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. .

 

[curt-s]

That's interesting. You and I have the exact same injectors and while per injector data is different, the table they give seems to be generic. Shows how much individual tweaking is necessary between sets..

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[Justin DuBois]

That's interesting. You and I have the exact same injectors and while per injector data is different, the table they give seems to be generic. Shows how much individual tweaking is necessary between sets..

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@curt-s , what does your setup with these injectors look like? Are you using InjBatteryAdj table?

@b00zt3d spyd3r - Please post an idle log whith coolant temps in the 190-200deg range. I would like to see what RPM, and fuel trims closed loop is trying to achieve.

 

[b00zt3d spyd3r]

@curt-s , what does your setup with these injectors look like? Are you using InjBatteryAdj table?

@b00zt3d spyd3r - Please post an idle log whith coolant temps in the 190-200deg range. I would like to see what RPM, and fuel trims closed loop is trying to achieve.

I have heard of people using stock injbatteryadj values, I was just going down the checklist and getting everything as close as possible. Haven't read too much on this as I couldn't find much info so just plugged them in and went to work . Open to any and all suggestions.

Edit: Didn't see request for idle log gimme a few to get her warmed up

 

[b00zt3d spyd3r]

@curt-s , what does your setup with these injectors look like? Are you using InjBatteryAdj table?

@b00zt3d spyd3r - Please post an idle log whith coolant temps in the 190-200deg range. I would like to see what RPM, and fuel trims closed loop is trying to achieve.

Here's idle took like 10 usecs deadtime away but...

 

[Justin DuBois]

Thank you -
You are carrying a bias in your Combined FT (fuel trim) - I just can't remember if this is Rich or Lean - by about 6%

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At any time, go to the ECU menu and "Reset fuel trims". This will zero out the slow to update LTFT stored number. Any amount removed from the LTFT will move into the fast updating STFT value. The Combined FT field won't change with the reset, as Combined FT is a combo of both LTFT and STFT.

In real time while idling, you can adjust and save a global dead time adjustment - Watch the Combined FT value. Move the dead time value + or - until your combined fuel trims hover around 0%

Once you get there you are done - I'm interested in this new global dead time number, and a new WOT pull once you have that saved.

 

[b00zt3d spyd3r]

Thank you -
You are carrying a bias in your Combined FT (fuel trim) - I just can't remember if this is Rich or Lean - by about 6%

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At any time, go to the ECU menu and "Reset fuel trims". This will zero out the slow to update LTFT stored number. Any amount removed from the LTFT will move into the fast updating STFT value. The Combined FT field won't change with the reset, as Combined FT is a combo of both LTFT and STFT.

In real time while idling, you can adjust and save a global dead time adjustment - Watch the Combined FT value. Move the dead time value + or - until your combined fuel trims hover around 0%

Once you get there you are done - I'm interested in this new global dead time number, and a new WOT pull once you have that saved.

Will do thanks

 

[curt-s]

@curt-s , what does your setup with these injectors look like? Are you using InjBatteryAdj table?

@b00zt3d spyd3r - Please post an idle log whith coolant temps in the 190-200deg range. I would like to see what RPM, and fuel trims closed loop is trying to achieve.

I will be.

 

[curt-s]

@curt-s , what does your setup with these injectors look like? Are you using InjBatteryAdj table?

Also, motor has only 10mins on it, to get some basic adjustments and check for leaks after coolant temp got sufficiently high. Next running of it I need to put some boost in er to break it in. 10mins passed extremely fast, I didn't even realize it was running that long as it felt like 5 or less but my log was just over 600 seconds long so hard to argue that

I had stock DA, 510usec global, 60 VE, and that gave me 14.2afr at 900rpm with 14ish vac. 12.1 off the battery at start, 14.9V from the alt and no head/tail lamp fuses in, if that helps (definitely not)

 

[b00zt3d spyd3r]

Alright did the "reset fuel trims" and did a WOT log and a idle log.

 

[Justin DuBois]

Also, motor has only 10mins on it, to get some basic adjustments and check for leaks after coolant temp got sufficiently high. Next running of it I need to put some boost in er to break it in. 10mins passed extremely fast, I didn't even realize it was running that long as it felt like 5 or less but my log was just over 600 seconds long so hard to argue that

I had stock DA, 510usec global, 60 VE, and that gave me 14.2afr at 900rpm with 14ish vac. 12.1 off the battery at start, 14.9V from the alt and no head/tail lamp fuses in, if that helps (definitely not)

Hah - I'll use a line Mike W said to me on my first new build...
"No boost for you!"

 

[curt-s]

Hah - I'll use a line Mike W said to me on my first new build...
"No boost for you!"

Well the first thing I thought of after seeing the length of the log and realizing how much time had actually passed was "shit, I didn't miss my window did I?"

 

[CrackedDSM]

Well the first thing I thought of after seeing the length of the log and realizing how much time had actually passed was "shit, I didn't miss my window did I?"

Don't sweat it brotha or overthink it. I constantly started and stopped mine with no load on the engine, and it took what felt like forever to get to drive it. The first time you hit any kind of positive pressure with the turbo will help everywhere it needs to. Leave it in gear after a WG pressure boost pull and the rest will be done for you. It's not 1970 anymore, and modern technology with breaking engines in, is way less finicky that it used to be. Just reach out to some of the big name engine builders and they all say the same thing. "Don't be a dumbass, but don't cry yourself to sleep tonight over it either."


Mine has perfect compression across the board, doesn't smoke a single bit, and plugs look great. Even after starting, idling, stopping for extended periods of time dealing with transmission issues and other stuff. Soon as I actually could drive it, I'd give it some WG pressure boost pulls to like 4k-5k, then let off in gear and let it coast to 1k RPMs. I repeated that a bit for like 50 miles or so. From then on, I'm not sweating it. I changed the oil twice so far. Once after first startup and break-in of bearings. Second after 100 miles. The third and final oil change when I'll switch to good stuff is at 500. Your method may vary but this has always worked great for me.

 

[curt-s]

I think on my last build I changed oil twice before it even drove off the property. This time, with Driven BI oil, it's been recommended after a couple hundred km. I'm using an OEM fatty filter which, from my understanding, has one of if not the finest filtering elements available. But thanks for the pep talk, I needed it

I don't want to hijack @b00zt3d spyd3r 's thread too much. but I'm following it intently because they're similar injectors. I am running a cyclone/Manley 8.5/bc272/evo3 exh mani, though, so it's to be seen how much VE data will translate.

 

[Justin DuBois]

This looks very good.

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I'm inclined to ignore the AFR alignment issue at WOT 2000rpm right now. This may clean up with freeway cruise logging, and an "SD VE Adjust (Combined FT)" function. You can try your hand at the WOT VE table adjustments. Just be sure to smooth out the transition to any surrounding cells to the ones you edit. Check the WB Factor at - 2.5k, 3k, 3.5k, 4k, 4,5k, 5k, 5.5k, 6k, 6,5k, 7k. In each cell up the RPM ramp, make small moves, richer or leaner. Your global fuel looks good to go.

 

[b00zt3d spyd3r]

I do get a tpsdelta hit at the beginning of the pull, could that be the reason its lean for a second then catches back up?

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[b00zt3d spyd3r]

So in regards to the tpsdelta reading a value of 1, how much adjustment do you bump it up at a time? One at a time? A couple? Want to see if that regulates that lean spot early in pull and keep moving forward.

 

[Justin DuBois]

So in regards to the tpsdelta reading a value of 1, how much adjustment do you bump it up at a time? One at a time? A couple? Want to see if that regulates that lean spot early in pull and keep moving forward.

BaseTipInTPSAdj

"Adjusts injector pulsewidth based on a throttle-position rate of change factor, TPSDelta (a loggable value). This table lists raw values that are proportional to the amount of throttle tip-in fuel injected. Bigger numbers produce a bigger fuel squirt."

I don't have a good sense of how much to change this table, but you can experiment and see what the AFR alignment does at the TPSDelta values you are generating.

 

[b00zt3d spyd3r]

Alright gave it one click in the basetipintpsadj and did another pull. Now tpsdelta is hitting in the 1 and 2 fields. Here's the log for that. Also did a little cruise log, then sd ve adjust (combined ft), and an after log. Haven't made any wot ve adjustments yet as im more or less just trying to figure out the lean spot first. WOT log was before cruising logs if that matters.

 

[curt-s]

BaseTipInTPSAdj

"Adjusts injector pulsewidth based on a throttle-position rate of change factor, TPSDelta (a loggable value). This table lists raw values that are proportional to the amount of throttle tip-in fuel injected. Bigger numbers produce a bigger fuel squirt."

I don't have a good sense of how much to change this table, but you can experiment and see what the AFR alignment does at the TPSDelta values you are generating.

My Q's about his table would be the 1500 column, where he goes hard down. Granted I'd be ignoring a few hundred milliseconds after just because he drops out back to closed loop right at those first delta spikes, but the lean area leading into 2000rpm shares VE with 1500(less, the closer to 2000 you get).. id possibly bump VE a bit from mid 70s to higher 70s.

It's leaner than commanded but not terribly so considering boost pressure is still very low, so it's more of accuracy vs lean heat. 2000 could also be the fic1200s Achilles heel for pulse width.. I'll know a bit more when I send mine on the road this week

Then there's that 80 island in the midst of 82s, didn't seem like that belonged there

But I only had a quick glance at one log

 

[Justin DuBois]

My Q's about his table would be the 1500 column, where he goes hard down. Granted I'd be ignoring a few hundred milliseconds after just because he drops out back to closed loop right at those first delta spikes, but the lean area leading into 2000rpm shares VE with 1500(less, the closer to 2000 you get).. id possibly bump VE a bit from mid 70s to higher 70s.

It's leaner than commanded but not terribly so considering boost pressure is still very low, so it's more of accuracy vs lean heat. 2000 could also be the fic1200s Achilles heel for pulse width.. I'll know a bit more when I send mine on the road this week

Then there's that 80 island in the midst of 82s, didn't seem like that belonged there

But I only had a quick glance at one log

This is the first time I have seen TPS Delta impact the AFR so blatantly. Its got to be the BaseTipInTPSAdj table for this.

Note - If it drives better at this AFR down low in the load area - use it as a new target after you get calibrated!

Regards AFR alighment for Open Loop - Get as close as you want and then stop. If you start bending things too much to hit an edge case you can end out in the weeds

 

[b00zt3d spyd3r]

This is the first time I have seen TPSDelta impact the AFR so blatantly. Its got to be the BaseTipInTPSAdj table for this.

Note - If it drives better at this AFR down low in the load area - use it as a new target after you get calibrated!

Regards AFR alignment for Open Loop - Get as close as you want and then stop. If you start bending things too much to hit an edge case you can end out in the weeds

So in my case, would you suggest keep adding to the BaseTipInTPSAdj at this point? Last log added a click or two in the "1" field then it asked for more in the "2" field of table. Should I add across the board? Or just where it's hitting on the TPSDelta? Haven't seen too much about this. One video and the explanation on the website

 

[Justin DuBois]

So in my case, would you suggest keep adding to the BaseTipInTPSAdj at this point? Last log added a click or two in the "1" field then it asked for more in the "2" field of table. Should I add across the board? Or just where it's hitting on the TPSDelta? Haven't seen too much about this. One video and the explanation on the website

If it was me? I’d be curious. I would be sure to touch the cells that are being used and smooth out the ones next to the cells modified. Make moves to increase the squirt and, check the impact, then make another move.

 

[b00zt3d spyd3r]

If it was me? I’d be curious. I would be sure to touch the cells that are being used and smooth out the ones next to the cells modified. Make moves to increase the squirt and, check the impact, then make another move.

Yes sir will see what it does tomorrow as it's already dark and late. I did bump up the BaseTipInTPSAdj up another notch earlier and did a pull and log but haven't been able to look at it yet. Will post and update when able. Thank.you

 

[curt-s]

I don't understand how you're able to run using a global of 52%. Basically, by the calculations, you're negating 200cc of fuel flow at pressure. How is it not running pig rich all the time and washing your cylinders with fuel?
Your DA table is set up like mine and your global deadtime is actually close to what I've had to use to get it to idle.. but it's a huge difference between 63% and 51% global fuel. Is your AFPR set at 42.5/43.5?

 

[jed344]

The SD table reflects this is the Global injector fuel that is correct. There is often many factors that effect this from car to car. Not uncommon to see some variation.

For example with all the 2150cc cars I tune it's totally normal on E85 to end up anywhere from -58 to -64% for the car to hit target at 100 VE. The lean spike right on early is likely due to tip in needing fuel. Though I would argue in reality how often will you be going wide open at such a low rpm in that gear but you can tweak that so it doesn't.

10.5 is a smidge richer then I target on pump fuel cars but it is not bad, I have seen some extra fuel help calm some knock down. I would maybe pull a bit of timing at peak TQ, as often when it starts to knock it will continue too vs having it lower there and ramping in harder later I have seen ends up pulling clean. I most times build my timing maps also so at lower load there is more aggressive timing. I see this set up spool's very fast so not sure in say 1st and 2nd if that would be helpful.

For example on a larger turbo car 62mm+ they benefit from this as they cannot make full boost anyway in the lower gears rolling in so the extra timing helps pick up some more TQ. Either way nothing looks terrible and its definitely on the right track.