IwantMKIII;1366229 said:
Cool!! Not to get this thread off subject - but - Is it easy for you to use? I don't get much feedback on it.Clarification on Vf signal and tuning.
- Thread starter IwantMKIII
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Cool!! Not to get this thread off subject - but - Is it easy for you to use? I don't get much feedback on it.
Yes it is easy to use! I loved it when i had the safc in... It took the guess work out of the tuning! +++ feedback for your work with excel here as well!!
isnms;1366555 said:
Yes it is very easy to use and usually very accurate.
Like i said though, you should try to incorporate the Vf signal output and what correction output should be done. Not sure if excel can do that but it would really make it well rounded since most want to keep the ECU happy.
Or maybe have a column like with the desired AFR but with desired Vf output too. This way it will tune for AF and will also correct based if you're getting the desired Vf as well.
Logically it shouldn't be hard but since its excel, it may be. Its definitely not Matlab lol
I didn't include VF because you are basically using it to tune for WOT and when you hit WOT the VF switches to 0.
Is also why I don't suggest using it to tune for below 3000~3500. Like if you are cursing around in a lower gear but rpm's are up, you could easily enter this range. The ECU will be trying to make corrections in this situation. My suggestion, if on stock ECU, is not to tune below this range because ECU will be changing anything you do and in turn affecting long term fuel trim.
Thanks for the feedback guys
Is also why I don't suggest using it to tune for below 3000~3500. Like if you are cursing around in a lower gear but rpm's are up, you could easily enter this range. The ECU will be trying to make corrections in this situation. My suggestion, if on stock ECU, is not to tune below this range because ECU will be changing anything you do and in turn affecting long term fuel trim.
Thanks for the feedback guys
It's not so much the number of them, it's more what level is the trigger.
We know that it's mostly dependent on RPM and throttle position... but we don't know exactly what the boundaries are. Is it 3000rpm? 3500rpm? Or 4000rpm? Nobody knows. We've been guessing for years, and we're pretty sure we're close, but it would be really nice to have it nailed down for sure.
We know that it's mostly dependent on RPM and throttle position... but we don't know exactly what the boundaries are. Is it 3000rpm? 3500rpm? Or 4000rpm? Nobody knows. We've been guessing for years, and we're pretty sure we're close, but it would be really nice to have it nailed down for sure.
I assume you're talking about power enrichment...when the ECU goes into open loop. In addition to RPM (Ne) and throttle position (VTA), the ECU looks at intake air volume (Vs) and coolant temp (THW). That's why it's such a moving target. If you can monitor injector duration, the ECU commands a 10-30% increase (depending on coolant temp) during power enrichment. You could make a very good educated guess.
One thing I thought of is the ECU shuts the EGR down during power enrichment...that happens between 4,000 and 4,500 RPM. You could monitor to see when the EGR VSV is powered.
One thing I thought of is the ECU shuts the EGR down during power enrichment...that happens between 4,000 and 4,500 RPM. You could monitor to see when the EGR VSV is powered.
I've been seriously considering building a simple logic switch that monitors vF. Seems like the times when it's 0v and *not* in open loop should be pretty easy to filter out... then I could use this to warn the Maft Pro when it *is* in open loop, and the Maft could take over whenever this was the case.
The only real reason I haven't done this yet is because, well, first of all, I'm lazy, and secondly, I've got other more important fish to fry before I get there.
The only real reason I haven't done this yet is because, well, first of all, I'm lazy, and secondly, I've got other more important fish to fry before I get there.