From Hero to Zhiro (1999 Sixbolt_16g)

[SixBolt_16G]

This seems like a vacuum leak

Found it..

This hose coming off the j-pipe. Looks like its 20 years old after only 4 months. Replaced it with another..Ill give it another go after i fix this caliper.

 

[Justin DuBois]

Found it..

View attachment 766965

View attachment 766966

This hose coming off the j-pipe. Looks like its 20 years old after only 4 months. Replaced it with another..Ill give it another go after i fix this caliper.

Wow… that totally confirms what the data was trying to tell us! Thank you. This will change your fuel trims a lot, Lets see what happens next.

 

[SixBolt_16G]

Finally ot new caliper bolts. Seems like hitting that pothole might have been enough to jar the bolts loose and let them work their way out. While the top bolt was ompletely gone, the bottom bolt was loose, whole the drivers side was still tight.

Also got some sway bar plates from Volk metalcraft since I have the rear control arms that connect the sway bar connects directly to. This moves the sway bay out a little more ao that its not directly agains the subframe. Hoping that will cut some of the rear end noise ive been hearing. But that picture looked like shit so I wont post it.

 

[SixBolt_16G]

Wow… that totally confirms what the data was trying to tell us! Thank you. This will change your fuel trims a lot, Lets see what happens next.

What needs to happen now that the leak has been taken care of? Do i adjust my dead time back to getring +-0 idle fuel trims and run amother cruise/WOT log? Im gonna try to get out and test this car tomorrow if the weather cooperates.

 

[Justin DuBois]

What needs to happen now that the leak has been taken care of? Do i adjust my dead time back to getring +-0 idle fuel trims and run amother cruise/WOT log? Im gonna try to get out and test this car tomorrow if the weather cooperates.

yes! do exactly that

 

[SixBolt_16G]

yes! do exactly that

I was able to get one run in between storms today. Seems like the SD adjustment brought those values down some, now that the leak is gone, altho it does still seems to spike somewhat. What I find odd tho, is that what I had set for boost control was previously hitting 23psi, but that same setting is now only hitting 15psi?

 

[Justin DuBois]

I was able to get one run in between storms today. Seems like the SD adjustment brought those values down some, now that the leak is gone, altho it does still seems to spike somewhat. What I find odd tho, is that what I had set for boost control was previously hitting 23psi, but that same setting is now only hitting 15psi?

Probably because the air going to the waste gate is no longer leaking out of the hoses - so it is pushing the WG open sooner than before. The values in the WGDuty Cycle table will produce different results now.

Here is a suggested VE table - with only minor changes to the low boost and fuel trim areas.

 

[SixBolt_16G]

Probably because the air going to the waste gate is no longer leaking out of the hoses - so it is pushing the WG open sooner than before. The values in the WGDuty Cycle table will produce different results now.

Here is a suggested VE table - with only minor changes to the low boost and fuel trim areas.

Trying to get the boost to move now. Taking a while because its not as sensitive as it was when i had the leak.. Loaded the new values into the SD table.

 

[Justin DuBois]

Trying to get the boost to move now. Taking a while because its not as sensitive as it was when i had the leak.. Loaded the new values into the SD table.

Getting closer - this is a low boost and off boost SD recommendation. When you increase the boost, it will go back on top of the SD Peak. Its good to lean out a few cells here right on the leading edge of the peak dome.

 

[SixBolt_16G]

Getting closer - this is a low boost and off boost SD recommendation. When you increase the boost, it will go back on top of the SD Peak. Its good to lean out a few cells here righ on the leading edge of the peak dome.

Took a cruise this morning with the same boost settings as the previous log which topped out at 16psi, but this time I hit 19psi with no adjustments for the first WOT @ 195 secs. The second WOT @ 1586 secs, i did adjust the boost a little and hit 21psi.

 

[Justin DuBois]

Took a cruise this morning with the same boost settings as the previous log which topped out at 16psi, but this time I hit 19psi with no adjustments for the first WOT @ 195 secs. The second WOT @ 1586 secs, i did adjust the boost a little and hit 21psi.

I took a look at both pulls - here is a suggested SD tweak. Looks like you can Lean out global fuel a touch.

 

[SixBolt_16G]

I took a look at both pulls - here is a suggested SD tweak. Looks like you can Lean out global fuel a touch.

View attachment 768135
View attachment 768136

Loaded new SD table and set global fuel to 51.2.

 

[Justin DuBois]

Loaded new SD table and set global fuel to 51.2.

Boom - Global fuel perfect. Leave it right there. Tweak away on the ve cells you touched in the pull to tighen up the calibration. You decide when it is close enough. I'd look at the sharp transitions in the VE curve and see if there is good alignement or not - Likely it could be improved. My experience has shown me, lumps are not normal. If you can improve calibration by removing lumps - prioritise that until you achieve smooth and aligned.

Crazy how flat the timing looks from 6k -7k. Is that an automatic thing or could you increase timing in the 6.5k-7.5k cells? No knock so far.

 

[SixBolt_16G]

Crazy how flat the timing looks from 6k -7k. Is that an automatic thing or could you increase timing in the 6.5k-7.5k cells? No knock so far.

We havent talked about adjustments to timing, so im not exactly sure how to do so. Are changes to be made to the TimingMinOct or Max?

 

[Justin DuBois]

We havent talked about adjustments to timing, so im not exactly sure how to do so. Are changes to be made to the TimingMinOct or Max?

Min Oct tables only get used when the knock count is continuously pulling timing. At some point there is a blending between the tables.

This is never going to be a normal case so the min oct tables for all practical purposes are not used - leave stock

Max oct is the table used 99.9% of the time.

To adjust timing, log a parameter called HP by Air. You want to try for 10’s Usually you need to increase timing to achieve 10’s but there might be a case where you are hitting 11’s or 12’s. if its between 3-7k, 11’s or 12’s could be too much. 10 is typical

 

[SixBolt_16G]

Boom - Global fuel perfect. Leave it right there. Tweak away on the ve cells you touched in the pull to tighen up the calibration. You decide when it is close enough. I'd look at the sharp transitions in the VE curve and see if there is good alignement or not - Likely it could be improved. My experience has shown me, lumps are not normal. If you can improve calibration by removing lumps - prioritise that until you achieve smooth and aligned.
View attachment 768347
Crazy how flat the timing looks from 6k -7k. Is that an automatic thing or could you increase timing in the 6.5k-7.5k cells? No knock so far.

24psi WOTs @300 secs and @496.. I did the 100 over/under average and made adjustments to the SD table, but it doesnt seem to make a difference in smoothing out that line.

Min Oct tables only get used when the knock count is continuously pulling timing. At some point there is a blending between the tables.

This is never going to be a normal case so the min oct tables for all practical purposes are not used - leave stock

Max oct is the table used 99.9% of the time.

To adjust timing, log a parameter called HP by Air. You want to try for 10’s Usually you need to increase timing to achieve 10’s but there might be a case where you are hitting 11’s or 12’s. if its between 3-7k, 11’s or 12’s could be too much. 10 is typical

I logged the hpbyair this time and looks like its under 10 for the whole run. Havent made any updates there as of yet.What kind of increments would i want to move the numbers in the timing table? or is it like trial and error like the ecm boost setting?

 

[Justin DuBois]

24psi WOTs @300 secs and @496.. I did the 100 over/under average and made adjustments to the SD table, but it doesnt seem to make a difference in smoothing out that line.



I logged the hpbyair this time and looks like its under 10 for the whole run. Havent made any updates there as of yet.What kind of increments would i want to move the numbers in the timing table? or is it like trial and error like the ecm boost setting?

1-2 deg per attempt. analyze between pulls. don't get greedy

 

[Justin DuBois]

Keep in mind, if you make a VE adjustment, and you want to check the results, you need to produce the same boost in the 2nd pull that you did in the 1st pull. If you end up at a different boost level, you won't be hitting the VE cells you just adjusted.

 

[Justin DuBois]

I made this animation to show you how I locate the cells in the VE table based on the 3rd gear pull. I open speed density, enable tracking and detach the table so that I can scroll through the pull while watching the VE table.

 

[SixBolt_16G]

I made this animation to show you how I locate the cells in the VE table based on the 3rd gear pull. I open speed density, enable tracking and detach the table so that I can scroll through the pull while watching the VE table.

Thank you very much for this.

Is there ever a time that you directly edit a cell when you track the log like this or do you always take an average?

Does editing the timing work the same way by taking an average?

 

[Justin DuBois]

Thank you very much for this.

Is there ever a time that you directly edit a cell when you track the log like this or do you always take an average?

Does editing the timing work the same way by taking an average?

You can directly edit at any point while you are reviewing a log. The edits will appear as bold text until they are saved to the chip. Averaging helps when there is "noise" or lots of variation in the WB data. For timing, it is especially important not to have a big shift in numbers as the engine accelerates. You will introduce knock with a bad transition. If you get an increase in knock count when you attempt to increase timing - go back to where it was. 10's with HPbyAir is the target, but Knock is the threshold indicator for tuning timing on pump gas. You have an average of 8's with HPbyAir now. - try for 9's.

 

[SixBolt_16G]

You can directly edit at any point while you are reviewing a log. The edits will appear as bold text until they are saved to the chip. Averaging helps when there is "noise" or lots of variation in the WB data. For timing, it is especially important not to have a big shift in numbers as the engine accelerates. You will introduce knock with a bad transition. If you get an increase in knock count when you attempt to increase timing - go back to where it was. 10's with HPbyAir is the target, but Knock is the threshold indicator for tuning timing on pump gas. You have an average of 8's with HPbyAir now. - try for 9's.

Do you have an example of one of your good logs that you can post, so i can get an idea of what i should shoot for in terms of smoothing out the hpbyair and wbFactor lines?

 

[Justin DuBois]

Street Build - ITFLYS - 1Gina2G

That's a nice, clean set up youve got goingThank you for the compliment! It takes a special kind of stupid to try and keep a track day car in show condition. Special. LOL ;-)

www.dsmtuners.com

Since this VE map has been previously "calibrated" the offset in AFRatioEst and WB is likely a small global fuel change, or it could be this pull was just out due to coolant or intake temps. This timing achieves HPbyAir 10's, and the upper RPM, it creeps up to 11.

 

[SixBolt_16G]

I went back to my log where I was around 21/22 psi and reloaded the boost settngs and the sd mapping so I can stay right there for consistency while trying to smooth out this map. This is the log that I ran and these are the changes that Im proposing for sd table and moving timing a degree at 6k/6.5k/7k just to see/understand how it reacts.

 

[Justin DuBois]

Yes - with one other recommendation. From Left to Right - timing values should always increase. From Top to Bottom - transitions in timing values should always climb to a peak, or start at a peak and then decrease as the boost pressure increases.