K4Tuning

Have you tried to set your antilag enable RPM to something really high like 8k? This should allow cyclic idle to be active but should prevent antilag from working until it sees that rpm, whish means it shouldnt switch to antilag maps and just work as normal. Give that a try and report back.

Thankyou for the response. My strategy for the next time I get on the dyno was to use the steady state function of the dyno to hold 2k, 3k, 4k, 5k rpms, and plug different values into my VVT map to build a “Best Torque” VVT map. Then after that is done, I’ll use the same dyno method do find MBT in vacuum load cells and build the lower part of the ignition map for best torque that way as well. Then after that I’ll blend into the higher boost map that already exists. If there is a more proper way to do this please let me know. Thankyou again for the response!

If nothing has changed with the engine and it was working as should before you removed the wastegate, then there shouldnt be a random loss of compression but that is a possibility. I think a loss of compression would be more noticed before a late spooling turbo. Ignition timing and VVT play a big part as well but if the tune wasnt changed then that is unlikely. Make sure the plugs on the avcs/vvt solenoids are plugged in if your car has it. Possible chance engine could have jumped time, but again not likely if the engine was running well before you removed the wastegate. Im not familiar with a spring method to check boost control system, I would do a boost leak test if you can. Subarus are difficult to do properly. Hope you find something!

Thanks for the reply. I do plan on building a more custom vvt map for my car at some point. For now its close to the stock table. It works fine with no issues, I just didnt know if this table should be zeroed out for finding MBT and then turned back on after MBT values are set. Or if it doesnt matter to set MBT values, I guess an added question would be, If I leave VVT working as is and set my MBT, will this change much later when I build my tuned VVT map? I see what you are saying though, Maybe the proper tune process would be as you say tune the VVT map and then find MBT.

What kind of wastegate is it? Is there any chance the valve seat came out when you removed the gate and either fell off or got left on the table? If the valve seat isnt there it will not build boost properly. It will essentially leak exhaust pressure until it becomes a restriction and then rocket your boost to its target. Thats a possibility. Other possibilities are vacuum related, make sure the boost control system is installed and routed correctly. Other than that double check everything.. Hope you get it figured out. Another reason is the actuator arm may have been adjusted incorrectly and the gate flapper isnt fully shut. Same thing would happen, it would be an exhaust pressure leak.

Hey all I have a question that maybe a more experienced tuner can help me with. Im getting ready to get back on the dyno and do some more fine tuning with my evo 9. This time around I plan on finding my low/mid range MBT ignition timing. Should this be done with the VVT disabled or does that matter much? I dont want the VVT cam advance to skew my tq numbers if im trying to find MBT. Please let me know if there is an appropriate process thankyou!

Thanks I appreciate it! I dont have much information on the car, owner or the tune. Its a BMW and the question was asked to me because im the most familiar with tuning link in our shop. Theres always more to learn but the vehicle was not tunes though us and iv never encountered that situation. I appreciate all info given. I love the helpful link community!

Thankyou for the input, that all makes sense, simple. Im thinking his ultimate fix is to check all settings and tighten up the tune so that if he ever has another sensor failure the map is where it needs to be and vehicle performance shouldnt be effected as much. Thanks again.

Thanks for the input. I dont know the specifics of the vehicle, if its using Link CAN Lambda or a different wideband. I also dont know anything about the tune or the vehicle, just was asked if there was a way to set up a fail safe in the case of a sensor failure. In regards to your response, The owner did mention the sensor read full lean, so I assume the ecu maxed the positive fuel trim in order to try and correct the matter. Ill let him know your response thanks again.

Hey all this question has no specific vehicle relation but is there a proper way to set up the map in the case of a lambda sensor failure? I had this question asked to me and decided to post it to see what everyone thinks. Vehicle was on track and the lambda sensor died. The owner said he felt a loss of power. I would assume if the map was tuned proper, then even without the sensor, the ecu would run off the tuned fuel map correct? Or is there another or better way to set something up in the case of a lambda sensor failure to where the vehicle would run safely without a loss of power to finish a race? Thanks for any info!

Hey you can try changing your error voltages. A lot of factory error voltages are .05V and 4.95V. Sometimes keeping these values will pop up those error messages. Try changing the error low and error high voltages to 0v and 5v. This should keep some of those faults off. Your knock sensor setup is a little more in depth but still pretty simple. The help section is probably the best place to start with that, Hope some of that helps. Let us know how it goes.

Hey, what exactly are you trying to accomplish? Is there a particular reason or application where you need to have 4 conditions met? You can probably accomplish what you are trying to do with only 3 conditions and using the right switch conditions. But to answer your question, you can probably set up an output that needs to meet 3 out of 4 conditions, that outputs to another virtual output where switch conditions to be met will be the first output as well as your 4th condition. So say set up virtual(a) to output virtual(b) and have (b) output your Aux 7 or so. If that makes sense. Might take some playing with but seems simple enough to do. Hope any of that helps or makes sense. If it were me I would try to make it as simple as possible and make 3 conditions work.

Hey nice write up for anyone needing some info on the switchover. I dont have any g4+ experience in my IX. But setting up the g4x from factory ecu was pretty straight forward. Im glad I didnt have to deal with the headache of switching over a tune from one to the other though.

Hmmmm, Sounds like a tricky one. Let us know if you come up with anything.

Just go back through and do all your "dummy" checks. Make sure the TPS is called proper, MAP/BAP match. I would go back to as simple as possibly before making things more complicated. Go back to the correct engine settings even if it maxes out the VE table. I would change to a 2d injector dead time table, and probable adjust the dead times. I did a quick search on data for the FIC 1650s and looks like your deadtimes are slightly off from what im seeing. Turn Asynch injection off for now, see if that does anything different. Give those a try ad see what happens. Let us know.