Jump to content


  • Content count

  • Joined

  • Last visited

  • Days Won


Steve last won the day on August 17 2017

Steve had the most liked content!

About Steve

  • Rank
    Advanced Member

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Steve

    V6, lambda different bank to bank

    You could loosen up the WG actuator rod a litte bit to fix that tho..
  2. I actually went from aeromotive fpr to stock when i started pwm'ing my pump.
  3. Yeah. Regulator overrun is more common than people tend to beleive. And often quite obvious when you know what to look for
  4. Steve

    g4+ fuel pump control (fixed! see last post)

    There was another post about this not long ago. Link figured it is a bug if memory serves me right
  5. Steve

    Mixture drifting to rich in idle problem

    Until files are posted i`ll have a stab at wild guessing. Running Charge temp approximation? could be to biased against AIT
  6. Steve

    E throttle cl idle control

    You can also try to lower the frequency the dbw works at to help reduce "sticking". Syvecs have a nice strategy where it gives the tb a little "kick" to get it moving
  7. Steve

    Air temp sensor location

    I have two of the t1 sensors. They are great sensors
  8. You dont have the logging rate for this sort of stuff.
  9. Steve

    3sgte st 205 hunting idle

    Post up the pclr and a logfile! No vacuumleak i pressume? Lotusen klar for sessongen nĂ¥ da?
  10. Steve

    About the mounting position of the IAT sensor

    You are using the charge temp approximation table, right? Its a pain to tune but just read up on it and youll get there.. T1 sensors are great. Personaly i have one of the short ones just before the tb and a long one in one of my runners. Im using the long runner one for my speed density fuelequation and it works exelent. No issues with heatsoak in my car. You really want it to meassure the air going into the cylinder so idealy it should be as close to it as possible. However people are usualy fighting heatsoak so most of the time it is placed before the tb. Which is a tradeof. Acuracy vs resistance to heatsoak...
  11. Steve

    300Z G4+ Plug In tune file/log review

    Yeah thats the point. You can look at it like this. When VTC is OFF all the time you got one certain VE table. If you turn VTC ON all the time it will need a different VE (and timing )table cause... Well it breathes differently. Its like two entierly different engines. So you switch between the two different VE maps when you switch VTC on/off. You would need to tune one (complete) table with it on and one with it off. If that made more sense..
  12. Steve

    300Z G4+ Plug In tune file/log review

    They are the same as the main ones.
  13. Steve

    300Z G4+ Plug In tune file/log review

    I used one of the Aux outputs (aux 6 in MY case) set up as a GP output and labeled it as "cam switch". This one is hooked up to the VTC solenoids. Then set the conditions as wanted for cam switching. Then select dual fuel and ignition maps and choose Aux 6 (again, in my case) as the "switch" between tables. Can also use a 4D table instead of a "dual" tables but they dont have the full resolution that the main tables got..
  14. Steve

    300Z G4+ Plug In tune file/log review

    Mike. Ill have a little stab at this.. Your 3500 thng might be some harmonics in your fuelrail due to the lack of a fuelpressureDAMPER(?). Trying a shorter length of vacuumhose to your FPR might also do something about it. Personaly (and i do meen personaly cause im not aware of anyone else doing it) i like to have a separate fuel and ignitionmap for VTC on and off. This way i can dick around with VTC on/off without skeewing the fueling/ timing requirements. You could sspan your y axises in percents instead of 10`s. What i meen is that the percent change from a 0 to 20 kpa is a helluva lot more than the percent change from 180 to 200 kpa. picture attached as example.. Your timing figures are way low. But thats a tuning issue which you didnt ask about. Your lambda targets are quite rich in the cruice area. On a turbo lambda 1 is perfectly fine at athmospheric pressure (and a little above) even though its not on a NA engine (where athmos would be full load/WOT). Injection timing is set to single cell. That could be set to table and done "better". Look at haltechs base map as an example. Your engine protections could be bettered. Like span a rpm limit over enginetemp vs differential fuel pressure (3D table) as an example. Dont see oil temp and oilpressure sensors in your setup but that would also be nice limits to set up.. Just to get your creativity going.. Your idle ignition table could be setup more agressively if needed to stabilize idle. Thats a small start at least.. (Oh. And no shame in asking at your (other) favorite forum )
  15. Steve

    Custom trigger setup

    Again. Do you hava a link to that cam level (50/50) disk?