixed with fuel....

Sure it's possible... but part of the fuel used to hit your target AFR (the DA table value) is methanol injected externally; so you have to remove some of the ECU's calculated fuel to compensate for it. You can do that either with the fuel sliders, MAFComp (not ideal since they should be a true representation of airflow), or with the secondary global fuel adjustment, triggered under the same conditions that control your WAI. But you are correct; the ECU doesn't know about this extra fuel (WAI), so figuring out how much of the calculated fuel to remove takes a bit of experimentation.

In fact, if you are using the EGR or FPS outputs to physically trigger your WAI (and it looks like you may be in the log), you can then use them internally in ECMLink to remove fuel at the exact same time via the secondary fuel correction.

The only trick to this setup is that if you are using a progressive WAI system that comes on gradually with boost, then you need to set the EGR or FPS output so that there is some overlap between when the ECU pulls fuel and your WAI kicks in. Obviously it's safer to be on the rich side during transition, so you want the global fuel reduction to kick in a couple hundred RPM after your WAI is at full power.

You can also enter a delay in ECMLink to trigger the secondary fuel adjustment at some point after the WAI kicks in, but it may take some work to figure out exactly what that delay value should be for the best results.

 

[LTUDSM]

Sure it's possible... but part of the fuel used to hit your target AFR (the DA table value) is methanol injected externally; so you have to remove some of the ECU's calculated fuel to compensate for it. You can do that either with the fuel sliders, MAFComp (not ideal since they should be a true representation of airflow), or with the secondary global fuel adjustment, triggered under the same conditions that control your WAI. But you are correct; the ECU doesn't know about this extra fuel (WAI), so figuring out how much of the calculated fuel to remove takes a bit of experimentation.

In fact, if you are using the EGR or FPS outputs to physically trigger your WAI (and it looks like you may be in the log), you can then use them internally in ECMLink to remove fuel at the exact same time via the secondary fuel correction.

The only trick to this setup is that if you are using a progressive WAI system that comes on gradually with boost, then you need to set the EGR or FPS output so that there is some overlap between when the ECU pulls fuel and your WAI kicks in. Obviously it's safer to be on the rich side during transition, so you want the global fuel reduction to kick in a couple hundred RPM after your WAI is at full power.

You can also enter a delay in ECMLink to trigger the secondary fuel adjustment at some point after the WAI kicks in, but it may take some work to figure out exactly what that delay value should be for the best results.

Craig,where you been before???!! DD I was reading,that it's not good playing with the secondary global fuel adjustments in the secondary map. Can you explain me more about how to dial in fuel,while injecting meth. i could do it myself using one map,but when two maps comes together im getting confused...

 

[Calan]

I was reading,that it's not good playing with the secondary global fuel adjustments in the secondary map.

Can you point me to where you read this? I haven't heard of any issues with it, and haven't seen any myself that I can recall...although to be honest I've only used the secondary fuel adjustment to remove a small amount of fuel.

 

[LTUDSM]

Can you point me to where you read this? I haven't heard of any issues with it, and haven't seen any myself that I can recall...although to be honest I've only used the secondary fuel adjustment to remove a small amount of fuel.

I prob read some newbie post on ECMLink board....... i just can't dig it out right now,because it was back in summer what do you mean secondary fuel adjustments???

 

[Calan]

what do you mean secondary fuel adjustments???

ECU Config > AuxMaps > Secondary Fuel Adjustment

If you check the box labeled "Enable secondary fuel adjustments (applied on top of primary)", you can then select how much global fuel to remove from the main global value on the fuel tab, and when. You can use the idle switch input, FPS, or EGR to trigger it, or always use it. You can also set a delay for when it goes into effect after triggering, and even apply a different injector deadtime if you really wanted to.

Note this is completely independent from switching between the primary and secondary DA tables (maps); it just happens to be on the same tab in ECMLink. You can use the secondary fuel adjustment with or without switching maps depending on how you trigger it, and under different conditions.

Note that this is only available on the full version of V3, as far as I know.

 

[LTUDSM]

ECU Config > AuxMaps > Secondary Fuel Adjustment

If you check the box labeled "Enable secondary fuel adjustments (applied on top of primary)", you can then select how much global fuel to remove from the main global value on the fuel tab, and when. You can use the idle switch input, FPS, or EGR to trigger it, or always use it. You can also set a delay for when it goes into effect after triggering, and even apply a different injector deadtime if you really wanted to.

Note this is completely independent from switching between the primary and secondary DA tables (maps); it just happens to be on the same tab in ECMLink. You can use the secondary fuel adjustment with or without switching maps depending on how you trigger it, and under different conditions.

Note that this is only available on the full version of V3, as far as I know.

So you saying,that if i enable secondary fuel adjustments,i can turn them on right when my primary map switches to the secondary??? and that way i can make my AFR Gauge read more closer to the DA Table???

 

[Calan]

Correct... assuming you trigger both the secondary maps and the secondary fuel the same way (both with EGR for example).

But... if you are always using meth (I don't mean on all the time, but available all the time), you don't need to switch maps. You can just use one AFR table and one timing table with whatever values you want, and then use the secondary fuel adjustment to compensate for the fuel that gets added when the WAI kicks in.

 

[LTUDSM]

Correct... assuming you trigger both the secondary maps and the secondary fuel the same way (both with EGR for example).

But... if you are always using meth (I don't mean on all the time, but available all the time), you don't need to switch maps. You can just use one AFR table and one timing table with whatever values you want, and then use the secondary fuel adjustment to compensate for the fuel that gets added when the WAI kicks in.

The main reason why im using two maps is: Im not always will be using methanol,so when ill run out of the methanol during the race or aggressive driving,then ecu see's knock,more then 5 counts of knock and secondary map will switch to the primary one. I already got a tune on a primary maps using pump gas (oct 93).
So you pointed me to the right direction of matching the wb readings to da table while injecting the methanol Thanks Craig

 

[Calan]

Please keep this thread updated and let us know how it works out as you get it dialed in.