This got me too. In Device Manager go to "Port Settings" then go to the "Advance" button. You can change the Com settings there. It's at the bottom.

 

Magic: If you look at the ignition map, the first column of values all th4e way to the left. There's a couple "blocks" or "cells" there with some minor ignition advance for the lowest RPM's the unit tunes. There was a value of 5 in 2 or 3 of these that I set to 0, and my lugging was gone.

If your unit is setup to full RPM's I can send you the latest map from Maurice. Just let me know.

 

Genom,

Could you sent me the map. I don't have full RPM but I can adjust. I PM'd you my email address.

Thanks.

 

Okay, that worked. Now I can talk to the unit, and I was able to download the default map. Is there any way to test that the unit is actually modifying the settings? Other than driving it and watching canscan? I'm still confused why my AFR results were the same with as without the cz unit.

 

You'll need to have a 10 ft (minium 6ft) USB Cable Extender.

Connect CZ to Laptop and run the eManage software. In the "Options" menu go to "Real Time Display" and log the Airflow Input and Output and % Change. See if it matches your AFR map. Might as well log the throttle position and ignition change just to be sure that the ignition map is working.

While you are there, recalibrate the throttle sensors in the Parameters window. Just follow the instructions on the screen.

I would be concerned if the CZ didn't affect the AFR. Some of the settings on the CZ map were already at 40%. I think the maximum setting on the eManage is +/-50%.

 

Thb throttle posit setting has a lot to do with the a/F adj. Most is at high throttle position and the unit will not reach the adjustments if the throttle is low. Mine was reading 7-82% the way it was in the stock map. Made a huge difference to set it up correctly.

 

jason, thats probably why...your throttle only shows 80%

 

unadjusted CZCanscan values are 12-78 for throttle position the values need to be adjusted to get full range Use (x-12)*1.5 to get throttle position

 

dannobre,

Thanks for the insight into the +12% adjustment on the throttle. No wonder my adjsutment never seem to work.


Jason,

It looks like the CZ is working. Just need further refinement on the AFR map.

 

Hi guys - I started working on a HOWTO for the CZ unit, as I found a lot of problems with getting information on setting it up.

My information may be incorrect, there may be mistakes, I am also missing some screenshots (I'll add them later on). Please review this, and let me know if I have errors.

Also, please take a look at the final graph on the page and tell me what you think. My car had no pinging, but it was going way too lean... Do you think any damage could have happened?

http://tyrannical.org/page-15

 

One thing I noticed in my logs:

RPM / Ignition / Throttle / AFR / Speed
5693.75 25.5 43 11.09201247 81.13
5715.25 26.5 38 11.09201247 81.74
5721 28 33 11.09201247 81.74
5714.5 30.5 28 11.09201247 81.74
5713.5 35.5 25 11.09201247 81.74
5737 36.5 25 11.09201247 81.74
5724.75 37 25 11.22186104 81.74
5739.75 37 24 11.70645053 81.74

I'm doing 81mph with 30% throttle (below the CZ activation) at 5700 rpm and I'm at 11 AFR. It kinda sucks that I either floor it, or I get the ECU crap settings.

 

Can someone tell me if I should use Airflow Voltage or the Greddy Pressure Sensor Voltage in the Ignition Map?

 

My lugging is gone. How?
1. Recalibrated throttle position for CZ
2. Under the ignition map, changed the scale this way:
3. Make sure all row values for 3.00 is set to how CZ did it, which was "2" for me.
4. Make sure all row values for 2.90 is set to "0".

It fixed my lugging under low rpms. It actually sounds deeper now at low revs and stronger as I didn't touch the Airflow values.

Why did I do this? Because I realized that even though the ignition map was set for ranges 3.00 - 4.05, the unit was taking the 3.00 values and reflected it to whatever is less than 3.00. My CZ logs show that ignition changes of 2 degrees were made across the low rpm band. That's probably what's giving me the lugging (i thought). So by creating a 2.90 scale with 0 values, the unit set 0 degree changes in ignition. That means letting the ECU have default values for under 3.00

I logged CZ and Canscan at the same time by using USB adapter for my Canscan. Canscan gave me stupid results under 02S1 like "1340" numbers instead of just 1.3 something. Anyways, I'll log again and see what happens and what AFR values I'm running. As for CZ logging, I can only see the input and output airflow, rpm, throttle, ignition change. My CZ logs do show that there were no ignition changes across the low rpm range.

 

Airflow, unless you really have the Greddy Pressure Sensor installed there.

 

Thanks for setting that up Jason! You know it would be good if we could all use the excel sheet he provided there. That way, when we compare results, we are basing it on the same platform.

 

maurice should make a sub forum under his for threads like this...

all i need now is a laptop :-/

 

meet up with me Brian. I've got everything now.

 

I figured that was it but I that checked for some reason. Thanks

 

This is my second attempt at tweaking the map.

Is there any way to determine how to best adjust the numbers? I find myself guessing at the adjustments. Worse yet, the graph here is for 100 throttle. The numbers are different at 90% and 80%, how can I properly test those? I can't hold my foot on the throttle at 80% to test it like I can at 100%.

 

Here's what I understand now coming from Speed Racer's tips and my investigation. Please correct me if my observations are wrong. I'm new to this:

1. Airflow adjustments work this way. If you log from CZ using support tool, you get input and output Airflow values. The numbers that you adjust in the Airflow matrix is the percentage of how much you are reducing the signal to be outputted to the ECU. So having let's say "2.00" in your input (from MAF?) a value of 1 in your Airflow matrix will subtract 1% off that input and that's the modified signal sent to the ECU. Why does it work this way? Fuel control.

2. The ECU makes it's own decisions as to how much fuel is dumped in for specific AFR that it is adjusting for. So if your intake is really sending 2.00 of airflow, but the CZ unit is sending 1.96 to the ECU, the ECU will only dump fuel that is suppose to match the 1.96 value. This way, you're dumping more air than the ECU knows. This produces a much leaner mixture.

3. Under the Ignition control matrix, I don't have much observations yet but I can chime in a few that I know. The left most column is your Airflow meter range. If you take some logs from your CZ, you will notice that there are certain Airflow values that come up at certain rpm and load range. Compared to the Airflow matrix where you are dealing with RPM vs Throttle, the Ignition matrix deals with RPM vs Airflow values. CZ 1.1 comes with 3.00 - 4.05 for the Airflow range. This is suppose to mean that the unit will start modifying signals once those 2 conditions are true (ie. airflow: 3.00 at 4400 rpm). What I have found out, by observing logs and real-time map tracing, is that the unit actually takes the lowest range value (w/c is at 3.00:2200 in the ignition matrix) and uses that value for everything below the range. This is where the low rpm lugging roots from. The 2 degree ignition advance is a little too much for the open-loop or low rpm range.

4. This is where setting a new airflow row of 2.90 (whatever you want < 3.00) in the ignition matrix to fix that. Doing this while keeping the stock settings in tact was my "safest" move, because I do not know anything more about the ignition control matrix. For now, I am relying on the stock maps there.

5. I think the easiest to adjust would have to be the airflow control matrix. The logic is simple and easy to reflect with the logs.

6. If you do not have Canscan or Greddy Sensor, please do not attempt to modify your maps. I use Canscan to verify AFR, Airflow, Ignition Advance values vs RPM. The E-manage logs will only show you RPM, Airflow input, Airflow output, Total Airflow change, Total ignition change. Basically, it shows you what CZ has done to the signals and what CZ can read. Canscan actually shows you what's going on in the ECU. With the CZ unit on and with maps installed, Canscan can show you what's actually going into the car.

7. I think the Greddy Sensor is a great way to read AFR readings from the CZ unit itself without Canscan's help. I know Maniac has it in his setup.

8. As for making adjustments, start little by little. I can see that you (Jason) have tried one area with aggressive map changes where you AFR spikes up to lean all of a sudden and then dies down again. My idea about making adjustments is to forget about the 70 - 80 % throttle and just do 0, 50, and 100% ranges. You can then interpolate the values to be inputted to the percentage in between. That way, changes transist smoothly.

9. SpeedRacer's tips to me: When the car is in closed-loop (wide-open throttle at ~5k RPMs and below) it will try to automatically adjust the AFR to 14.7. That is OK because the ECU is constantly fine tuning to keep everything running well. In the higher RPMs (open-loop) you will want to aim for an AFR of 13.5 and an ignition advance of 30 degrees at 3,500 RPMs and up. The car should run well with once it reaches these points but there is still a little more power to be had through fine tuning. When in open-loop try not to exceed an AFR of 14 and 37 degrees of advance. ~~Thanks Speed! This really got me started.

10. Once I get the hang of this, I will be formulating a different map that is only concerned about raising MPG :D That should stop me from bitching every time I fill up.


... there, anything I missed? I'll type in more if I think of other things in my head.

 

I would love it if we could, but did you read my previous post where I said:

I'm doing 81mph with 30% throttle (below the CZ activation) at 5700 rpm and I'm at 11 AFR. It kinda sucks that I either floor it, or I get the ECU crap settings

If we're only activating CZ in the higher throttle positions, how can we use the unit to save gas? Especially when the car defaults back to the horrible defaults and gives me 11 AFR!

 

Ah, that's where you modify the Airflow Adjustments Jason. My M flash settings were already strong down the daily-driving range, but with Ignition set to 0 (means no changes) and Airflow set to whatever CZ had in there, you could lean out the AFR that the ECU is creating for your mix.

If you are not satisfied with the default CZ airflow settings, then you can tweak it out a bit. Little by little, one at a time so you can easily backtrack if things get ugly.

 

Xyntax, I don't follow.

At 30% throttle at 5700 rpm, am I in closed loop or open loop?

 

From what I know,
Closed-loop: 5K and below
Open-loop: above 5K

Try adjusting the Airflow matrix first. Then, take logs in canscan and cz to see what effects it gives. If Airflow alone does not give you a satisfactory result, then adjust ignition. Well, this is not the official way to my knowledge, this is just how I go about it. I'm still having trouble tuning the upshift range (when AFR goes 20 and rpms start again at lower rpms and airflow changes).

When you are stuck, set the range you are confused on into 0. That way you can observe what happens without CZ intervention and then start adjusting from there.

EDIT: just this morning I had bad wheelhops in 1st gear in an area where I usually slowdown and wait til the last car turns left and I go straight ahead. It just revved faster than I'm used to that I didn't know what was going on until I got going again. I'm like "did I lose traction there?" I'm not sure if that's a good thing

 

Having enough power to lay down a pair of street snakes.....always a good thing :D


Anyone experiencing a dip in AFR at around 6K RPM? I'm wondering if I am fighting the SDAIS around this region. Otherwise my car feels strong.


Also does anyone know if leaning out the AFR would be detrimental to the CAT. The times that I logged cat temp it wasn't much higher than when the AFR was stock. I never see above 1800 deg. F. I also read in RX Tuner that Racing Beat thinks that leaning out the air-fuel ratio by about 5% will not harm the cat.