INSW20

Mine has the COP expansion harness and runs sequential spark.

Here's the zipped log (original was 15MB). A lot of this was interstate cruising to and from a cars and coffee. The 3rd/4th gear pull is right about in the middle of the log, the only place in this file that I went 100% TPS. I appreciate the input!

My old AEM series 1 was traditional, my G4+ runs modeled and it's so much better in almost every way I can think of. Absolutely would recommend making the change. Just make SURE all of your base settings are correct, like injector and engine info, fuel properties, etc...

For this type of overshoot on a 3-4 gearshift, does this seem more like a P or D issue? Activation issue? Stage 2 on - 5.5psi Stage 3 on - 2.2psi P - 5.0 I - 0 D - 0.8 Base DC is about 29-30%, minus the IAT trim. From the descriptions it seems like increasing D or decreasing P would have very similar effects. Some overshoot isn't that big of a deal, since my highest target boost is 20psi, and it's tuned up to 22psi, but if I can even it out a little bit, I'd like to. In 3rd gear I ramped into the throttle more slowly than the gear change.

Yes, it did, just thought it would be helpful to see the boost curve vs DC. =)

Here was a dyno pull in open loop, if that helps explain my question about Base DC mode. Thank you!

With a closed loop boost target, would it be reasonable to set higher DC at lower RPM to help with spool and torque production? Something like this: Or is this not really necessary due to the Stage1 DC %? Is there any preference for Base DC Mode to be Stage 2 vs Stage 2-3?

Fixed it! I'll work on smoothing out the timing table, which I think will get rid of the waviness. Otherwise it's running well now. Thanks to everyone for all the help!

Swap to modeled as soon as possible. Absolutely recommend it!

Found the timer setup I needed: (the 15 second timer was for bench-testing only)

Here's what I have for now, but disclaimer, this probably needs some fine-tuning to make it more functional and non-intrusive during transitions/gear shifts: I still need to fill in this table and basically fine-tune the whole setup, but that will have to be after tuning is complete. Hope this helps!

I have a virtual aux set up (but not enabled yet during tuning) that triggers an RPM limit 2 to come active if I'm in boost over a few PSI and lambda is over a certain value. It's not referenced to target, but I made the condition for lambda to be a few points over target at the boost level threshold.

Hello all! I've been making some progress on the car, and it's definitely improving in terms of drivability and power. I did most of the work with multifuel turned off (with corrected fuel properties for E14). I zeroed out the table blends so it's 100% on Table 1 for fuel and ignition and everything else I could find. When I turned multifuel back on (and reset appropriate fuel properties for petrol and ethanol) it seems to run exactly the same lambda values as when MF was turned off. It still definitely needs more mapping and logging, but I wanted to see if there was anything else glaring that stuck out to everyone/anyone. It seems much happier with some more timing in it, so I think that's where most of my sluggishness is coming from currently. I have some detcans (mechanical) that I'm using and I'm not hearing any knock yet, but I'm trying to very carefully ease into it, and likely won't go much farther advanced until I'm on E85. I'm still needing 90% VE to get my idle portion of the map reasonably close to target. If there's nothing else out of place, I can scale up the "engine size" to bring it down, but also at this point I'm not maxing out my VE table (yet). The lean bump during idle at the end of the "drive to home" log looks to me like when I turned off my IC fan and power inverter and load dropped into the -9.4psi cell (which I have since added fuel to). Attached logs and current cal. I'll be doing a little more work on petrol and then planning on starting the E85 tune/blend. That will give me some extra comfort when adjusting the ignition map, and I'll make sure I'm 100% on fuel/ignition table 2 when doing that work. As always, thanks to everyone for the input!

Okay, that makes perfect sense. So this table I have (recently within the past few days) zeroed out as such: So I'll continue working on getting this dialed in and then plan on draining the tank and filling with E85 (hoping I don't have to order a container of it) and go from there. Since I have multifuel disabled, will the ECU still use the fuel blend data between gasoline and ethanol? @Adamw, here's what I ended up with after adjusting my deadtimes table and checking different target lambda settings at constant RPM and load: Does this seem close enough I hope? I'm still ending up with some very high VE table values, though. Could this now be somewhat a function of running E14 with multifuel turned off and having my primary fuel set to gasoline only? I guess next time I run it I can enable multifuel just to test if it changes my VE map values. Then finally ran another injector timing test: The runtime marker is at the richest spot, which was at 330BTDC @ 2000rpm. Then I ran at 3000rpm and it read richest targeting end of injection at about 280BTDC. Does that seem reasonable? Thanks guys!

So should I still have it set to 0 if all pump gas in my area is E10? Does that extra 4% make a big difference in where I’m currently at? Everything you’re saying makes sense. I’ll turn off multifuel and keep at it. Then work up to multifuel. Thanks again!

Yes, and that confirmed my deadtimes are incorrect. I’ll get them fixed so my actual lambda changes more closely with my target changes and report back. I think my log captures the discrepancy as-is. Would you expect that change to also drop the rest of my VE map? Or should boost regions still be well over 100%?

Confirmed my fuel pressure sensor is accurate using a mechanical gauge. Verified deadtimes and SPWA are exactly from ID's website for the ID1050x's. Does this look like a deadtime issue to you then? Aside from that, is it normal for me to see VE table values as high as they are at higher RPMs and loads?

Sounds good! I'll double check deadtimes and SPWA, and then test using that method. To confirm, there's not anything necessarily "wrong" if my VE table has for example 110% while I'm still in vacuum and 125%+ while in low boost?

First of all, thank you to all who have provided input and guidance! I upgraded the FPR to an adjustable unit and set base pressure to 43.5psi (3bar). I sent my injectors off for cleaning and flowbenching, and they did confirm that I must not have gotten one of my fuel supply hoses all the way cleaned out of rubber dust after cutting.... anyway, they're clean now and flowed as follows: So I updated my injector setup to 1045cc, and re-cleaned all of my supply hoses and rail and confirmed there's nothing coming out except for fuel now. What I'm seeing after my first drive is that my VE table is skewed a lot higher than I was expecting. Is there something else I missed during setup? Log file and cal file attached. The car feels MUCH smoother now, and my differential fuel pressure is very stable. Please excuse my very rough VE map, I'll be smoothing and filling it in soon, but don't want to spend a lot more time if there's something else in setup that I need to adjust/fix. My fuel maps match, fuel pressure is well-controlled, injectors are verified clean and flowbenched, but I'm still needing to ramp my VE table up to 85%+ at idle and up from there. I also updated my injection timing and will fine tune that once my VE map is in better shape. Thank you all! EDIT: I need to update my short pulsewidth adder for the correct fuel pressure, and double-check my deadtimes. The deadtimes are pretty much spot-on, but would the SPWA be causing some of my issue? Injectors are ID1050x's.

It's been my understanding that it has most impact at low rpm and loads when the injector pulsewidth is short, and can be completed within a small window of crank rotation. At higher rpm and pulsewidths, the injectors are open for a much larger portion of the cycle.

I didn't mean it like that. =) As always, thanks for the help and clarification on all of this! Correct, mostly went with that regulator for ease of fitment. Actually about to order a regulator from you to get my pressure issue fixed. Was going to get the Radium, but if you think the Aeromotive is better quality, I'll go with that. A couple of the dead times I adjusted to get stable AFR's trying to load the electrical system (turning lights and fans off/on). It's a gen2 stroker with around about 9.3:1 compression. It has 9:1 CP pistons, TRD head gasket, and the head was milled.

So first, disclaimer: I agree with everything you're saying. I *could* update to a larger adjustable FPR, but I want to make sure I'm not missing something else before spending that money. My current FPR is too small for my pump, but the pump was fine last year. Plan is to run max of 20psi boost on E85 once I get to that point, but short-term I'm not looking for over 10psi on pump gas. Immediate term, I'm just trying to get into 5-10psi smoothly with some kind of return to how it ran last year. Here's all what I updated since it ran last: turbo, injectors/rail/FPR/fuel lines, coil on plug. The internals weren't touched. The previous FPR was a 50psi base, and the pump had no problem pumping against it. I believe one reason my VE table is so high is that my injectors are set to 1065cc/min at the 3bar base, and my hypothesis is that the ECU does a linear extrapolation on injector flow, when it's not quite linear. So since my pressure is ~50% higher, the ECU expects 50% more flow, when it's actually more like 25% more flow. It then runs a smaller pulsewidth, which is offset by me adding to my VE table. So one more question: is there any way to set up an injector flow table? I'll re-run the injector test. It seemed happiest at idle at 270btdc, but since it's set up as a table, can certainly try it at 3000rpm and extrapolate from there.

Thank you for the input!! For the fuel pressure, it's an Aeromotive 340lph and a Bosch 3 bar FPR, which is rated to flow 220lph if I'm not mistaken. So what I was expecting to happen seems to be occurring, that when the injectors open and take load off the FPR it's allowing a drop in rail pressure. I had rescaled my injectors to 1305cc @ 65psi pressure and that helped lower my VE table numbers, but the drivability wasn't any better/worse. Fuel pressure sensor is one of these: https://www.haltech.com/product/ht-010920-bosch-150psi-fluid-pressure-and-temperature-sensor/ The car was previously filled with E75, and filled a couple times since with E10 (all local stations have some E content) but I believe I have the interpolation set to 100% fuel map 1 at the current ethanol content. I'll still adjust my fuel table 2 to be less of a mess. EDIT: I checked and my fuel table blend is 8%. I can adjust that to 0% for current ethanol content. I can try advancing the injection timing as well, but on stock cams and cam degreeing, the intake valve max lift is about 250 BTDC, so I tried to aim end of injection slightly before then. Is that still too late? Again, I appreciate the help!

Can anyone on here point me in the right direction on if I'm looking at more of an ignition timing or a fueling issue (or both?) as to why my car feels soooo sluggish taking some quick drives. It's certainly not optimized yet, but it seems like I'm less and less able to determine if it's getting better or worse with some changes I've made. I *feel* like it wants more ignition timing, but I'm hesitant to do that at this point. Compression ratio is around 9.3:1-9.5:1, running 93 octane. My goal is to get it reasonably safely into boost so next time I take it to the dyno I can get some useful tuning completed. I'm not trying to 100% street tune, but last time on the dyno the tuner had a tough time getting it into boost without severe stumbling, which seems to be mostly fixed, it's just not smooth at this point. 2.1L 3SGTE (91mm crank) ID1050x plug gap at .028" 1zz coils stock cams (236/236 degrees)

To close the loop on this, here are my trigger scopes.