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So all you guys or gals think I should do is just dial in the shape of the VE Fuel table, and dial in warm up enrichment some perhaps?
That's what I'm gathering!! Thank you all so much so far.
Did you interpret anything from the log and tune i sent? That might be strange or is it hard to say? Mainly basic settings I'm hoping to verify are correct for my setup.
You can half your REQ FUEL and then double all of the fuel table numbers and the car will run the same. Absolute VE numbers arent as important as the shape of the table.
I'm not quite following this line of thought. REQ FUEL has a very specific and scientific meaning, is the amount of PW required to get stoichiometric AFR assuming a VE of 1, or 100% if you prefer, at "standard" conditions of IAT and CLT, 100kpa, correct voltage and fuel pressure, and so on.
now, if your car needs 100 VE at idle rpm, you have 2 options: you have a magic intake and 2 magic camshafts that bend fluid dynamics laws, or your injectors characterization is OFF by a mile.
I'm not quite following this line of thought. REQ FUEL has a very specific and scientific meaning, is the amount of PW required to get stoichiometric AFR assuming a VE of 1, or 100% if you prefer, at "standard" conditions of IAT and CLT, 100kpa, correct voltage and fuel pressure, and so on.
now, if your car needs 100 VE at idle rpm, you have 2 options: you have a magic intake and 2 magic camshafts that bend fluid dynamics laws, or your injectors characterization is OFF by a mile.
I set the injector dead time based on what I seen on flowforce's website. But it didn't feel like I was really putting in anything unique to my application. Except for the fact that I am using their product :S Felt a little too easy. Is it likely that I put the wrong information in there? Or should I say maybe mine isn't as dialed in as it needs to be?
I did the same exact thing to fill in the Battery Voltage Correction(ms/v). Just used what flowforce has posted on their website. I got the 640cc flow force Miata injectors in case that helps.
http://www.flowforceinjectors.com/instructions/ ps, like I said, only info I added to megasquirt was REQ FUEL estimate based off the size of engine, injector size in cc, etc, and I used the battery voltage correction & injector dead time just from their website on that page. Should that be enough? Or am I messing something terribly up?
But as for "PWM Current Limit(%)", "PWM Time Threshold(ms)", and "Injector PWM Period(us)", I would like to fill those fields out IF it's important (which I think it is) except I'm running sequential. Because it is what was chosen on the base map I started with. Aren't those former fields supposed to only be for batched?
I'm new to this, but I learn fast. I'd MUCH rather do things right and not have to learn this the hard way. All insight and knowledge is highly appreciated. Cannot stress that enough
Would you be able to help me out with that please? Or do you know a general guideline that I could follow to figure it out for myself. That could be my problem. Appreciate you
Because right now my idle values are in the high 90's 95's and the 7-8psi boost (140kpa) range of the table, I'm looking at 160 and higher for values to maintain reasonable AFR target. I know something is off.
I'm not quite following this line of thought. REQ FUEL has a very specific and scientific meaning, is the amount of PW required to get stoichiometric AFR assuming a VE of 1, or 100% if you prefer, at "standard" conditions of IAT and CLT, 100kpa, correct voltage and fuel pressure, and so on.
now, if your car needs 100 VE at idle rpm, you have 2 options: you have a magic intake and 2 magic camshafts that bend fluid dynamics laws, or your injectors characterization is OFF by a mile.
How should I edit my injector characteristics for a 640cc Flow-Force Miata injector being installed on a MS2. TunerStudio v3.0.28
1994 Mazda Miata 1.8l BP...
Not sure if it's relevant but here's some info that I have on a card that the injectors came with.
Flow rates (cc/min, gasoline)
Injector #1 static: 661 2ms pulse: 30.7
Injector #2 static: 660 2ms pulse: 30.6
Injector #3 static: 661 2ms pulse: 30.6
Injector #4 static: 662 2ms pulse: 30.7
Currently my REQ_FUEL is what it should be, going from stock 1.8 injectors.
The injector dead time is 1.120@ 13.2v
Battery voltage correction is 0.144.
What other characteristics do I need to change?
Note: For anybody new to the thread; You do not have to read over any of my earlier posts. They are all practically saying this same thing.
Update
I've rented a fuel pressure tester from Autozone. If I have some free time tomorrow night, I'm going to test fuel pressure at idle, cruise and WOT. It could definitely be in fact the reason why the VE numbers are so high during idle. and through out. One of my major fears is overworking the injectors. They were a pretty penny out of my wallet.
Your Idle Valve Closed duty 5% and Open Duty 23%.
looks unusual
Thank you so much for spotting that.
Is that controlled by a setting or is it a reading, based on hardware signal output? Like for example, I'm pretty sure that the idle control valve air hose is kinked pretty bad. I was eventually going to put a better hose there to fit it properly and not have it kinked/restricting flow.
Do you think it's possible the hose that is causing the duty numbers or is it also a setting on tunerstudio?
Thanks
ps. I'm going to still be running the fuel pressure test in an hour or so.
Is that controlled by a setting or is it a reading, based on hardware signal output?.
Should be the settings based on the idle valve test.
You mentioned you use DIY basemap for 94-95 1.8L Miata from megasquirtpnp.com, take CL settings from that basemap too
When I load up the basemap just to check the idle settings
It's originally setup to run open-loop (warmup)
PWM valve (2 or 3 wire)
Not sure why or even if I had it changed to open loop but when I switch the base map over to closed loop, it has:
Idle Valve closed Duty 5.9
Idle Valve Open Duty 23.5.
So that's what it has on the base map as default.
Edit: Small side question, Could me venting the PCV valve opening straight to atmosphere with no pcv valve at the moment possibly be causing this? - I'm going to re-install the pcv valve temporarily to see if it might fix it. Along with the fuel pressure test if I get enough time to try it before the fireworks tonight.
I tried the changes and it didn't do anything. But I will keep them. because it does idle pretty good.
Quick question: Am I supposed to have the throttle blade fully closed via the screw input in order to tune idle fully with megasquirt? Or not?
I just wish I knew what was causing the high VE numbers. Very afraid of overworking the injectors. What could be causing this? Is there a way to check if the injectors are working harder than normal for idle?
Does THIS mean I've been running on 2 cylinders this whole time?!!!
jk idk. Well I checked the duty cycle 1 & 2 numbers on some of my boosted pull logs and it seems to never go higher than 40 at the max. So should I just rest assure that I'm probably not overworking anything? From my high VE table numbers =\
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