I originally posted this on the link forum, hoping someone here can have some ideas.

My openloopmaxoct table is untouched. I realize I should eventually change my target to the low 11's (93oct) in the appropriate cells. My wideband is pretty steady, so I averaged it out through the pull and it's a full point leaner than the target. To make the afratioest and wideband line up I should change my global, right? I saw this in a thread on the link forums:

If you have an A/F ratio target of, say, 11:1 and a measured average WB value of, say, 10:1, then you just need to lean the mixture out by multiplying global fuel scale by 10 / 11.

If your global fuel adjustment is currently -40%, then your actual global fuel scale is 0.6:

1 - 0.4 = 0.6

Multiply 0.6 * 10 /11 = 0.545

That's the new global fuel scale (multiplier). It's less than the original 0.6 factor, which is going to result in a smaller pulsewidth and less fuel which means a leaner mixture.

A fuel scale of 0.545 corresponds to a global fuel adjustment in ECMLink of:

0.545 - 1 = -0.455 or -45.5%

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That example changes the global from -40 to -45.5, which seems like a lot of change to me. That formula makes my global go from 64.1 to 60, meaning my 1250s are actually 1125s. Plausible? Fuel pressure is at 37psi, I used a few gauges that all gave different numbers so I said the hell with it and used a linear sensor through 'link to set base. No boost leaks, all sensors are calibrated correctly.

93 octane
BM 1250s
FIC easytune
340 intank, rewired
Buschur bolt on afpr
399 MAF
60-1
8.3:1
272s
AW IC
Cyclone Manifold locked to favor lower RPM.

I know the car needs more boost. Currently on the stock 1g bov so I don't want to go higher just yet. Plan to gusmahon mod it in the next couple days.

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3rd_1: I changed my global to -60.2. The car feels better overall, but Afratioest and wideband are still not lining up as I hoped at WOT. Any ideas?

Stapl3 said:

I changed my global to -60.2. The car feels better overall, but Afratioest and wideband are still not lining up as I hoped at WOT. Any ideas?

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MAF Comp sliders need to be adjusted to get these two to line up.


Make sure to go through this thread.
http://www.dsmtuners.com/forums/ecm...efore-you-ask-ecmlink-dsmlink-log-advice.html

Boostest and my MAP line up pretty good at 5500rpm. Why would I use the mafcomp sliders to fix a fuel issue when I can use the fuel sliders?

Cause the fuel sliders are a cheap and easy way. They dont account for load factor and other fine tune things that the DA table will.

The MAF is calibrated correct. I could assume my peak VE is slightly off 5500 but there's no way it's that miscalibrated. I do not want to use the fuel sliders for the reasons you just said.

Stapl3 said:

Why would I use the mafcomp sliders to fix a fuel issue when I can use the fuel sliders?

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You wouldn't...but the trick is in figuring out if fuel is off, or airflow is off.

Have you had your injectors tested, measured the voltage at the pump during a full pull, or measured the actual flow of your pump?

boost97gst said:

...and other fine tune things that the DA table will.

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Huh?

The biggest problem with using the fuel sliders (besides the fact they they are now obsolete), is that their values aren't applied 100% of the time. The actual amount of slider adjustment that gets applied varies, and is only fully applied at 100% TPS.

Calan said:

Please start your post with either verification or numbers (in the case of a compression test for example) for each item, so we can save time and get down to business.

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Well, if the AFRatioEst and wideband lines aren't on top of each other, then the MAF isn't calibrated correctly. Your AFRatioEst shows what the ECU is targeting based on the MaxOct DA table. Since your LC-1 is reading leaner than that, you need to make some adjustments.

snowborder714 said:

Well, if the AFRatioEst and wideband lines aren't on top of each other, then the MAF isn't calibrated correctly.

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Or the properties (min/max) are set differently for those two items.

I truly don't think there's anything to change with the mafcomp. Boostest and my MAP line up at 5500, that's pretty much all there is to it, right? DSMlink MAS/MAF Calibration Page

I'm going to try raising the base fuel pressure. I suppose it's possible my fuel pressure sensor is wrong, however it does rise 1:1 so I like to think it can't be that far off. I averaged where afratioest and wb stay consistently apart, 9.5:1 and 10.5:1, so I'll try raising it 9.5%.

Stapl3 said:

I truly don't think there's anything to change with the mafcomp. Boostest and my MAP line up at 5500, that's pretty much all there is to it, right?

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Not exactly. Besides the fact that it isn't all that accurate in the first place, the point where they should line up at peak VE (5500 to 6000 rpm) is only valid at that one boost level. Although you may get close, it really does nothing for getting your airflow dialed in at anything outside of that RPM/boost range.

Getting your wideband to match AFRatioEst (with known fuel flow) is much more accurate, and can be done across the entire range of the engine's operation.

Stapl3 said:

I suppose it's possible my fuel pressure sensor is wrong, however it does rise 1:1 so I like to think it can't be that far off

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It can vary quite a bit in Link, due to resistance in the wiring, ECU input impedance, sensor sensitivity, etc. It's best to verify the actual pressure at a few points with a mechanical gauge, and tweak the voltage properties in Link until the logged value matches the actual value. Same thing goes for the MAP sensor.

I just took a closer look at your log, and your fuel and/or airflow calibration is definitely off. Although your global looks correct for the numbers you are plugging in, those numbers don't appear to represent what your fuel system is really providing. You are adding 13% fuel with MAFComp, yet you are still over 10% lean through most of the pull.

Why do you have the DT set the way you do? You need individual deadtime values at each voltage point, since the mechanical response of the injectors depends a lot on voltage. Plus, it's set too low overall. That is contributing to your issues, possibly quite a lot.

You need to zero all the MAFComp sliders, get more accurate data for your injectors, fix the global DT and the values in InjBatAdjust, and post a new log. It also wouldn't hurt to measure the fuel flow before and after the filter.

What type of fuel are you running? Is it pure gasoline or 5-10% ethanol?

I'm running an Easytune box. Voltage to the injectors is fixed at 18v (I think 18). Injbatadjust is flatlined. It allowed me to pull TONS of deadtime. By far the greatest thing I have ever bought for a DSM besides v3. I'm sure it's off a little at this point after screwing with the global and base fuel.

Running pure 93.

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I raised the base fuel pretty close to where I wanted. I forgot to swap back to logging the MAP sensor before going for a drive. I know mafcomp will need to be reworked across the board. My WB is now closer to afratioest, and afratioest stayed the same. Overall I think this was a step in the right direction.

Stapl3 said:

I'm running an Easytune box.

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Gotcha.

Where did you get the 18v latency data for the 1250's?

Stapl3 said:

Overall I think this was a step in the right direction.

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That last log doesn't look bad. How much boost was that? Can you log fuel pressure and MAP at the same time?

Calan said:

Where did you get the 18v latency data for the 1250's?

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Figuring out what my injectors actually flow has been a headache.

FIC advertises them at 1250, but they flow test them at 43.5psi and you know they don't flow _exactly_ 1250 even at that psi. So you figure running 37psi base, the injectors flow much less than 1250, about 1063. Which is fine, assuming you know for a fact you're at 37psi.

That's been the issue the whole time, I honestly don't know what my base fuel pressure is. I used five (yes, 5) gauges new and used and each one gave me a different number. I said the hell with it and went electric, but even then there's all the variables of getting that calibrated right.

So even if you do get exactly at 37psi, trial and error is the only way you're going to know what they do at any voltage on the system. FIC sends out a deadtime graph but that's not even correct as their injector drivers used to figure that out differ from what's in the dsm ecu. I basically saw what others do after installing their Easytune, lowered the deadtime to about what I thought it would be ballpark, and went from there. I'll have to change it yet again as my global and base fuel pressure have been changed, and so my mafcomp and deadtime will change with that. I've chased my tail lots this past week.

At this point I feel like all you can do is get it as close as you can and go out for some WOT pulls to see where you're at. Misadjusting the MAF or using fuel sliders is very tempting, I can see how most people do that and move on.

Calan said:

How much boost was that? Can you log fuel pressure and MAP at the same time?

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Boost is the same in all logs, about 17psi. I chose to only log one sensor at a time. There's not many inputs for the ECU with a Mitsu MAF. I'd like to try out water/alch/whatever injection eventually, so I'm leaving that option open instead of dedicated to a fuel pressure or oil pressure sensor. 99/100 times I use the MAP sensor anyways. The fact that my fuel pressure stays consistent off boost and rises 1:1 with it is good enough for me.