ECMlink ECMLink is kicking my ass! Help please

[1990AWD]

I am having a lot of difficultly tuning my car on ECMLink V3 using speed density. I have done a lot of reading and research but need some extra help. My idle is pretty decent but the biggest problem is how he is all over the map in AFR when just driving around. It jumps between really lean and richer than it should for being in closed loop.

I am still on the 14B and my mod list is up to date, and I am running 20 psi of boost. I would like to tune for around 10.5-11.0 AFR as I am just on 94 pump gas.

Now I know for WOT that I need to get the AFRest and LC-1 (actual) to be as close to each other as possible, but I don't know how to actually do that.

I also have a problem with knock when pushing it, but if I can get the VE table setup better, than I can just continue pulling timing. I would really like to get a FMIC though, as my IATs are through the roof.

Lastly, I have an uncontrollable knock for the first few minutes I drive the car of the day, but it goes away after a few minutes, and then is gone for the rest of the day. Any ideas? The knock sensor is brand new and the ECU was rebuilt recently by ECMLink.

I've attached a log of the uncontrollable knock at the beginning of the day, but I accidenetly deleted my other logs from today so I'll get some recent ones tonight.

Any direction as to how I work on my AFRs and VE table would be most helpful!

 

[snowborder714]

Post #1 contains the spreadsheet. Post #40 contains a how-to video I made.
ECMTuning User Support Forums

To get rid of the knock, go to the ALS/Knock tab and up the RPM/TPS % to something like 2500 or 3000 and 30%+.

 

[1990AWD]

Ok I'm trying but I can't get it to work on Excel following your video directions. It also says my AFR discreptancy is 1130% and all my new SD values are in the 1000's. I have Excel 2007 if that matters, and I'm not that computer literate.

 

[snowborder714]

Do you have a 3rd gear pull you can post? The sheet is made for WOT tuning. The log you posted in here doesn't have a pull in it.

 

[1990AWD]

Ok here is a good pull from last weekend. I appreciate the help more than you know! Thanks so much.

p.s. I put it in both files because I can't remember which is best.

 

[snowborder714]

Do you have one that is just a 3rd gear pull? That one has two 2nd-3rd gear pulls it looks.

 

[1990AWD]

Here is a third gear pull from 2500-6000rpm. I only did this about 15 minutes ago.

 

[snowborder714]

Here are two files. One file contains the new VE table, and I also changed your knock preferences to 2500 RPM and 30% throttle, so as to help prevent the CEL going off for phantom knock. The other file is of new DA tables. I noticed you were getting a decent amount of knock, probably due to the aggressive 1g tables. I put in the 2g timing tables to help fix that (hopefully). I also put in the Evo mod1 fuel tables to lean it out a bit (10.1 AFR vs. the mid-9's that the stock map has). You don't have to load any of this stuff in if you don't want to or feel uncomfortable doing so, but it is all safe to do. You have your wideband logged, so once we get the VE table solid, then your AFRatioEst should line up beautifully with your wideband. Then if you want to change your actual AFR you just go make the change in the MaxOct DA table.

The ECU config file can be uploaded at any time to the ECU. The DA tables must be done with the key in the ON position but the car not running.

 

[1990AWD]

Thank again so much for the help, and here is a cruise log after putting the new VE table and timing/fuel maps in. The car runs much better, but the SD VE adjust (Combined FT) reccommends a few adjustments, should I use them.

 

[snowborder714]

I would apply them, but blend them in.

 

[1990AWD]

Okay things are going good. This is a third gear pull on my way home from the city and my intake temps were much lower (I need a FMIC BADLY) since it was colder outside. I am going to take out a degree of timing on the cells affected by the knock and see how it is next time I do a pull. The AFRs are still a little off from the OpenLoopMaxOct table, but they are much better when cruising.

The question I have this time is about the throttle tip in. As you can see in the log, when I put my foot to the floor, the car hesitates and the AFR is around 16:1 and takes a while before it really dives into the 11s. Is this something I should be adjusting in the VE table or the BaseTipInTPSAdj?

Thanks again so very much, it makes me feel much better when my car is running better!

Quick question, what are FIC injectors flow tested at? After seeing Corey's post today, I wonder if my global's need adjusting since I am only at 37psi fuel pressure for my 1000cc injectors.

 

[snowborder714]

You could try playing with the BaseTipInTPSAdj. Here's a bit of info on how to use it.
ECMTuning User Support Forums

One point Corey brought up that hadn't crossed my mind before will be found here. I noticed the similarities after running the last log through the Excel sheet and found a fair amount of cells deep into the 100%+ range.
http://www.dsmtuners.com/forums/tuning-engine-management/408785-gvr4-e85-tune-sd.html#post152662475

So before I go suggesting any more adjustments, we need to get this issue resolved.

 

[1990AWD]

Okay, so I increased my BaseTipInTPSAdj and I'll see how it does next time I drive the car. Then I can maybe work with the global or VE table some more with help from you and Corey. I'm still new to this, but I really want to get good at it.

Thanks, Mike.

 

[1990AWD]

Ok, so its been a long time since an update. The car runs really good in WOT pulls, mainly in third gear. My IATs are terrible, but that will be fixed with the ETS fmic I have coming. I have learned how to use your excel file for figuring out new VE values and in the log I have posted, my LC-1 and AFRest are quite close under WOT.

Anyways, the biggest issue I have is with normal cruising around driving. Because the VE table goes from 65 at an idle to 100 at only 3500 rpm at 14.7psia, driving around is very jumpy and far from smooth. There just isn't enough room to smooth out the jumps.

The log I attatched is a third gear pull from tonight just so you can see that and the VE table.

 

[snowborder714]

I would suggest you go back and fix your global/deadtime issues, as with VE being that high, there's something wrong with them. Start over with idle tuning and that should help get the injector numbers dialed in better.

One thing I notice is if I go into the Calculate button on the Fuel tab, your global % is higher than it should be since you have a 1087cc injector size plugged in.


Have you played with this yet while cruising?
sdveadjcomft [ECMTuning - wiki]

 

[1990AWD]

Ok, I'm having difficulty getting the SD values correct at an idle. If I set the deadtime of my injectors to 330 (which is recommended for FIC 1000cc), then my SDAirflowPerRev is too high and lowering the individual SD cell doesn't do anything but put my CombinedFT even farther from 0. How do I do this?

 

[snowborder714]

Deadtime might need to be altered. Just because it says 300 usec on the wiki, doesn't mean that's a definite number. Global is the only number that should be set once and not touched again.

This will show you how deadtime can be adjusted to get specs in line.
http://www.ecmtuning.com/demos/fueltrim.html

 

[1990AWD]

With the MAF I was able to do just like the video, but with SD, how do you know what SD cell number to use to start with? Would you just lower the cell number until it goes to .25 SDAirflowPerRev and then use the deadtime to set the combined FT?

 

[snowborder714]

Track datalog for the SD table.

That's how I envision it working.

 

[1990AWD]

So after a long long time, I got the car running again yesterday after doing some weight loss and installing a fmic. I have the stock MAF on the car so I was able to set the deadtime easier than on speed density, and the car is running pretty good.

I still have a two small boost leaks at 30 psi (AFPR adjusting bolt and j-pipe) but I got a lot out of the intercooler piping. Just fixing the boost leaks changed the MAF setting quite a bit.

Anyways, on to the question. How do you get the AFRest and LC-1 or LC-1 to DA table to match up when using the stock MAF? I think the knock in the attatched log is due to the car running too lean. 12.0:1 on pump 94 is too lean for me. I'd like a safe 11.0:1 or along those lines. Basically, I need to richen up the car.

P.S. I can't remember what kind of file you need, so I attatched both .elg and .csv

Thanks again Brian!

 

[1990AWD]

Any help Brian?

 

[snowborder714]

Oh yes, 12:1 is too lean on pump for my tastes. I would shoot for 11:1 to start off with.

Here's a link on how to adjust the MAF using AFRatioEst, WB, WBFactor, and MAFRaw values.
maftcalibrationbywbo2 [ECMTuning - wiki]

I've attached 2 files. First includes a quick attack at the MAF Comp values. The other contains some changes to the fuel and timing DA tables. The fuel to get it to 11:1 and the timing to knock out a big jump from 12-19* timing or so.


It'd be easier to send me a PM next time noting that you made a new post Also, .elg files are always the preferred. The .csv is only helpful if importing to Excel.

 

[1990AWD]

Oh yes, 12:1 is too lean on pump for my tastes. I would shoot for 11:1 to start off with.

That's what I was thinking. Is that what you think was causing the knock? I just put on a fmic and I haven't touched my timing yet, which was dialed so there was no knock with the heat soaked smic.

Here's a link on how to adjust the MAF using AFRatioEst, WB, WBFactor, and MAFRaw values.
maftcalibrationbywbo2 [ECMTuning - wiki]

Thanks!

I've attached 2 files. First includes a quick attack at the MAF Comp values. The other contains some changes to the fuel and timing DA tables. The fuel to get it to 11:1 and the timing to knock out a big jump from 12-19* timing or so.

Awesome, your the greatest.

It'd be easier to send me a PM next time noting that you made a new post Also, .elg files are always the preferred. The .csv is only helpful if importing to Excel.

Noted!

 

[snowborder714]

The knock issue is possibly related to the AFR. Only way to know is to get the AFR dialed back down to more acceptable values.

 

[1990AWD]

Okay, I have to change a brake caliper tomorrow as the one is grabbing a little, and then I'll do some more driving/logging.

I want my car running good by Sunday as that's the last track day of the year and I'm hoping to run a low 13.