Need input on logs.

[kiddsm95]

Previously my E316G was spooling slow, and it turned out to be lean & rich conditions. After a crap tune on the SAFC2 my car is running better, but not quite there yet. I'm running the factory narrowband O2 sensor and using OBD Gauge with a palm m130 for logging. Pulls were done in 2nd gear because I don't want my car impounded for doing WOT 3rd gear pulls.

Any feedback will be appreciated.

 

[linksys42]

Could you re post the last log you did yesterday kiddsm95.

 

[kiddsm95]

I don't have my logger with me right now so tonight I'll post my last log, along with 2 additional logs I took today. The logs today were an attempt to richen up the O2V at 2k and lean out the O2V from 3k on.

 

[kiddsm95]

I must have deleted my logs I took yesterday from my logger, and the csv files are on my work pc. However the logs I took today are fairly comparable so this should give everyone an idea of what my car is doing.

I still can't figure out why my logger is getting null values for air mass flow rate??? I also leaned out the SAFC 2 by 2% from 3k on for these runs, but based off of the results I'll have to lean it out even more. Will achieving 980mV in the higher rpms result in more power at high rpms?

FYI: Both of these runs were at 15 psi. As for my fuel trims, my LTFT's are right at 0, and the STFT's bounce around between 0 & -12. The thing I noticed was that as I actuate 2nd stage (high boost) the fuel trims are pretty much the same. In theory I would think that my A/F settings on the SAFC at 15 psi would radically differ from what they need to be at 20 psi...is this a correct assumption?

One this is for sure, the car's a completely different animal with the E316G.

Let me know what you guys think about the logs, and feel free to comment about what's going on with my timing curves.

Thanks in advance.


Time RPM Timing Airflow O2
2/9/2008 14:42 1852 15 0 0
2/9/2008 14:42 1868 16 0 940
2/9/2008 14:42 2000 19 0 960
2/9/2008 14:42 2180 19 0 960
2/9/2008 14:42 2400 18 0 980
2/9/2008 14:42 2640 13 0 980
2/9/2008 14:42 2908 11 0 980
2/9/2008 14:42 3192 8 0 1000
2/9/2008 14:42 3592 8 0 1000
2/9/2008 14:42 3936 10 0 1000
2/9/2008 14:42 4268 10 0 1020
2/9/2008 14:42 4580 10 0 1020
2/9/2008 14:42 4920 12 0 1020
2/9/2008 14:42 5200 13 0 1020
2/9/2008 14:42 5468 13 0 1020
2/9/2008 14:42 5712 17 0 1020
2/9/2008 14:42 5972 17 0 1020
2/9/2008 14:42 6200 18 0 1020

Time RPM Timing Airflow O2
2/9/2008 14:43 1856 26 0 900
2/9/2008 14:43 1864 26 0 960
2/9/2008 14:43 1880 25 0 960
2/9/2008 14:43 1912 26 0 940
2/9/2008 14:43 1944 26 0 920
2/9/2008 14:43 1988 20 0 980
2/9/2008 14:43 2152 18 0 960
2/9/2008 14:43 2332 17 0 980
2/9/2008 14:43 2520 15 0 980
2/9/2008 14:43 2752 13 0 980
2/9/2008 14:43 3004 11 0 1000
2/9/2008 14:43 3316 10 0 1000
2/9/2008 14:43 3620 10 0 1000
2/9/2008 14:43 3912 13 0 1000
2/9/2008 14:43 4232 12 0 1000
2/9/2008 14:43 4536 13 0 1000
2/9/2008 14:43 4840 13 0 1020
2/9/2008 14:43 5112 15 0 1020
2/9/2008 14:43 5376 17 0 1020
2/9/2008 14:43 5644 19 0 1020
2/9/2008 14:43 5880 20 0 1020
2/9/2008 14:43 6092 22 0 1020
2/9/2008 14:43 6284 22 0 860

 

[kenamond]

Boost shouldn't matter unless you're exceeding the capacity of your fuel system. The ECU uses load (grams of air per revolution) in the determination of fuel. If you run higher boost, you just force more grams of air into the cylinders in a rev. Actually, the ECU uses load and rpm. That gives it coordinates on a fuel map. For each (load,rpm) pair of data in the map is a 3rd quantity which is the amount of fuel it needs to add. So as long as you get the correct fuel map, changing boost shouldn't matter.

I'd search around to see if maybe the wiring of the SAFC has somehow made it so that the logger can't log airflow. If you can't find anything, you might post a new thread to see if you can get help there. Knowing the airflow is essential for determining if you're knocking.

For your timing curve on the 2nd log, it looks like maybe there is a timing dip at 4232rpm, but the timing map is not smooth and has dips in it, so this might be knock, and it might be no knock. Can't tell for sure without airflow numbers.

I'd still see how much it takes to bring those 1000 and 1020 values down into the high 900s, though.

Leaning it out will add power. But leaning it out too much will cause knock. Leaning it out way too much will cause the motor to literally consume itself (the extra oxygen and extra heat will lead to the aluminum parts to literally burn). But this latter case would show very low O2v numbers (below 500 or so). Just remember that knock will kill a motor.