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jzx_jake

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  1. jzx_jake

    Heat soak

    Hey guys, running a 2jz on storm, e85 on modelled multifuel. I tuned the car during the winter and it's been excellent until I took it to a hot drift event and got it heat soaked between runs. It was noticeably leaner, enough to feel flat during spool up. I'm using the stock closed element iat sensor in the intake plenum. Logged IAT of 169*f at the track, it's never been over 130*f on the street. Should I change to an open element sensor pre throttle or will I be able to get consistent AFR by using air temp fuel correction? Thanks for any advice
  2. jzx_jake

    2JZ Knock Target

    My sensors also pick up a lot of noise above 6500rpm (2jz) The way I like to set it up is to log knock level on all cylinders during a pull with overly conservative timing, you’ll have a good baseline for normal engine noise. You can also use the high rpm lockout function.
  3. There are variables of course but also rules of thumb, and that’s way too much advance in the peak torque, high MAP area for a WRX on pump gasoline in my opinion. The Link table looks like a great safe starting point, the shape is much better with low timing at peak torque ramping up at high rpm.
  4. Interesting, I would have expected the ethanol number to be a lot higher if I'm understanding that setting correctly. I'll set it up per the help menu instruction. Thanks again
  5. Okay I’ll turn that off. One more question, is there a typical value for fuel charge cooling coefficient of ethanol?
  6. Just needed to increase the fuel table numbers. It's running good now on modelled fuel, nice to have the ecu take care of the calculations instead of tuning two fuel tables Thanks for your time.
  7. I tried using modelled mode briefly and couldn't get the car to run using it. I'll give it another try.
  8. Having an issue with individual cylinder fuel trims not working with dual fuel tables enabled. If I turn off dual tables it works, then if I turn them back on it still works until the ECU is restarted. Any ideas? 1_FlexFuel_tune.pclr
  9. Sorry I never got a chance to do a log, car was down for paint. In case anyone has this problem I fixed it by lowering the proportional gain to 3.0 in the vvti inlet LH control settings
  10. Hi everyone, Running a 2JZGE VVTI and noticed the vvti position hunts back and forth all the time. If I apply the throttle very gently the vvti position is smooth. I've tried adjusting the vvti solenoid frequency with no luck. Any ideas? Jake_tune_1.pclr Log 2018-03-26 5;34;58 pm.llg
  11. Caught the limiter issue on video if anyone is interested. This was the one and only time it happened.
  12. Okay I appreciate you taking the time to look into it. I'll log next time and post it up if it happens again
  13. I didn't log it. Yeah this map was after I raised it to 8500, didn't make any other changes. I can't think of anything either. Is there any way to try to replicate it happening with a simulator or something? I'm worried about it happening again.
  14. Hi, I run a Link G4+ Storm on my 2JZ vvti. I was at a drift event yesterday and I was riding on the limiter for about 10 seconds straight when the limiter quit working and it revved out. For the rest of the lap the limiter was gone and it would rev as high as I wanted to let it. The limiter is set at 8000 with a 500 rpm range and it's always settled nicely right around 7700 until yesterday. It's an ignition cut limit and injector duty cycle never got above 89%. When I got back to the pits I opened PClink and max rpm logged was over 8500. RPM limit active was on and red in the software just idling. I restarted the car and it went back to normal. I raised the limiter to 8500 for the rest of the day and didn't have any more problems. Any ideas on what could have went wrong? I'll attach my tune. Jake_tune_1.pclr
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