Turbo + irtb's tip-in problem
#21
Yup, sorry, re-read the op. The first two times I read the things tried unsuccessfully as things I'm going to try.
What doesn't make sense is that your lean spike is corresponding to exactly where the o2 should be seeing the fuel injector spike? How much exactly did you increase the stomp comp by? Last time I had to tune transients from scratch the default values in the ecu was like 6 and it needed to be like 30 (cant remember which value it was). When I first stared adjusting it I though it wasn't doing anything. What exactly can you adjust on your transients? Amount of asynchronous pulses and pulse width right?
What doesn't make sense is that your lean spike is corresponding to exactly where the o2 should be seeing the fuel injector spike? How much exactly did you increase the stomp comp by? Last time I had to tune transients from scratch the default values in the ecu was like 6 and it needed to be like 30 (cant remember which value it was). When I first stared adjusting it I though it wasn't doing anything. What exactly can you adjust on your transients? Amount of asynchronous pulses and pulse width right?
#23
As long as you can choose the blend and run alpha-n for idle and low rpm and then get to complete map by the rpm the turbo spools its ok. I've tuned boosted cars on straight tps, and it sucks a massive taint, even when they're blower cars with airflow more or less always being equal related to tps. But I refuse to ever do it again unless a large stack of bill are placed in my hand, because it takes forever, and makes you want to bunch babies holding kittens.
#26
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It uses a table for TPS x RPM with direct msec values or VE scaling if you want, and a second MAP x RPM table where a 1.000 means 100% fuel value in TPS table, 1.200 = 120% and so on. You can leave the under 100kpa area almost at factor 1.0, because there isn't a big change in manifold pressure but a big change in air mass, more related to TPS position. Over 100 kpa the MAP x RPM table do the trick for increased manifold pressure with increased air mass at the same throttle apertures.
#28
It uses a table for TPS x RPM with direct msec values or VE scaling if you want, and a second MAP x RPM table where a 1.000 means 100% fuel value in TPS table, 1.200 = 120% and so on. You can leave the under 100kpa area almost at factor 1.0, because there isn't a big change in manifold pressure but a big change in air mass, more related to TPS position. Over 100 kpa the MAP x RPM table do the trick for increased manifold pressure with increased air mass at the same throttle apertures.
#29
Itb tip-in has a LOT more throttled volume than single throttle body. People have a tough time as it is when n/a going by tps and not map based enrichment... Turbo+itb is like a 9.5 of 10 on difficulty comparatively. It's going to have a VERY narrow window where it will work correctly. That's Also why you see progressive throttle linkages.
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