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Here is the latest fixed table do not mess with dead time, run this --- log post new result. My tool is small pass I am not pushing results its organic convergance...
I attached a ve table as well, I added the new revision and the idle cells were causing an oscillation. But im definitely seeing improvement, my ego barely has to go above 3+- %
you can go back and grab your idle cells from when they were good, for some reason to be honest i have not figured the idle out. Let me go over this log, I am planning on locking idle cells in the next version of my tool.....
You know your idle area, grab ve numbers for idle from old log apply after this new table, I'll smooth this next round for you, my smoother does something a lot diff than tuner studio...
You know your idle area, grab ve numbers for idle from old log apply after this new table, I'll smooth this next round for you, my smoother does something a lot diff than tuner studio...
lots of pulls in this one, my idle ve seems to change what it wants for no apparent reason.
Before I go to sleep.... When you get a min, take a short video with your phone of your VE table while you are at idle, so I can verify the idle cells, I put those cells back to what they were at the start of this along with the latest round of fixes. I did track them down via the logs, this will help me confirm that my tool is binning right which i am 97% sure it is, but it would be nice to have visual confirmation along side my data. I know its right but this will help me tremendously, The tool does great on the VE table as a whole but the idle region is something that i really have to work on, as i said I am working on isolating and locking idle cells out of the process. Some cars it just does not play well with. But.... based on what I am seeing and your seat of the pants feel, overall the car is running better, just the idle is a new issue. Thanks again for letting me run the data thru my tool, I really have not decided on what I will charge even if I will, but you will get a lifetime key for the tool if I do decide to charge for it once everything is worked out.
Cell ownership shift after DT change
NN = Nearest-Neighbor Bilin = Bilinear-weighted
=====================================================
Cell Log 1 NN Log 2 NN Log 1 Bilin Log 2 Bilin
-------- -------- -------- ----------- -----------
900 x 30 76.0% 20.8% 52.8% 28.4%
900 x 36 11.7% 67.3% 22.4% 41.9%
1300 x 30 8.8% 6.9% 15.1% 5.7%
1300 x 36 2.1% 3.0% 6.3% 4.0%
700 x 36 <0.1% 0% <0.1% 10.1%
==============>> Idle may still be slightly lean but now you know where it lives and what cell change has the biggest impact when making adjustments, I apologize about the idle issue I own that.
Hopefully this will fix it up for you ....
Leave dead time as is, I think we will not mess with that any more, since I had to dig deep into this log I think the dead time is actaullly pretty close requardless of what my research said, only way to be sure is contact the company you got it from , send an email and see if they can give you an answer if you wanna chase.
Cell ownership shift after DT change
NN = Nearest-Neighbor Bilin = Bilinear-weighted
=====================================================
Cell Log 1 NN Log 2 NN Log 1 Bilin Log 2 Bilin
-------- -------- -------- ----------- -----------
900 x 30 76.0% 20.8% 52.8% 28.4%
900 x 36 11.7% 67.3% 22.4% 41.9%
1300 x 30 8.8% 6.9% 15.1% 5.7%
1300 x 36 2.1% 3.0% 6.3% 4.0%
700 x 36 <0.1% 0% <0.1% 10.1%
==============>> Idle may still be slightly lean but now you know where it lives and what cell change has the biggest impact when making adjustments, I apologize about the idle issue I own that.
Hopefully this will fix it up for you ....
Leave dead time as is, I think we will not mess with that any more, since I had to dig deep into this log I think the dead time is actaullly pretty close requardless of what my research said, only way to be sure is contact the company you got it from , send an email and see if they can give you an answer if you wanna chase.
Not worried about it, When I had epicefi in the car i used the deadtime tuner, which switches between batch and sequential injection at a certain point to figure out what your deadtime is. I ended up finding 1.21 was the smoothest transition, which is why I had it there. Ill try this table tomorrow. Thank you.,
Idle is like a unit, each cell has dependents adjust one the wrong way and you chase your tail .(idle surge)
Traced the chain and I feel like this will fix the idle issue.
The table I uploaded does not include these, if you still get hunting after flashing that table then this should take care of it.
Tune is looking a lot better, I went thru the last one and did everything by hand.
These numbers you will not see (current) since i gathered these numbers from your latest logs and I put the older idle cell ve numbers in the current table I sent.
I will be locking idle adjustments out any fixes going forward for anyone.
Hi X-Cam34, interesting tool you're building here. I just started tuning my 04 Mazdaspeed and would like to see what your tool says. I already know my tune is way off (learning as I go, but I just started going) so this might be a good test for your tool as well. Let me know how it goes more than happy to share more details and iterate with more logs as well. Thanks.
Your Accel Enrich is too aggressive: Peak Duty Cycle:116.7% ⚠️ LIMIT Which tells me that the AE is too high as I stated: What are your settings can you upload your .msq?
Lean at WOT with injectors maxed is not good, it may just be a setting but I would not venture past 5k RPM until we figure out the issue with the AE.....unless you are ok with risking blowing your **** up!
I suggest giving the EGO authority over the entire table, and it just so happens that the other guy in this thread has settings that will exactly benefit you.
So.... it goes like this. Reduce AE curve, give EGO authority over your entire VE table: Flash the new VE table. Save tune to your car power cycle it, turn the key off take it out for 5 seconds then restart the car....
Re-log do not mess around over 5500 RPM that is where you venture lean. After re-log upload new .csv and your .msq if you can, tell me how things are.
If the AE curve is lowered and the injector max out is settled, then we can see about going above 5500 rpm to get some data.
Oh yeah let me know how the new table treats your car.
Thanks for the prompt reply. I agree the ae is too high. I just started playing around with it a couple days ago and have already chopped at least 40-50% of the fuel down from where it was on the base tune. That seemed to reduce the stumbling when accelerating, but I will drop it even more. Thanks for the tips, I've attached my current tune and will go through the steps listed shortly and upload new logs. Clearly I have not been looking at the right things, hopefully she doesn't blow!
Alright, I made some changes and did a logging run.
I dropped ae by 20% across the board. This helped the stumbling when getting on throttle while moving, but makes it hesitate and bog when revving from low rpm. Much more adjustment needed there, but I'm not sure if its the curve or the values.
I let ego take more control as well. Drivability wise, differences were pretty hard to tell, but it definitely didn't get worse. Attached files as requested, excited to see next recommendations. Thanks!
Side note - it is incredibly difficult to stay under 5.5k rpm for me, not sure if it's because of the 6speed and 4.1 in the back or my heavy foot...
You need to change the RPM axis (the bottom row of the boost target table):
Change from:
Code:
200, 400, 600, 800, 1000, 2000, 3000, 4000
To:
Code:
3000, 3500, 4000, 4500, 5000, 5500, 6000, 6500
The new table is shaped like real driving:
Closed throttle (TPS 0%) row: All 100 kPa = no boost at all, ever. The turbo gets a break when you're not asking for power.
Light throttle (TPS 20-40%) rows: Tiny amounts of boost 105 to 130 kPa (0.5 to 4 psi). Cruising on the highway, light passing, normal driving. Smooth and gentle.
Medium throttle (TPS 60-70%) rows: Moderate boost 145 to 158 kPa (6.5 to 8.5 psi). Pulling onto a highway, accelerating up a hill.
Full throttle (TPS 90-100%) rows: Peak boost 162 kPa (9 psi). The most you can safely make on stock injectors.
Set your overrev protection at 5500 if you don't have the pedal discipline.
This a good idea, but I was mostly joking. 1st, 2nd is super short with my setup so it gets there really quick.
As for specs, it's a 2004 Mazdaspeed Miata that's mostly stock. Fuel - all stock (purple injectors) Air - FM intake and intercooler with EBC Exhaust - Full FM exhaust, AMP wideband using can Ignition - all stock Turbo - stock MSM turbo (IHI RHF5 VJ35)
I bought the car with a blown head, and have rebuilt it over the last year. I've done some other supporting mods like coolant reroute, arp studs, superdamper, heavy duty clutch, machined valves and head surface, etc.
The plan is to learn to tune and get the current setup stable at stock levels + a few psi. Then upgrade fueling and get e85 tuned. The goal is around ~230hp with the stock turbo, which I will eventually keep pushing until something gives and upgrade from there.
if this is a stock turbo Miata then you have your injector size wrong. Should be 265 if stock
I was wondering about this too and saw this semi-ancient post. I assumed I should use the cc number at 55psi.
You need to go back to basic mode instead of advanced, under boost control.
Could you elaborate on the reasoning for this a bit, should I only go to advanced if I can't get good boost control results only using the sensitivity slide? Closed loop boost control in general was a bit confusing for me, does the rest of the cl bc settings look normal?
I will update settings/table today and get some fresh logs again. Thanks again for all the input. Honestly didn't realize how much goes into tuning when I started this project with very little prior research, so mad props to all of you.
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more than happy to share more details and iterate with more logs as well. Thanks.
