Help me read my first log ever (ECU+)

[Denji]

I just got ECU+. I dont know how to read my logs well. I'm concerned about the injector duty cycle. Tell me what you can see from my log! The injectors in the car are 450cc until tomorrow. I'm putting in 550cc in the morning. The log is at 15psi only which is why i'm confused about the injectors looking maxed out. Any input welcome. I have added it as a JPEG since its an ecuplus file and i dont know how many people can open those. The run is of 2nd and part of 3rd gear. I woudl have pulled out third longer but i didnt want to go that fast on this particular road. Temperature was around 55 degrees.

Here is a link to a thread where i posted my dyno sheet from awhile back, but its untuned and i havent yet changed anything so it may be some indication. ->

http://www.dsmtuners.com/forums/showthread.php?t=228429

 

[Denji]

Also, I dont know if i posted the right stuff or if its accurate enough. If i need to zoom in on a location or post numbers or something let me know, I'm kinda new at this.

 

[DGajre777]

Basically, close to 6000RPMs in 2nd gear, you are hitting 100% IDC, and running probably a peak timing of somewhere between 16 or 17 degrees of timing. Try putting all the graphs on one screen, it makes viewing it easy.

I have ECUPlus on my laptop, try attaching the file on here, you'll have to change the extension to txt or doc or something else for it to upload and I'll see what I can do with it.

If that doesn't help, try posting in the ECU Plus forums, you may get more help there.

 

[Denji]

Basically, close to 6000RPMs in 2nd gear, you are hitting 100% IDC, and running probably a peak timing of somewhere between 16 or 17 degrees of timing. Try putting all the graphs on one screen, it makes viewing it easy.

I have ECUPlus on my laptop, try attached the file on here, you'll have to change the extension to txt or doc or something else for it to upload and I'll see what I can do with it.

If that doesn't help, try posting in the ECU Plus forums, you may get more help there.

Yeah, I don't know how to put those all one one screen, I'll try to figure it out. Until then, the post is up on the ecuplus forums. I'll see if i can make a link to my file.

Here is a download

 

[DGajre777]

I just looked at your file...
- At 7000 RPMs in 2nd gear at 60 MPH, you are getting 18 degrees of timing, 100% IDC and 1.5 volts of knock.
- At 6000RPMs in 3rd gear at 80 MPH, you are getting 14 degress of timing, 100% IDC and 1.10 volts of knock.
- And your knock sum on the entire run is at 0.

As for viewing everything in one graph, right click on any graph and it'll pull up a context menu, click on VIEWS and then click on ALL IN ONE GRAPH.

 

[Denji]

I just looked at your file...
- At 7000 RPMs in 2nd gear at 60 MPH, you are getting 18 degrees of timing, 100% IDC and 1.5 volts of knock.
- At 6000RPMs in 3rd gear at 80 MPH, you are getting 14 degress of timing, 100% IDC and 1.10 volts of knock.
- And your knock sum on the entire run is at 0.

As for viewing everything in one graph, right click on any graph and it'll pull up a context menu, click on VIEWS and then click on ALL IN ONE GRAPH.

Well yeah , I meant more help me understand what all this means. I can read the graph in a literal meaning. Is the timing good or bad? I know not having knock is good. I also was wondering why my IDC is 100% at only 15psi from an evo III.

 

[kenamond]

Well yeah , I meant more help me understand what all this means. I can read the graph in a literal meaning. Is the timing good or bad? I know not having knock is good. I also was wondering why my IDC is 100% at only 15psi from an evo III.

Is your 190 FP rewired? I didn't see the rewire in your profile.

What does your narrowband O2v look like?

Do you also have airflow logged? You could do a sanity check and see if the IDC makes sense given the load and rpm by looking at the fuel map.

 

[Denji]

Is your 190 FP rewired? I didn't see the rewire in your profile.

What does your narrowband O2v look like?

Do you also have airflow logged? You could do a sanity check and see if the IDC makes sense given the load and rpm by looking at the fuel map.

The 190 lph is not rewired, do you think that might be the problem?
rpm-----o2-----MAS----IDC
5250 =.94v 1332Hz = 82
5500 =.95v 1539Hz = 92
5750=.95v 1606Hz = 98
6000=.96v 1627Hz = 100 from this point on.
6250=.96v 1666Hz
6500=.96v 1712Hz
6750=.96v 1717Hz
7000=.97v 1724Hz

 

[kenamond]

Your O2v don't look like they're leaning out, but I'm not sure if you could infer much about being too rich.

Anyway, can you provide airflow numbers (not just the MAS Hz values, but the (lb/min) or (g/rev) values)? If you know the g/rev, rpm, base fuel pressure, and injector flow rate at that base fuel pressure, you can calculate AFR at the current IDC or calculate what IDC you'd need in order to get a specific AFR.

The fuel map essentially tells how much fuel you need to inject for a given pair of (load,rpm) values (where load is the g/rev number - grams of air per revolution). The Excel spreadsheet I got recently had the fuel map values as AFR as a function of rpm and load, but I don't know if that's how it's stored in by the ECU. If it is, the translation of AFR into an injector pulse width (how long the injector should open) and IDC is not explicitly given in the map and is calculated by the ECU (and I don't know anything about how it does this). If you have larger injectors, I have no idea how hard it would be to get the flow characteristics at the base fuel pressure you're running for that specific model of injector. That's the only missing piece I see. In theory, the injector should flow 450cc/min or 550cc/min, but I'm not sure if that's at 43psi or what. I suspect you can find it out if you know the model of injector.

That's the only way I can think of to do a sanity check on IDC without having WBO2.

 

[2gGSX]

The 190 lph is not rewired, do you think that might be the problem?
rpm-----o2-----MAS----IDC
5250 =.94v 1332Hz = 82
5500 =.95v 1539Hz = 92
5750=.95v 1606Hz = 98
6000=.96v 1627Hz = 100 from this point on.
6250=.96v 1666Hz
6500=.96v 1712Hz
6750=.96v 1717Hz
7000=.97v 1724Hz

I'm going to take a stab at this one, but as a disclaimer, I'm basing this on fuzzy logic and my own set of conditions. Your mileage may vary a little (or, a lot).

From all my logs from the past month, I've looked at my MAFRaw vs. airflow and it's looking like something close to ~55-56 Hz/ (lb/min). I'm at 300 ft above sea level with intake temps at 50-60 degrees.

With that being said, a very VERY rough estimate of your airflow is 28.7-34 lbs/min. I'll be dealing with the average of that, which 31 lbs/min. With that said, you would easily be outflowing 450's.

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Your estimated airflow falls well within what's expected of a 16g at 15 psi. I would also expect you to max out 450's with that sort of airflow on a stock tune as well. Throw the 550's in there and you should go down to 80-85% IDC.

 

[kenamond]

That's exactly what I was talkin' about (except with real load numbers). Once again, 2gGSX has too much time on his hands.

 

[2gGSX]

The 190 lph is not rewired, do you think that might be the problem?
rpm-----o2-----MAS----IDC
5250 =.94v 1332Hz = 82
5500 =.95v 1539Hz = 92
5750=.95v 1606Hz = 98
6000=.96v 1627Hz = 100 from this point on.
6250=.96v 1666Hz
6500=.96v 1712Hz
6750=.96v 1717Hz
7000=.97v 1724Hz

That's exactly what I was talkin' about (except with real load numbers). Once again, 2gGSX has too much time on his hands.

Always with the kind words .

But seriously, if someone will teach me physics, that'd be great.

 

[Denji]

I'm going to take a stab at this one, but as a disclaimer, I'm basing this on fuzzy logic and my own set of conditions. Your mileage may vary a little (or, a lot).

From all my logs from the past month, I've looked at my MAFRaw vs. airflow and it's looking like something close to ~55-56 Hz/ (lb/min). I'm at 300 ft above sea level with intake temps at 50-60 degrees.

With that being said, a very VERY rough estimate of your airflow is 28.7-34 lbs/min. I'll be dealing with the average of that, which 31 lbs/min. With that said, you would easily be outflowing 450's.

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Your estimated airflow falls well within what's expected of a 16g at 15 psi. I would also expect you to max out 450's with that sort of airflow on a stock tune as well. Throw the 550's in there and you should go down to 80-85% IDC.

Thats more than I expected. Thank you for helping me out! Is there any easy way for me to calculate airflow. I dont think I can log that. Also, i dont really get the AFR values becuase i thought the target was around 11 to 1 ratio at WOT. You placed all nines up there.

 

[2gGSX]

The 9.6:1 and 9.5:1 "targets" are the ECU's stock maps. I was under the assumption that you hadn't done any tuning since you said that was your first log.

After reading the ECU+ site, under the MUT-II datalogging, it lists "Air Flow" as a loggable parameter. You should try that, followed by "Air Volume" just for the hell of it if the former doesn't work.

 

[Denji]

The 9.6:1 and 9.5:1 "targets" are the ECU's stock maps. I was under the assumption that you hadn't done any tuning since you said that was your first log.

After reading the ECU+ site, under the MUT-II datalogging, it lists "Air Flow" as a loggable parameter. You should try that, followed by "Air Volume" just for the hell of it if the former doesn't work.

I'm contacting the creator of ecuplus to try and troubleshoot why my MUT-II isnt working.

 

[kenamond]

The fuel map stores different AFR values for each combination of air flow (load) and rpm. It varies; there's not just one AFR.

You should be able to log mass airflow rate. If it's in lb/min, you can convert it to g/rev using the RPM (you have to log both airflow and RPM to do this, but you almost always are logging RPM). Take lb/min, divide by 454, then multiply by RPM to get g/rev (load). That's how many grams of air were in the cylinder at the time that pair of (airflow,rpm) data were logged. If you know the AFR from the fuel map at this load and rpm, you can compute grams of fuel that need to be injected into that load of air to get the desired AFR in the cylinder. And if you know how many grams of fuel will squirt through an injector per second when you're pushing it through at 43psi upwind-downwind difference, then you can figure out how long to open/pulse the injector (the injector pulse width). And you also know how long it takes from intake stroke to intake stroke (2 revs) from the rpm value. That gives you the maximum time the injector can be open (if you hit that limit, the injector is constantly open). The ratio of pulse width to this maximum is your IDC. So if you have your fuel map, rpm, airflow, and injector flowrate, you can compute all of this stuff (just like the ECU or your logger is doing).

 

[Denji]

Are the "ripples" in the 3500 to 5000 rpm range normal? It seems unusual, I'm thinking it might be a boost control problem of some sort. It seems like acheives full boost around 3500rpms and does a little bit of a balancing act trying to maintain the proper boost until 5000. I can feel it in the car too.