Same email address, the gmail one?

 

Yep. Lmk what you want for shipping for the tinyiox boxes too. I need those in the next 2 weeks I hope. Plan to pull the megasquirt while the suspension is at powder coating.

 

$6?

I'll start the printer now, I forget things too easy.

 

Sweet. Guess we're even lol.

Heads up, no idea if it works though.

 

So, no different than straight from ebay?

 

Concealer404 has a 6 speed and 4.3s.
I kinda like it, but both of us have a high tolerance for obnoxious vehicles.

Is tagging not working again?

 

Concealer has no power. Course it feels fine. Add in some real power and you can run a lower final gear.

Here is your new FPR, no idea what the numbers mean, but its packed up, so its now yours.

Email me your address

 

I'll just turn till it leaks, then back off a bit

Thanks!

 

So I've been working with EAE lately and I've introduced all sorts of starting problems. EAE wants to pull 100% of fuel right as crank mode quits, so it catches and dies. If I beat about on it I can get it to start, then things work fine.

Here's a starting log and my tune if anyone wants to help me make sense of this

 

FWIW your supposed to leave ae enabled for fast transitions.

 

Yeah, just feeling things out on eae still. It's all just zeros for now, hope to be able to cut it lots so I waste less fuel on throttle blips for downshifts and thing. My catch can has more fuel than oil normally, means I suck at this.

I guess I should add that I switched back to basemap curves for EAE right now, the y8's stuff I copied was puling fuel in boost like decel fuel cut. With eae it doesn't seem to care that I don't have crazy AE going while cold, no stalls or on throttle hesitation once it starts.

 

Well, I made a new row for under 700 rpm and cut EAE RPM correction factors down to zero. Works, but I don't think it's really right.

 

I can send you my latest temp / rpm curves that keep EAE from screwing up after-start. That will be this evening.

 

Can you post them here so e can all see? I promise you a kitten If you do.

 

FWIW I've been playing with EAE for several months. I've got things pretty nailed down (is anything EVER "nailed down"?), and have been dialing in cold starts as the mornings have gotten colder and colder. I've just scratched the surface with CLT and RPM-based EAE changes.

You're welcome to my maps if interested.

 

That'd be awesome if you guys could share what you've come up with. Kitties all around

I'd share mine, but it's all over the net already. Just this, but with zeros in the first RPM correction rows.

 

Cranking pulse will be cranking pulse. What I have tried to do, is to have a smooth transition from the crank to the running. It has been a long time since I set this up, and car is not running now, but I can say that I was getting close to the goal. Overall goal is actually to have, from first firing, a smooth ramp-up of RPM to about 2000-2300, and then come down to idle set point. Never a negative RPM dot during transition. I was pretty close for most starts. This was in the fall, and now car is still down because LAZY. Spending too much time on MT, and not enough at the shop.
This is somewhat important to Starting, but is really based on driving.



This one is key to the subject at hand... not killing the engine after start







The importance of the ATW_RPM is that (and I don't fully understand why) the virtual puddle (Wall Fuel) grows during cranking. Then when EAE begins to be applied, the puddle is large, and the SFW coefficient is multiplied with it and basically tells the injectors that SWF is supplying all fuel, and for injectors to not open, or open very little. Engine stumbles. By keeping the Wall Fuel smaller, and, as the RPM's just start growing, reducing SFW, the transition from Crank to Run is smoother (smaller, less abrupt change in Pulse Width).

EDIT: Here is my last start, at 50F

 

I have yet to play with EAE, but care to digress a bit on your spark tables? Have you had either of them on a dyno by chance? Table 1 looks pretty aggressive and seems to be a pretty conservative boost level where as the other is a higher boost level but more conservative. Looks like a cool thing to get some data on.

 

He is probably only using 1 table. So the 2nd tables aren't tuned. He's on e85 so he can be as aggressive with timing as he wants, until his rods exit the block.

 

Thanks for the tables, and explanation, EAE still doesn't really make sense to me but I know I have massive wallfuel right after starting, higher than it ever gets again.

You don't ever have problems with EAE getting crazy in boost?

Table 1 is what I'm using now, table 2 is old 91 octane stuff and should mostly be basemap, or a little retarded from there. My car's never been to a dyno, running on "this shouldn't break ****, definitely probably not break things, maybe." I descaled that map because I don't need more kpas, that will vent the block for sure.

This is what JB weld is for, that and oil pans.

Also, almost done!