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ECMlink setup going ok BUT could do with some extra advice as im going in circles i think (limited knowledge)

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I'd start doing WOT pulls. This is your average fuel trims and it look fine for now.

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As for the knock, it's lean in those spots. Here's an example. Again, I'd do WOT pulls to get correct global, then tune cruise and idle.

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Just want to run over your pics again so i know what im seeing is right in my thoughts.
So the top pic you say is an average? So you took the whole log and it came back as an average of only adding 1% of fuel globally? So thats oretty good to zero so im very close as it stands. Am i understsnding this part right? And reading the WBfactor as the average displayed.

Your second pic im seeing the AFest as 13.5 and WBfactor is 5.2% so thats saying its trying to 'or' wanting to add fuel 5.2% more to bring that 13.5 AFR down to a safer level thats in my min or max octane charts? So i would then check my VE table for this section and add a higher number to add more fuel for that cell correct.
 
If possible I would lower boost to roughly 10 to start with. It's just safer. As I mentioned above the goal for wbfactor is to be as close to 0 while maintaining the cells in the sd table to be 100 or less for wot.

My tuner prior to me learning suggest for me to change the springs in the gate lower to maintain 10psi. Then up boost in 5psi increments.

When doing wot, just track the datalog and add that wbfactor percentage to that cell. Eventually at the end, the cells would be balances up to 100. If not the global needs adjusted and repeat the process. That's how I would do it. I cant comment on any timing adjustments though.
I was not sure on this at first as i think i read about doing this way but then in my head it dont make sense. As boost means fuel so if you setup to low boost then you will have to readjust it all again anyway when you turn the boost up surely?
 
I'm not familiar with DSMLink itself but have been tuning my cars for quite a few years now with the likes of SCT, HPtuners and using the blackbox ecu with my dsm.

Some things that might help your thought process

Everything is really tuned with air, meaning if you need more fuel somewhere you figure out where you need to add air

When you add air the ecu/pcm will calculate the proper amount of fuel based on the air, with MAF systems its some form or measured air count, with SD is generally some unit of % of cylinder volume filled with air

Fueling is generally a static value to the ecu/pcm unless you have a returnless system with pcm controlled pump driver

By static I mean your fuel pressure with a rising rate regulator maintains a constant pressure at the injector tip, raising pressure to counter manifold pressure and reducing pressure due to manifold vacuum but is trying to maintain a constant or around 43psi at the injector tip, this is constant so the ecu can easily calculate required fueling based on estimated air mass changes, even though fuel pressure changes at the rail it should be static feeding the engine at the manifold

So you generally get your fueling locked down based on the injector data you have which would be done by telling the ecu the injector size and dead time for dsm's, it's more elaborate in newer systems

Dead time is how long it takes the injector to actually open, the dead zone before the injector actually delivers fuel, based on the dead time entered the ecu will add to the injector PW to be able to deliver the proper amount of fuel into the cylinder that it estimates is needed, having accurate dead times means the ecu will be able accurately deliver the calculated fuel required by the engine, most important for a good idle as the PW's are much shorter at idle, especially the larger the injectors are

You don't want to be changing dead time down the road as it will affect your fuel across the board and all the work you did trying to dial in you maf or VE table will be thrown off and you'll need to do it again

Injector size should be close to the actual size of the injector you are actually running, if it's not correct the ecu won't be able to properly calculate the proper PW for the injector to deliver the intended amount of fuel

Fueling should largely be a set it and forget function, you should not need to make many direct adjustments related to things fueling, most of the adjustments should be done to things airflow related, in most cases the math the pcm uses to calculate fuel required will work fine if your MAF or VE is dialed in correctly and giving accurate feedback on air mass in the cylinder

Lock your fueling down and work on your VE map or MAF curve to get air dialed in, at the end of the day air in the cylinder is what all fueling is based on

Turn as few a screws as possible as the more things you change the more things you start working around and it can complicate a rather simple process

Just my experience and perspective in general
I got a reply for you but i will do it once im home and not almost finishing my lunch break
 
Just want to run over your pics again so i know what im seeing is right in my thoughts.
So the top pic you say is an average? So you took the whole log and it came back as an average of only adding 1% of fuel globally? So thats oretty good to zero so im very close as it stands. Am i understsnding this part right? And reading the WBfactor as the average displayed.

Your second pic im seeing the AFest as 13.5 and WBfactor is 5.2% so thats saying its trying to 'or' wanting to add fuel 5.2% more to bring that 13.5 AFR down to a safer level thats in my min or max octane charts? So i would then check my VE table for this section and add a higher number to add more fuel for that cell correct.
Yes all the values on the bottom of the first screen shot are an average of the entire log so you're not too far off.

The second screen shot, it wants more fuel right before it knocks. But I ignore knock below 50% throttle & 4k rpms. You can change that here.

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For global, set your 5-6k rpm ve to 100. This is mine.

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Bobby, just for your own piece of mind, I broke my motor in on gate pressure of 33lbs boost. She never gave me any issues on break in, so I would say it is fine to go with 20 or 24 in your break in also.
Just my .02¢
 
Bobby, just for your own piece of mind, I broke my motor in on gate pressure of 33lbs boost. She never gave me any issues on break in, so I would say it is fine to go with 20 or 24 in your break in also.
Just my .02¢
i read others have setup on proper boost also, im going to look into it a tad more to see whats up with this info and if its ideal, not saying its not but i would like to understand the reasons behind it
 
Yes all the values on the bottom of the first screen shot are an average of the entire log so you're not too far off.

The second screen shot, it wants more fuel right before it knocks. But I ignore knock below 50% throttle & 4k rpms. You can change that here.

You must be logged in to view this image or video.


For global, set your 5-6k rpm ve to 100. This is mine.

You must be logged in to view this image or video.
whats your reason for ignoring knock under those conditions or levels? is it because its not destructive or a problem at non WOT levels? I can adjust that in link sure but I just want to understand the reason first to make sure i follow the logic for the change, I also assume i leave it and never change it back even after tuning right?

you got yours changed from 27.6 onwards so is that where i should look at mine? also you saying this means i will end up working backwards from it right, so im setting VE as my MAX and if it requires anymore then i use global as the adder NOT VE? so this is what WOT will be seeing and its going to be easier to adjust based from presetting VE to 100.
 
I'm not familiar with DSMLink itself but have been tuning my cars for quite a few years now with the likes of SCT, HPtuners and using the blackbox ecu with my dsm.

Some things that might help your thought process

Everything is really tuned with air, meaning if you need more fuel somewhere you figure out where you need to add air

When you add air the ecu/pcm will calculate the proper amount of fuel based on the air, with MAF systems its some form or measured air count, with SD is generally some unit of % of cylinder volume filled with air

Fueling is generally a static value to the ecu/pcm unless you have a returnless system with pcm controlled pump driver

By static I mean your fuel pressure with a rising rate regulator maintains a constant pressure at the injector tip, raising pressure to counter manifold pressure and reducing pressure due to manifold vacuum but is trying to maintain a constant or around 43psi at the injector tip, this is constant so the ecu can easily calculate required fueling based on estimated air mass changes, even though fuel pressure changes at the rail it should be static feeding the engine at the manifold

So you generally get your fueling locked down based on the injector data you have which would be done by telling the ecu the injector size and dead time for dsm's, it's more elaborate in newer systems

Dead time is how long it takes the injector to actually open, the dead zone before the injector actually delivers fuel, based on the dead time entered the ecu will add to the injector PW to be able to deliver the proper amount of fuel into the cylinder that it estimates is needed, having accurate dead times means the ecu will be able accurately deliver the calculated fuel required by the engine, most important for a good idle as the PW's are much shorter at idle, especially the larger the injectors are

You don't want to be changing dead time down the road as it will affect your fuel across the board and all the work you did trying to dial in you maf or VE table will be thrown off and you'll need to do it again

Injector size should be close to the actual size of the injector you are actually running, if it's not correct the ecu won't be able to properly calculate the proper PW for the injector to deliver the intended amount of fuel

Fueling should largely be a set it and forget function, you should not need to make many direct adjustments related to things fueling, most of the adjustments should be done to things airflow related, in most cases the math the pcm uses to calculate fuel required will work fine if your MAF or VE is dialed in correctly and giving accurate feedback on air mass in the cylinder

Lock your fueling down and work on your VE map or MAF curve to get air dialed in, at the end of the day air in the cylinder is what all fueling is based on

Turn as few a screws as possible as the more things you change the more things you start working around and it can complicate a rather simple process

Just my experience and perspective in general
so when i started i thought it was air also since i watched a few videos and jafro's were many of them, he talked about "AIR is FUEL" so i thought that ment the VE was air but then found out it was fuel instead so i got lost starting off haha.

so i do understand the main principle but im double guessing the process as the correct thing to adjust given a certain data i see vs what else im possibly not seeing if that makes sense???
I am learning more and seeing that im likely over thinking the process but im getting there and the more i see peoples details on it the more i understand, some parts are still not logged online here for our ecu so i cannot confirm the true details on such adjustments but those mean to me if its not logged here its not important as ecmlink would also be talking about it alot more if its critical.

my injector size i seem to have pretty good now, idle is nice and spot on so im happy the injector setup is good but as others say here WOT will alter the global anyway but i plan to not touch deadtimes since i know from idle they are good from the data i have acquired!

so the air flow is what i will doing on the VE table now, I have most of the stuff done I need to and its VE time for final tuning across the board and then smoothing it out. i did a long cruise on the weekend and its said to be looking good and safe for WOT tuning so thats my next step and to then go through it all with the adjustments from what i see from that.
 
whats your reason for ignoring knock under those conditions or levels? is it because its not destructive or a problem at non WOT levels? I can adjust that in link sure but I just want to understand the reason first to make sure i follow the logic for the change, I also assume i leave it and never change it back even after tuning right?

you got yours changed from 27.6 onwards so is that where i should look at mine? also you saying this means i will end up working backwards from it right, so im setting VE as my MAX and if it requires anymore then i use global as the adder NOT VE? so this is what WOT will be seeing and its going to be easier to adjust based from presetting VE to 100.
Tbh I can’t remember it’s been so long since I’ve had it that way, since 2017 and I haven’t touched it since.

Yes. See what cell it uses when you get to 5k. Set those values to 100 & also the cells up to 6k. Start doing pulls and pay attention to knock and afrs. Once you get your target afr between 5-6k, that’s your global. Leave it and forget it. You want to lower your timing table too.

As far as boost level, I think you should start at wg pressure but you can start at whatever psi you want. Just safer to start lower and work your way up imo.
 
Tbh I can’t remember it’s been so long since I’ve had it that way, since 2017 and I haven’t touched it since.

Yes. See what cell it uses when you get to 5k. Set those values to 100 & also the cells up to 6k. Start doing pulls and pay attention to knock and afrs. Once you get your target afr between 5-6k, that’s your global. Leave it and forget it. You want to lower your timing table too.

As far as boost level, I think you should start at wg pressure but you can start at whatever psi you want. Just safer to start lower and work your way up imo.
So what you mentioned is another thing i have yet to go to town on and thats target AFR's, of course i dont want them as rich as oem is, so do i set it now to my ideal and i then work upto that or do i do that after the wot tuning is done and all setup? As if thats all right then changing target afr is easy for the ecu to adjust to? I dont know this part.

Im thinking of working with my 20psi first since its a safe solid spring setuo and 4psi wont be an issue i hope for the rest.

I was looking at timing tables vs evos and mines stock and is already quite low. Since its a race car i wanted to make it a bit more aggressive on it then stock is. It works well for the evos so if i could get it close to it thats ok with me. But timing can be adjusted after all the fueling or is it side by side and dependant on knock.
 
So what you mentioned is another thing i have yet to go to town on and thats target AFR's, of course i dont want them as rich as oem is, so do i set it now to my ideal and i then work upto that or do i do that after the wot tuning is done and all setup? As if thats all right then changing target afr is easy for the ecu to adjust to? I dont know this part.

Im thinking of working with my 20psi first since its a safe solid spring setuo and 4psi wont be an issue i hope for the rest.

I was looking at timing tables vs evos and mines stock and is already quite low. Since its a race car i wanted to make it a bit more aggressive on it then stock is. It works well for the evos so if i could get it close to it thats ok with me. But timing can be adjusted after all the fueling or is it side by side and dependant on knock.
Yes set your target afrs first. It’s mainly going to be the wot areas. Then get global set. From there increase to your desired boost level. Then play with timing.
 
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