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