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ECMlink LinkV3: BoostEst and boost gauge not equal {attached log}

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You also could set your fans to come on a bit sooner or if your sitting with the car logging turn the fans full on if your going to be sitting for a prolonged time... I wouldn't be running around that hot and do what ever needed to get at least down to 190-210* max IMO
 
To piggy back on this thread rather than starting a new one. I have calibrated my MAF closed loop and open. Before calibration my wideband read 11.1 and a/f ratio est was 9.1 at WOT (assuming that is what the ecu's map is) After calibration my wideband is now reading 9.1-9.5 ( going off the ecu) Now, I did not change anything else after calibration. My wideband and a/f ratio est are with in 3% of each other. (what is the appropriate % to shoot for?).

What I am thinking is since they are now calibrated together is my wideband going for what the ecu is supposed to be at which is a stock 1g open map? or did something happen where it's causing me to run rich all of a sudden and stuttering at at WOT?
 
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Wow i just wanted to say THANKS! I have been doing a ton of reading trying to understand how ECM link works with the ECU and this thread is amazing.

You guys are awesome.
 
Your ready razr, show us some 2nd and 3rd pulls at 15 or 20psi! Cant wait. Youve made the progress i hope to achieve this weekend. And thank you again craig on behalf of all us noobs at dmstuners. Really an excellent, comprehensive, intelligent piece of reading that even a "gym rat"
such as myself can grasp.

btw, razr after u get set up and running well, pm me if youd like. Im down for a road trip out to troy. Its not too far away.
 
Post up some idle/cruising logs. And start working on the open loop stuff. ;)

I'm in the same situation as Razr.. How do you go about calibrating open loop with a wideband? Do you go WOT to grab the MAFRaw points you cannot reach in closed loop, and then adjust the mafcomp to get AFREST and logged wideband to get close together?

Also, is WBFactor just a term or is there a table or tab for this?
 
I'm in the same situation as Razr.. How do you go about calibrating open loop with a wideband? Do you go WOT to grab the MAFRaw points you cannot reach in closed loop, and then adjust the mafcomp to get AFREST and logged wideband to get close together?

Also, is WBFactor just a term or is there a table or tab for this?

That's exactly what you do! If a/f ratio est is richer than wideband at certain points of hrtz, increase % of air flow at that hrtz point. If leaner decrease. Wbfactor is a value to log. I have my lc1 (really mtx), a/f ratio est and wb factor all on top of each other. Makes it much easier. My only question still is what % on the wb factor is acceptable. I was shooting for less than 5% but is that ok?
 
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I have my lc1 (really mtx), af/ ratio and wb factor all on top of each other. Makes it much easier.

You guys may want to check this out: http://www.dsmtuners.com/forums/art...-display-optimization.html#post152279718might

My only question still is what % on the wb factor is acceptable. I was shooting for less than 5% but is that ok?

WBFactor is the amount of error between what your AFR should be, and what your wideband is reading. So you want this as close to 0% as possible.

FWIW - Here is a log I pulled this morning on the way to work, and WBFactor averages .8% over the pull, up until I blipped the throttle at 7150 rpm and it went rich.

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I prefer WBFactor to stay within 1%, but I'm a bit anal. In fact, I'm gonna tweak my airflow to fix that little lean area right in the middle of the graph during spool up, even though it's very minor. :)
 
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It's all about getting the AFRest and WB close in open loop, which can be achieved by viewing WBFactor and MAFcomp adjustments. Gosh, you gotta love when something makes sense. :)
 
It's all about getting the AFRest and WB close in open loop, which can be achieved by viewing WBFactor and MAFcomp adjustments.

Yep.

Just make sure to work at low boost first (12 - 15 psi), and once you get that all dialed in with no knock, then bump the boost 2-3 psi... wash, rinse, repeat, etc.

Also remember to ignore the area immediately after you drop into open loop; look for the first place where AFR is no longer dropping sharply from 14.7, and seems to have stabilized. Once you get it close, you can lock the ECU in open loop, which will give you somewhat smoother transitions when you stomp the go pedal...but you still want to ignore that first 1/2 second or so after going WOT where fuel flow is trying to stabilize.
 
Yep.

Just make sure to work at low boost first (12 - 15 psi), and once you get that all dialed in with no knock, then bump the boost 2-3 psi... wash, rinse, repeat, etc.

Also remember to ignore the area immediately after you drop into open loop; look for the first place where AFR is no longer dropping sharply from 14.7, and seems to have stabilized.

Wait, so should I have not calibrated the entire RPM and Hrtz? to include where it I initially went into open loop? :ohdamn: How do I go about resetting this calibration there?

Or do you mean when you start actually tuning after calibrating Hrtz, ignore that first 1/2 second and tune where it stabilized? That would make more sense.
 
Maybe this will help:

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Depending on where your WB sensor is mounted and how much air you are flowing, some of this could also be due to wideband delay. Don't worry too much about it, but be aware of it.

FWIW, my car has a WB delay of about .25 seconds at 2 lbs/min of airflow, and drops to .13 seconds by 25 lbs/min of airflow. It never goes lower than .12 seconds, which can be attributed to the inherent delay in the WB circuitry and my sensor configuration.
 
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Maybe this will help:

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Ok, I think I got it Craig. So pretty much leave the maf calibration the way I have it (as close to 0% on WB factor through out the whole maf raw points) and when I start tuning really worry about the a/f ratio where it starts to settle? Don't tune where it start going into open loop but where it stays settled at a certain a/f i.e. 11.1?

Thanks
 
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Adjust your MAFComp as needed to get WBFactor and wideband as close to zero as possible. Just ignore that first 1/2 second or so of a pull after you mash the gas pedal. In other words, log "OpenLoop" (or "ClosedLoop"), and ignore the areas right around where you switch from closed to open loop or vice versa.

If there is really an airflow calibration issue at these transition points, it will show up somewhere else instead of only when the throttle is rapidly changing...so it should work itself out as you dial in MAFComp at different boost levels.
 
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