Rob W

So I ended up putting a value in the top left hand cell that gave me the numbers I knew worked for idle and I think 130 in the bottom right, then filled the map. That gave me a flat map to start. Then When I started driving I multiplied the whole map by the same percentage to richen it up enough to get me in the ballpark. So I'm doing the whole things off the logs in mixture map on my own. It's going really well but.... and it seems to be in the same places as in traditional mode for a cell with plenty of samples in it. I've got a few filters in the mixture map to stop the transients noise, but, there will either be a spike or a hole in the map to get it to return the desired lambda. As much as I try and compensate in the surrounding cells and blend around it the odd lump and hole is still there. It's got non avcs 272 cams in it and I always wondered if the hole was something to do with vacuum at rpm or load. I did install them with a bit of overlap initially but have since taken them back to "straight up" The Charge temp table doesnt really seem to be giving me any trouble. I haven't set the fuel temp coeficient yet, as I'm still working through getting it all stable at lambda 1. It sounds nice though and it drives nice. And I do understand that I won't necessarily be cruising in the cells of concern but Jeez, it would be interesting to see what it would spit out sitting on a load bearing dyno cell for cell.

Thanks Adam. Awesome info. I'm off to have a go in a minute.

Righto. Now the really hard part of this project to work out is going to be the Charge Temp Approximation Table. Now, how do I know if it's the charge table or the VE table. I could chase a spikey old ve table around when I should of been trimming the Charge Temp Table. What do I have to do to know which one to interfere with? I'm using the supplied table and figures at the moment. Should my IAT control be left on? My IAT sensor is about 150 mm before the throttle body inside a custom fmic pipe.

Excellent. Thanks Adamw. I just pulled that Fuel map down. If that produces good fuel trim the spikey looking old thing I came up with in 15 minutes on the road yesterday might be ok.

Well, I got it idling pretty easy. There was a huge jump in the cell numbers though. Went from 24 to 52. Had to add about 70% in the 2500rpm low load area. I added 50% to the whole map before I started and another 20% to get it close once it was running. I reckon I'm going to need a driver for this one I'll double check my fuel pressure first. Then I'll go and set the Fuel Charge Cooling Coefficient correctly before I get too far ahead of myself.

Sorry for starting a new thread. Please delete. I've done a full internet search and actually found the information I need in here where the forum search function didn't pick it up. Sounds like it's best to start from scratch with the fuel tables.

Just a quick one people. I'm about to take the plunge and set up modelled mode. I'm aiming to get to multifuel eventually. I'm happy with what I've got in fuel main etc. I'm going to leave the overlay table out to start with and come back to it later if there seems to be something niggly. I'm really just asking before I go out there and do it the hard way, what's the go with the main fuel table? Can I multiply it out by a percentage as it sits and expect to get in the ballpark up to a point or is it a drive and extrapolate sort of task. It's an EJ25 build with 272 cams and 165kPa on a 3076 size turbo.

Post your tune file mate

https://www.nzefi.com/product/ethanol-content-sensor-flex-fuel-sensor/ This Flex sensor claims to measure E and fuel temp on one DI. And compatible to G4+ Plug in. How would I configure this to handle both off one signal?

Do you think it might be misfiring all the time Adam? Everytime the throttle is pressed it goes lean and ends up at 1.2Lambda at 300kpa before he has the cut. And I agree, I'd be going to a specialist

If that Lambda sensor is telling the truth you would probably not expect the engine to still be in one piece. Is it wired and calibrated correctly? What is the boost target? 300kpa? It hits 313 kpa a bit after 9.22 and cuts like an over boost protection or WG table may have been set up to do same. If you post a calibration (tune) file there are plenty of people here that will have more chance of helping you

Do ECU logging for the same selected parameters at 100hZ and you might see it will pick up the knock event. Had the same issue.

Awesome you blokes. Seriously. Thanks so much for that I set up the ECU hold time as advised. Went back through the open loop idle procedure. The clamp table needed about 90 points taken out of it at 80* so it's back to where it started from a couple of years ago. Rock solid at every intersection. So far so good. Now I might have a half decent chance of setting up the closed loop idle.

Righto. Thanks. Yes it is v5/6. I set the alive time to five seconds.

Well. You blokes are awesome. No wonder I've been chasing that stepper motor around for the past couple of years. I realised that it reset on key off but the ECU Hold Power had not computed. I have set up AO5 as Ecu hold power. The DI was already set up with ignition switch. At some point in time I was adding fan step to stop it stalling when they came on. Initially it was set to 6. This table here seemed to com as part of a firmware upgrade and has never been populated. Any suggestions? I have made all the changes suggested and will get the car out and see how things go and report back with good results or a new log and tune file

When i put the ID,s in it I put the figures in the SPAT and it wasn't real happy so i cleared it back out. But i can try those again now. Im not sure about the hold time issue but now you mention it I'll look into thst further. Can you give me an insight into how that should be?

This is becoming rather annoying. Engine is a ej25/20 hybrid with 8.2:1 comp, has ID1000X in Radium fuel rails and BC272 cams degreed to advertised specs. I am using a Ballenger AFR500 wideband which seems to be slow to come out of lean condition on overun and start up but other than that the guage reads as per the laptop readout. It is in open loop idle. Closed loop fuel is turned off (it didn't help with this issue) Idle ignition control is on and generally works very well as set up. I have some extra fuel in IAT correction at higher ECT/IAT start up 0%TPS but is not affecting for this log. I did do some work with the charge temp table to try and work around this but it wasn't really helping so I put it out of the equation. I've been spending time on the overall fueling and accel enrichments which I am reasonably happy with at this point, getting it ready to put on a dyno and optimise the set up. The cruise and WOT fueling is consistent at higher MAP and RPM. The issue I'd like another set of eyes to help with is an idle issue that has developed. Once I go to 0%tps it starts to richen up dramaticaly and the revs drop and sometimes stalls out. Pulswidth seems to increase for no apparent reason and just dumps fuel in. Then the MAP starts to jump about. It's not all of the time. I can start it up and have it be fine, although the lambda is not always consistently the same each time under similar conditions. The Idle Air Control Valve is 20 years old its a 1999 wrx. The idle clamp required at 80*-90*c is 90 points higher than it was a couple of years ago. So clamp was around 200, now its up around 300. The MAP sensor is relatively new 3 bar GM style. Not sure if it's a vac leak when warm but I've been over it all a thousand times. Or if the IACV is not good enough to catch it anymore or it's an issue with the MAP sensor. Or if it's tune related. If anyone can have a look over the log and tune file and can see what might be happening with the tune and/or mechanically that would be much appreciated. You can see from 55:20 approximately where the issue is really bad and I've had to tickle the throttle to catch it. There are a couple of other places in the log there where you can find idle and see I've had to do the same thing https://1drv.ms/u/s!AsYB-OUQHJQzzmCWxykRzAR8sPEQ?e=CvaB22 https://1drv.ms/u/s!AsYB-OUQHJQzzl-lRWqKN5kMUnxJ?e=wsXDhV

Thanks Adam.

Hi, I'm trying to permanently delete the bulk of a 55min log file so as I can put a two minute section of it on here for some help with an issue. In the log file manager it will let me delete the section but it will not disappear from the navigator and when I save the file it is still there. I have been all through the help files and followed to the letter but it is not doing what I want it to. Alternatively, how does 'drop box' work? Rgds Rob W

Thanks Adam.

Are the values in the Accel Clamp tables multiplied by the values in the Wake Up Load Correction table as it moves through the load sites in the wake up table or does it deliver the value and multiplier from when the throttle is first pressed. So lets say I press the throttle to the floor at 2000 rpm with values of 40 and 1 at 0 MAP as I move through to say 5000 rpm with values of 10 and 0.5 at 20 MAP would it be returning 5% enrichment at that 5000rpm 20 MAP point or would the 40% commanded at 2000 rpm be decaying?

Another one? What would the injector flow rate be at 43.5 psi for ID 1050x. There is g4 characterization data on the ID website but no specific to ethanol

Thanks Adam. I'm working away so can't respond to this as often as I'd like. Does the Density Temp Coefiicient make a big difference? Can you show me the equation to do the calculations

Bugger. I was hoping that would not be the case. I couldn't work out how to do the calculations. My BP 98 petrol here is 14.4 stoich. I have been trying to google the information to no avail.

I'm looking to run E30-E40. I don't have enough injector or pump to go full E85, so I won't be tuning the second fuel at full strength for the tables to extrapolate between in the blend table. The Link help files give all of the fuel density, stoich ratios, etc for E85. So lets say E30 is going to be my second fuel would I tune the car on E30 and set up the Multi Fuel Blend Ratio Table so that everything over E30 is at 100% and leave the known ethanol properties in the multi fuel table.