thumpetto007

iTrader: (15)

I like to left foot brake and balance the throttle if I'm having trouble getting to a specific load cell.

poormxdad

I was convinced there was something not right about the recirc valve. Although I have done routine maintenance on it twice during the off seasons since installing the Rotrex kit, this time I really went to town. I polished the crap outta the brass piston and the aluminum bore, and gave both a light coat of Rotella T6. I replaced all the O-rings I could source, leaving only the two on the shank of the banjo bolt. I greased those and confirmed they sealed, and greased the rest of the O-rings. I teflon taped the threads on the banjo bolt, and greased the threads on the ports and end cap. I tightened everything up and reinstalled it.

The engine behavior is completely different. The dip when I lift slightly is gone. The chuffing sound when I'm trying to hold 35 mph in traffic is gone. She seems stronger on the low end, but she also needs some tuning. When I first thought there was something not quite right, I checked every connection and checked for vacuum leaks. I never found anything wrong, so I'm thinking the piston wasn't moving smoothly and completely through the bore during small changes in MAP. However, I'm just guessing.

Thanks,

DNMakinson

iTrader: (3)

Reference the files you attached above.

Above 70kPa, you are using no EGO, and your AFR's are slightly richer than target, but steady. If you go below 70, then EGO begins. It does weird things. I'm thinking due to "simple" correction, which I've never tried. It adjusts in 1% steps, as it should, pulling fuel and moving AFR toward your targets. Then, usually when it gets to your 10% limit, it jumps straight back to 100%? Sometimes sooner. I cannot discern what causes what I'm going to call a "reset".

EDIT: From the source code: /* Simple correction is just a simple up-and-down oscillate around the target correction

So, Yeah go to PID, not simple. If you look at the instructions, they hint that "Simple" works well for Narrow Band. /EDIT

I think I would turn EGO off, or use PID control. See if using PID (whatever settings) makes the EGO act sensibly. In your case, with rich VE, it should go down to your max of -10% and just stay there. Try it at 3000 RPM and 65 kPa, assuming you have not changed anything else except the control method.

I'm not sure why you are limiting EGO to 70kPa and 50% throttle.

You need to continue tuning your VE table as you are still running rich. In your log, EGO enriches your mix only for one brief moment. All the rest of the time that it is active, it is removing fuel.

poormxdad

Yes to all. Now that I'm hopeful I figured out the issue with the recirc valve, I need to take a fresh stab at the VE Table. I turned EGO off and did a little autotuning. I was more interested in driving her around, but it was quickly apparent things had changed for the better. Unfortunately, I had not put in that custom filter ManiacLachy had provided earlier.

Here's the current tune and a log from after rebuilding the recirc valve.

Thanks,

poormxdad

Gentlemen,

I humbly request some of you smart guys take a look at my tune and log. The car behaves differently now that the recirc valve was rebuilt. I used the Custom Filter provided by y8s. ManiacLachy's script (above) has some syntax errors.

EGO was Off. The autotuning I've done shows more places where it added fuel than where VEAL took it away. One thing I noticed is that ORFC seems to kick in quickly, even though I have a 2sec delay. It also seems to kick in between gear changes during hard pulls. Are my settings okay?

Toward the end of the log I ran through First, Second and Third getting up to almost 6700 rpm.

Thanks,

DNMakinson

iTrader: (3)

ORFC is not coming in early. If you look at log. PW goes to zero more than 2 seconds after TPS goes to zero. That is where ORFC is coming into play.

You are going lean sooner because VE at low row is too low. Here is where I'm not certain. Your lowest row is 20kPa. Your trailing throttle is about 13. So it appears that VE is being extrapolated. I had thought that any kPa below 20 (your lowest row) would use the lowest row value. Not so, it appears.

I would say that if you wish to try to control AFR on trailing throttle, before ORFC kicks in, then you need to make your lowest row about 13, and then possibly add to the VE in that area. Certainly dead times and small pulses widths enter in at those PW, and I'm not referring to your settings only, but moreso, actual characteristics. This is a very tough area to tune. I'd say tougher than idle because PW is even lower.

You are getting might close, it would seem.

poormxdad

I've learned that my recirc valve maintenance was not frequent enough, and I was using an improper type of lube on the piston. Kraftwerks provides no instructions for the valve when bundled with the supercharger kit, nor online. I thought I had it covered. The TurboSmart Kompact Plumb Back valve is nearly identical and their website has specific maintenance information. I believe that problem is solved.

Yes. The outcome of changes to the tune now make sense. At least, they make sense to my noobness.

poormxdad

Gents,

Attached is the tune and a log from a 30 minute session on Shenandoah a couple of days ago. Ambient temp was in the mid-80s. MLV says I'm rich in boost in the higher rpms, and I've already made some fuel table adjustments. I'm looking for comments and advice on AE.

Also, despite numerous calibrations, you'll see that TPS shows more than 100% in boost in spots. I don't get that during the calibration. Is there anything I can or should do about it?

Thanks,

poormxdad

Gents,

I'm not feeling the love... again. I could really use some help here.

If you right click the log in Post #28 and go to Max TPSdot, it jumps to about 301 seconds. Although the TPSdot reached 1009.2, the way I read it the max AE was only 111%. The AE curve in my tune only goes to 800 TPSdot, but that number is 42 Percent Added. I'm not getting my noggin around why the AE percentage wasn't more for a TPSdot of over 1000, so I'm not sure what to do about it.

If you scroll to 322 seconds, there's a TPSdot of 39 that results in 116% enrichment. What gives?

Even a short explanation would be greatly appreciated.

Thanks,

curly

iTrader: (25)

You're thinking too much.

DNMakinson

iTrader: (3)

I don't know the answer. I will say that if you have no drivability issues, then I would not worry. I think Curly's right about over-thinking.

If I HAD to give you an answer, it would be that you are expecting more granularity from the log than it can give. Said another way, the events are so quick that what MS actually did is not fully captured in the log data.

If you look at the 301, you will also notice that the enrichment is happening on the graph BEFORE the TPSDot occurs. So I think there may be some timing / smoothing effects going on.

Re: your question in posts #2 and #3. Yeah, those fine points are beyond my unction level to try to understand and decipher. I could tell you what I use, but I could not tell you why or what the differences are. If you cannot find the answer in the documentation, I would suggest a posting on MSExtra.

poormxdad

Let's assume I'm overthinking this. Do the plots at 301 seconds indicate I need more AE at the high end of my AE curve?

Thanks,

DNMakinson

iTrader: (3)

I think not. Likely, the AFR spike to 19 is the result of your previous throttle close, not the opening. Look at 305, you have the same thing, only with the throttle open, and the extra fuel at 301, the AFR goes right back to target.

poormxdad

My Friend,

There's no way I have gotten AE right already.

DNMakinson

iTrader: (3)

OK. Well I don't use it, so I have no nothing more to offer, except to say that cifering AFR excursions during shifts will drive you nuts.

Throttle is slammed shut, stopping virtually all air in and exhaust out to sensor. What you s there to evaluate.

I would evaluate a stomp from a cruise, rather than during a shift.

poormxdad

Sir, you don't use what?

I've got another 30 minute on track log besides the one I posted. There's got to be a few of those in there somewhere.

Thanks,

DNMakinson

iTrader: (3)

I don't use AE. EAE is a more complete solution in my opinion.

poormxdad

Gents,

I did a couple more track days. It was hot. 90+ ambient and basically no clouds. Attached is the latest tune and a log from the track.

This log shows my max MAT was 153.1 and max CLT 224. A log from the previous day had ~155 and ~228, respectively. I still have the a/c installed, TSE radiator with ducting, the single OEM main fan, and she pulls cold air from under the driver's headlight via a modified RB shroud.. Given the rest of my setup, are these normal track numbers?

Thanks,

yossi126

iTrader: (6)

Hood vents? What's your water mix?

poormxdad

No hood vents.

Distilled water with ~20% Zerex G-05 and half a bottle of Water Wetter.

Negative 31 Cats? WTF did you do?