ECMlink 2G SD and tuning noob

[b00zt3d spyd3r]

Alright I made the switch to SD, changed all necessary setting in ECMLink (as far as I can see from reading and videos). It cranks, but wont really start, when it does it runs for a couple seconds and sputters out. Ran when parked on the MAF.

I'll post a log of cranking if anyone wants to look and see what they can see. I'm trying to learn all this on my own as I don't really have the extra money to have someone do it for me so please no hate. .

 

[Justin DuBois]

Yeah you're absolutely right, imma get that log done and see where I'm at.

Alright here it is 3rd gear, 1500-5500rpms.

Alright! - Knock and Boost.
Good pull. The turbo is finished spooling at around 3700 rpm - This is similar to what I get with a Basterd 20G with a 7cm turbine with 15deg of clip. You don't have a boost spike - so no fancy boost control is needed.

You did find knock at 18-20 psi, at about 11deg of timing.

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This seems normal for 93oct with 2G pistons (8.5:1) compression. Boost is creeping up at the end of the pull. This will make the knock worse. I would not pull any timing to address this. I would recommend dialing back the boost a bit and trying again. To hit your HP numbers, your going to need all the timing you can get.

Regards global fuel - 5k is past the current VE peak in your SD table. At 4500rpm/99 VE you are -3.7% (rich) but at 5000rpm/96 VE your AFR is hitting target, right on the line. If you lower the 4500VE value to calibrate that spot, you won't have a 99 VE peak anymore. You could lean out the global fuel a touch, and see what happens at the 5K spot. I suspect you will increase the 5k 96VE cells closer to 99 to hit the target.

 

[b00zt3d spyd3r]

Alright! - Knock and Boost.
Good pull. The turbo is finished spooling at around 3700 rpm - This is similar to what I get with a Basterd 20G with a 7cm turbine with 15deg of clip. You don't have a boost spike - so no fancy boost control is needed.

You did find knock at 18-20 psi, at about 11deg of timing.

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This seems normal for 93oct with 2G pistons (8.5:1) compression. Boost is creeping up at the end of the pull. This will make the knock worse. I would not pull any timing to address this. I would recommend dialing back the boost a bit and trying again. To hit your HP numbers, your going to need all the timing you can get.

Regards global fuel - 5k is past the current VE peak in your SD table. At 4500rpm/99 VE you are -3.7% (rich) but at 5000rpm/96 VE your AFR is hitting target, right on the line. If you lower the 4500VE value to calibrate that spot, you won't have a 99 VE peak anymore. You could lean out the global fuel a touch, and see what happens at the 5K spot. I suspect you will increase the 5k 96VE cells closer to 99 to hit the target.

Yes its a justin whitesell built 20g billet wheel, clipped and all that jazz. I'm using a hallman manual boost controller, pretty sure I have it all the way down but will double check and lower if possible. (Just checked, had a full turn till lowest boost). So start with that first and do another pull?

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[Justin DuBois]

Yes its a justin whitesell built 20g billet wheel, clipped and all that jazz. I'm using a hallman manual boost controller, pretty sure I have it all the way down but will double check and lower if possible. (Just checked, had a full turn till lowest boost). So start with that first and do another pull?

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Nice - I suspect to use the higher boost levels, you're going to need more octane. You can play with boost and timing to try and work around the knock, but more octane would help you.

 

[b00zt3d spyd3r]

Nice - I suspect to use the higher boost levels, you're going to need more octane. You can play with boost and timing to try and work around the knock, but more octane would help you.

Yeah I'm still on stock internals so I'm not trying to go TOO too crazy . Also it is probably worth mentioning this gas in the tank isn't the freshest as it sat for a while (8ish months) while car was being worked on. It's under a quarter tank though so I'm gonna put some fresh in and see what happens.

 

[Justin DuBois]

Yeah I'm still on stock internals so I'm not trying to go TOO too crazy . Also it is probably worth mentioning this gas in the tank isn't the freshest as it sat for a while (8ish months) while car was being worked on. It's under a quarter tank though so I'm gonna put some fresh in and see what happens.

Good - fresh gas will help, and this is a good reminder - keep more fuel in the tank when you are working on the setup. I had a couple pulls go lean on me - (fuel level sender was not calibrated) and it wasn't until I filled up completely that I realized I was down to about 2 gallons in the tank. You don't want to be sucking air while you are modifying ve tables.

 

[CrackedDSM]

I hate everyone in this thread with running, driving SD setups. Hate your guts.



In the best way though.

 

[b00zt3d spyd3r]

I hate everyone in this thread with running, driving SD setups. Hate your guts.



In the best way though.

Aww don't be hatin you're gonna get yours figured out and it gonna be way faster than my stock block shitbox

 

[1990TSIAWDTALON]

I hate everyone in this thread with running, driving SD setups. Hate your guts.



In the best way though.

 

[CrackedDSM]

Aww don't be hatin you're gonna get yours figured out and it gonna be way faster than my stock block shitbox

IDK man those JusTurbos 20Gs do really well. I'm on a stock block too, just plain old 2G pistons and 1G rods. Nothing crazy.

 

[b00zt3d spyd3r]

IDK man those JusTurbos 20Gs do really well. I'm on a stock block too, just plain old 2G pistons and 1G rods. Nothing crazy.

It is very nice. I can't wait till it's fully tuned and ripping. Turbo is very responsive and spools quick af.

 

[Justin DuBois]

It is very nice. I can't wait till it's fully tuned and ripping. Turbo is very responsive and spools quick af.

20G-3700rpm spool is quick, but Big16G-3200rpm spool is quicker. I love the Big16G for this. The 20G billet compressor gives more up top - 6000rpm+

Big16G

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20G - 15deg clip - billet compressor (extended tip)

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For a FWD, the 20G without the boost spike is a good combination to help manage wheel spin.

 

[b00zt3d spyd3r]

Alright new WOT log, fresh 93, boost controller all the way down, no other changes. Still got a couple counts of knock on the high end.

 

[Justin DuBois]

Alright new WOT log, fresh 93, boost controller all the way down, no other changes. Still got a couple counts of knock on the high end.

Not bad - this global fuel is really close to where I would leave it. You know you are close to it when you have to decide if a VE change or a Global Fuel change will give you what you want.
At 4500rpm,VE 0.99 the WB Factor is -3.1% (rich)
At 5000rpm,VE 0.96 the WB Factor is -0.3% (good)
At 5500rpm, VE 0.96 the WB Factor is -0.3% (good)

If you want to try a global change, I would go one click leaner on the Global Fuel, and something like:
4500rpm - (leave VE alone)
5000rpm - VE 99 (richer)
5500rpm - VE 98 (richer)

Regards Knock - now you can try a little timing adjustment:
As soon as the pull moves into the 5K cell - advancing the timing from 11 to 13 deg, knock shows up and timing is pulled back to 12. The most timing achieved is 13.4 deg at 6K, when the table is asking for 16.

You can use this trend to lower the timing at the top of the table. I would start at the 11deg cell, and ramp up to 14 deg at 6.5K cell, topping out the ramp at 17 deg at 7.5K - then go make another pull to see if you can get a longer pull without knock.

 

[b00zt3d spyd3r]

Not bad - this global fuel is really close to where I would leave it. You know you are close to it when you have to decide if a VE change or a Global Fuel change will give you what you want.
At 4500rpm,VE 0.99 the WB Factor is -3.1% (rich)
At 5000rpm,VE 0.96 the WB Factor is -0.3% (good)
At 5500rpm, VE 0.96 the WB Factor is -0.3% (good)

If you want to try a global change, I would go one click leaner on the Global Fuel, and something like:
4500rpm - (leave VE alone)
5000rpm - VE 99 (richer)
5500rpm - VE 98 (richer)

Regards Knock - now you can try a little timing adjustment:
As soon as the pull moves into the 5K cell - advancing the timing from 11 to 13 deg, knock shows up and timing is pulled back to 12. The most timing achieved is 13.4 deg at 6K, when the table is asking for 16.

You can use this trend to lower the timing at the top of the table. I would start at the 11deg cell, and ramp up to 14 deg at 6.5K cell, topping out the ramp at 17 deg at 7.5K - then go make another pull to see if you can get a longer pull without knock.

Whew! That sounds like a lot to take in for me I'm gonna go over this slowly and make sure i'm doing this right, thank you for input again I really appreciate your help. So maybe a click leaner on the global, adjust VE in those areas mentioned. I'm gonna do some more learning on the timing as I've never messed with timing before. Just to see if I understand this, start around the 5k 11degree timing cell and increase two degrees up to 7500?

 

[CrackedDSM]

God that looks like a fun turbo. You get full boost by like 3800RPMs and positive pressure before 3000. Damn.

 

[Imback]

The log looks good. afrest and wideband are pretty close. You just need to adjust timing.

 

[b00zt3d spyd3r]

The log looks good. afrest and wideband are pretty close. You just need to adjust timing.

Thanks man ill take a look in the morning when I get back on the laptop

 

[b00zt3d spyd3r]

The log looks good. afrest and wideband are pretty close. You just need to adjust timing.

gonna load these settings and try and see what it does.

 

[Justin DuBois]

Whew! That sounds like a lot to take in for me I'm gonna go over this slowly and make sure i'm doing this right, thank you for input again I really appreciate your help. So maybe a click leaner on the global, adjust VE in those areas mentioned. I'm gonna do some more learning on the timing as I've never messed with timing before. Just to see if I understand this, start around the 5k 11degree timing cell and increase two degrees up to 7500?

You got it. Timing is the most direct way to address knock. The ECU dynamically and automatically saves your internals in real time when it pulls timing due to knock. Knock limits are inherent with gasoline, and the more octane in the fuel, the more stable ignition becomes. Knock is ignition without spark, and almost always at the wrong timing. (too early)

A small tweak to the tables will put spark back in control, and prevent pre-ignition. Once you have lowered the timing to prevent knock, you can dial in the AFR mix at the top of the RPM band.

At this point you are still “calibrating” your global fuel and VE table. Calibration puts your ECU into a state where it gets what is asked for in the DA tables.

Tuning is what you will do by manipulating the DA tables after calibration looking for power and responsiveness.

 

[b00zt3d spyd3r]

Alright heres new 3rd gear pull with new DA timing table that @Imback provided. NO KNOCK!!! Also a click leaner on global fuel and I think I got the SD table adjusted where @Justin DuBois suggested but I probably did that wrong as I said I am a total newb with tooning . Also noticed TPSdelta hitting pretty hard. Still wanna rewire my tps connector but I feel like its doing that because of the stiffer s90 throttle body spring? Like if I dont completely stand on it, it starts acting weird. What yall think?

 

[Justin DuBois]

Alright heres new 3rd gear pull with new DA timing table that @Imback provided. NO KNOCK!!! Also a click leaner on global fuel and I think I got the SD table adjusted where @Justin DuBois suggested but I probably did that wrong as I said I am a total newb with tooning . Also noticed TPSdelta hitting pretty hard. Still wanna rewire my tps connector but I feel like its doing that because of the stiffer s90 throttle body spring? Like if I dont completely stand on it, it starts acting weird. What yall think?

oops, you ended up clicking Global fuel Richer. -51.6 is more fuel than -52.
Go -52.3 or -52.7 as leaner.

 

[b00zt3d spyd3r]

oops, you ended up clicking Global fuel Richer. -51.6 is more fuel than -52.
Go -52.3 or -52.7 as leaner.

Shit you're right damn it. See?! Total newb ill fix that and go again when I get back to the house

 

[b00zt3d spyd3r]

Alright lets try this again same settings with -52.3 global. less than one degree knock at a couple points in the pull but felt good.

 

[Justin DuBois]

-52.3 - is where I would stay for now, but this may change if you start to increase your boost and find a point in the VE that needs more than 99, like we almost have here. I wondered if -52.3 was a click too far, as the 0.8% FWB factor is leaner than target. This is small enough difference to leave alone.

Notice the selected area at 4500rpm. Why is your HP and Torque oscillating? I think the road you are driving on may not be smooth - or your suspension or drive line is dead is some way.

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The knock level is acceptable - Keep this timing for the moment.
Now you can start to calibrate and smooth more of your VE table. Get yourself familiar with the linear interpolation functions in the SD tab. You can select a line of data, and interpolate the values in between with a rt-click function on the table:

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Your goal - quite simply - is to manipulate the VE table until WideBand = AFRatioEst

You can see in the pull an 18% separation in AFR compared to target at 2000rpm. This is odd frankly. The VE table is asking for 80% here and that's not nearly as lean in the table as you are actually producing. I started looking in other parts of your setup for an explanation

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What I found was the injector voltage adjust table:

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At that point in the pull you are showing 13.8v in the log which puts you at a shift from 690 to 1200uSec in the table, and for reference you have 120uSec in your global dead time.

Maybe someone can help me out here... I think the combination of injBatteryAdj, Global Dead time, and the VE table are pulling this part of the pull out of whack.

 

[b00zt3d spyd3r]

-52.3 - is where I would stay for now, but this may change if you start to increase your boost and find a point in the VE that needs more than 99, like we almost have here. I wondered if -52.3 was a click too far, as the 0.8% FWB factor is leaner than target. This is small enough difference to leave alone.

Notice the selected area at 4500rpm. Why is your HP and Torque oscillating? I think the road you are driving on may not be smooth - or your suspension or drive line is dead is some way.

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The knock level is acceptable - Keep this timing for the moment.
Now you can start to calibrate and smooth more of your VE table. Get yourself familiar with the linear interpolation functions in the SD tab. You can select a line of data, and interpolate the values in between with a rt-click function on the table:

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

Your goal - quite simply - is to manipulate the VE table until WideBand = AFRatioEst

You can see in the pull an 18% separation in AFR compared to target at 2000rpm. This is odd frankly. The VE table is asking for 80% here and that's not nearly as lean in the table as you are actually producing. I started looking in other parts of your setup for an explanation

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What I found was the injector voltage adjust table:

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At that point in the pull you are showing 13.8v in the log which puts you at a shift from 690 to 1200uSec in the table, and for reference you have 120uSec in your global dead time.

Maybe someone can help me out here... I think the combination of injBatteryAdj, Global Dead time, and the VE table are pulling this part of the pull out of whack.

I used the injector data sheet that came with the injectors for the injbatteryadj table along with the video explaining how to get the correct numbers because the voltages in links table are off compared to fic's voltage table. Also yes it isn't the smoothest of roads but one of the smoother roads in my town. I can definitely try another spot though.

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