Mr Plow

Hi All,

In the spirit of community and the help I have received on here, I thought it may be beneficial to some for me to upload my current Haltech map for information. It may help with some setup or mapping queries.

DISCLAIMER: I take no responsibility for the use of this map by any party. You can use it, sell it, mock it, whatever you want – I release any intellectual property on it and offer zero reliance in relation to the map attached or its use.

Quick background: This is the first car I have mapped. I mapped the car when it was NA and then evolved it once the turbo was installed. I’ve got the ear of a few local tuners to bounce ideas off. Car has done tons of fast road and hillclimb track miles with me always messing about with the map.

Technical points:
NSP Software version: 1.27.5
Elite 1500 Firmware version: 3.04.0

Engine is a stock, unopened, UK 1.8 VVT which has been turbocharged.
Compression ratio 10:1
Fuel: UK Shell V Power – 99 RON
Turbo and exhaust manifold: Mitsubishi evolution 4 twin scroll items
3 inch DP and full exhaust
Mitsubishi evo 7 intercooler – IAT usually runs within 4 degC above ambient at top end
Flowforce 960cc injectors
340 LPH AEM fuel pump
Standard fuel filter and fuel line to engine bay, then -10 hose to a Radium fuel rail
Turbosmart FPR then return is back through the original EVAP breather line back to the fuel tank. Base fuel pressure is 43.5psi.
Boost is controlled using a single port on the Turbosmart IWG75
2 boost solenoids used for electronic boost control bleed – a 3 port Mac valve and a 3 port Pierburg – both run on same duty cycle output from the ecu
36-2 tooth trigger wheel
Audi/VAG R8 style COPs
Spark plugs: NGK Spark Plug R5671A-8 at supplied gap

Extra sensors utilised in the map:
Haltech wideband;
Bosch knock sensor;
Flex fuel sensor;
Fuel pressure sensor;
Haltech EGT;
High speed inlet air temp sensor;
Oil pressure sensor

Engine as per the picture:


The car is mapped up to 16.5psi at the top end on a rising boost curve making an estimated 300hp flywheel on a Dynodynamics dyno (need to get it back on). Ignition timing in cruise areas was optimised in steady state on the dyno. In boost was optimised in ramp runs and then pushed on the road to just before the knock limit on the fuel and compression ratio.

I plan to do a series of posts on this topic explaining the main sections of the map – The logic for my choices and interpretation of my experiences. This may help others or create constructive conversation.

Enjoy

yossi126

iTrader: (6)

That is nice of you.
What type of file is that? For a Haltech Suite?

Mr Plow

Yes - Haltech NSP software required. You can download it for free from the Haltech site.

ninerwfo

Hi Mr Plow, a true humaniatrian, many thanks for posting this. I am changing from megasquirt over to Haltech, and these will be very useful, just as a rough starting point. Top form

Mr Plow

I need to update this for a simpler form of fuel map and other changes. But yes - always provided as a rough starting point.

As you hear often - if you can't build a base map or work it out through learning - you probably shouldn't get involved.

I ended up bending 2 of the std rods being greedy on torque. Engine has been apart and the pistons and bearings looked very clean - no observations of strong knock or cylinder overheating over the 2 years of running. The knock detention appears to work well as this is pump unleaded on a VVT.

redursidae

Hi, thank you for sharing this. Do you have any logs you could share as well? I specifically would be interested to see how the knock detection was working with your settings if you have any of those.

Mr Plow

Hello,

Knock sensor is a Bosch motorsport item fitted to same place as the original Mazda sensor. Knock frequency was set by making the engine knock when it was NA before I turboed it using the Haltech knock spectrogram along with a separate audio knock detection system to validate there was knock on the test. This is standard piston in a std 1.8 bore.

Knock thresholds were set from large logs on a very safe timing tune and validated with audio knock detection. I fed the logs into Megalog viewer and used histograms to determine expected average knock levels at different RPM/MAP. Then added a little headroom and created the thresholds. Then over time I've tightened the headroom where possible.

I suspect every engine may have slight differences in frequency and thresholds so will need its own setup and validation.

Do you want a log with knock and knock threshold on a run? I may have one with a knock event if I saved and labelled it so you can see it breach the threshold. Will need to look on my laptop later to see what I may or may not have.

redursidae

Thank you for the explanation and taking the time to respond. It’s super helpful to understand the why and how of things. And yes, a log of a knock event and maybe one without is what I’m after.

Mr Plow

Attached are 2 logs.

One from a dyno session has a knock event which I'd call a false trigger on one of the runs. Its just over threshold but still in trend.

The second log has a true knock event imo where it breaks the threshold, is out of trend.

redursidae

Thank you, this is awesome! How do I give you a cat??

Edit: Found the cats system enable!

Bobbygmf

I thought the v.e. fuel map %100+ fuel cells were rare. Most of your map seems way over the that.

Mr Plow

Whats the query or intention of your statement as its not clear?

My VE figures are the result of using FlowForces's 960 injector characterisation and flow test data. I've since changed to ID1050x injectors. The car started up fine and ran well with only changing the characterisation from Flowforce 960s to ID1050xs so the VE couldnt have been that far off. VE values still remain in plus 100s on the new injectors in an area of boost. Fueling is within 2% error/STFT flat out.

If it upsets you then you could modify the injector characterisation data to pull the calculated VE down to your expectation - some tuners choose to do this. I've gone between injectors without a fuel map issue so I'm quite happy with it or would have investigated further. If I'd modified injector data to peak VE below 100% then the change of injectors may have been a PITA as skewed charaterisations could throw out the fuel model/injector output required.

Bobbygmf

I'm learning. An trying to piece everything together. Working on mine. Sorry it's not clear. Your reply makes sense with the injectors change. An how the short term fuel trim was still good.

watch at 9:57

Also interested why you went with a 3rd axis in the fuel table of temp. So you got all them tables at different temps. I thought the air temp correction table took care of that.

Is this a 93octane tune? I do see you have flex fuel sensor. I didn't notice flex fuel table for more Ignition.could have missed it.

Mr Plow

I play with the 3rd fuel axis to find trends. You can do this in NSP or in MLVHD if you have it. I'd tune fuel VE on a conventional 2D map in the same general environmental conditions. Then I can turn on the likes of the 3rd axis for temp - with long term learning on - and let it chuck in the background. You can then see the trends from the long term trim tables and feed these back into the corrections - like temperature corrections - as they won't be perfect from the off. Its a way to let NSP do heavy lifting in the back ground over a long term use.

This same process can be used for long term leaning and corrections for cam timing, water temp, air temp, EGT, etc.

You could do this in MLVHD using histograms but you would have to record a lot of data over time. I can leave NSP churning it for a season. Ambient air temps from 0 deg C to 35 deg C.

I'm running on UK 99 RON - I'm not sure what that is in US MON - 91/93 etc.

Flex sensor - I have not run ethanol to date. I do use the fuel temp data within the Primary Fuel Density table. This made my fuel tune much more consistent for fuel temp changes.

Bobbygmf

I really appreciate this information. Thanks

Bobbygmf

I noticed your knock Frequency is really high. Like the double the frequency. I know you used the Specrograph to set it up. Just seems weird Calculators have it around 6800hz for our bore size. Not 12323hz

Thoughts?

redursidae

That is because he is using the second resonance frequency. Doing so can reduce the noise in the signal.

Mr Plow

Yup - I found it a much stronger positive signal on the spectrograph at second order frequency on my car.