Tuning Calc. Load max on NA engine
#104
Release the twins.
no, i would think that would throw things more off, as they are there for a reason. maybe mot the baro so much, but i would prefer to have to baro setup as a MAP. and hope that would impact the calc load, as you could index it to boost, ie. 100=0psi 150=15 psi 200=30 psi. if you're going to run high boost, or 0/7/15 if you're running low. but i'm pretty sure the cobb would need more software changes to make it effect it the way we all would like. or does it support this now?
#106
no agenda
iTrader: (2)
My baro and IAT tables are flat at 1 and it's the way I like it.
I don't want anything removing fuel ...
What if the Baro sensor fails and starts providing a bad signal .... and thinks I'm on Mnt Everest or something.
My point .. I've had no issues tuning with these tables flattened
edit:
I've removed any area in these tables that have leaning effect on the end AFR ... if the BARO table has a .86 value ... it was flattened to 1
Values that increased the amount of fuel have been untouched ... for now
I don't want anything removing fuel ...
What if the Baro sensor fails and starts providing a bad signal .... and thinks I'm on Mnt Everest or something.
My point .. I've had no issues tuning with these tables flattened
edit:
I've removed any area in these tables that have leaning effect on the end AFR ... if the BARO table has a .86 value ... it was flattened to 1
Values that increased the amount of fuel have been untouched ... for now
Last edited by wcs; 10-20-2011 at 10:52 PM.
#108
no agenda
iTrader: (2)
^^^ Agreed Team .. and probably a bad example on my part.
Shouldn't the Maf have accounted for your cold front in term of air mass and air density?
Are you thinking you have a bad Maf and its not the tuning?
edit:
Still having those tables flat ... eliminates a lot of variables that really don't matter when you are FI
Shouldn't the Maf have accounted for your cold front in term of air mass and air density?
Are you thinking you have a bad Maf and its not the tuning?
edit:
Still having those tables flat ... eliminates a lot of variables that really don't matter when you are FI
Last edited by wcs; 10-20-2011 at 10:59 PM.
#113
Registered
iTrader: (25)
My baro and IAT tables are flat at 1 and it's the way I like it.
I don't want anything removing fuel ...
What if the Baro sensor fails and starts providing a bad signal .... and thinks I'm on Mnt Everest or something.
My point .. I've had no issues tuning with these tables flattened
edit:
I've removed any area in these tables that have leaning effect on the end AFR ... if the BARO table has a .86 value ... it was flattened to 1
Values that increased the amount of fuel have been untouched ... for now
I don't want anything removing fuel ...
What if the Baro sensor fails and starts providing a bad signal .... and thinks I'm on Mnt Everest or something.
My point .. I've had no issues tuning with these tables flattened
edit:
I've removed any area in these tables that have leaning effect on the end AFR ... if the BARO table has a .86 value ... it was flattened to 1
Values that increased the amount of fuel have been untouched ... for now
Just want to clarify that they are load modifiers so they affect a number of engine control parameters, not just AFR
#117
Release the twins.
if someone doesn't change elevation often, then i don't see this being a problem, until someone does take it up in the mountains without reflashing the baro table, and blows the engine from running lean, so why would you flash something, thats going to have to come back and get reflashed and fixed later on.. do it right the first time, IMO.
#118
no agenda
iTrader: (2)
So FWIW, here is a screen shot of my IAT and the Stock IAT
Now given that my setup is a draw thru and I don't have a Post Turbo IAT and:
- I live in a relatively cool climate
- I'm not tracking the car
I thought this was my best setup for the current environment
And given that I've never seen intake temperatures more that 20c degrees more than ambient (typically its about 10c more) that puts me around the 40c mark even in the dead of summer (104f is 40c)
I guess my understanding of how the Maf works is wrong.
The stock IAT table wants to take 10% off the load at 140f to compensate for the IAT.
Should not the Maf be able to measure the reduced air density as a reflection of a lower g/s?
edit:
I'm guessing it's compensating for the Maf?? Obviously it's reducing load based on IAT. Why else would you want to reduced the calculated load, to pull timing, AFR, or Fuel VE, all of the above.
I should take the time and go through the process of guesstimating my IAT Post turbo and Intercooler based on the Pre turbo IAT value.
Doing so would help keep you in the measurable universe as defined by our Calc Max Load table
My current setup
Attachment 178145
Stock values
Attachment 178146
Now given that my setup is a draw thru and I don't have a Post Turbo IAT and:
- I live in a relatively cool climate
- I'm not tracking the car
I thought this was my best setup for the current environment
And given that I've never seen intake temperatures more that 20c degrees more than ambient (typically its about 10c more) that puts me around the 40c mark even in the dead of summer (104f is 40c)
I guess my understanding of how the Maf works is wrong.
The stock IAT table wants to take 10% off the load at 140f to compensate for the IAT.
Should not the Maf be able to measure the reduced air density as a reflection of a lower g/s?
edit:
I'm guessing it's compensating for the Maf?? Obviously it's reducing load based on IAT. Why else would you want to reduced the calculated load, to pull timing, AFR, or Fuel VE, all of the above.
I should take the time and go through the process of guesstimating my IAT Post turbo and Intercooler based on the Pre turbo IAT value.
Doing so would help keep you in the measurable universe as defined by our Calc Max Load table
My current setup
Attachment 178145
Stock values
Attachment 178146
Last edited by wcs; 12-12-2011 at 08:06 AM.
#119
no agenda
iTrader: (2)
if someone doesn't change elevation often, then i don't see this being a problem, until someone does take it up in the mountains without reflashing the baro table, and blows the engine from running lean, so why would you flash something, thats going to have to come back and get reflashed and fixed later on.. do it right the first time, IMO.
I'm not sure how this applies if you are FI
doesn't the forced induction part cancel out the reduced atmospheric pressure?
#121
Illudium Q-36 Space Moderator
iTrader: (1)
The compensation tables are used to calculate the mass of a fixed volume, and that is affected by the General Gas Law, actually in this case Boyles / Charles's Law since volume is fixed. So if the volume can't change, then the effect of temperature and pressure would be on the mass side of the house.
To elaborate: There are 4 variables in this picture - when you determine three of them, then you can solve for the fourth.... engine physics 101.
Last edited by Kane; 10-22-2011 at 12:05 PM.
#124
Boosted Kiwi
iTrader: (2)
Exactly .
But are they really error correction or are they Mazda's attempt to create a more stable combustion for an NA engine when these variables come into play ?
If so the question for FI people becomes... what do we want to happen in an FI engine and what do we have to do to achieve it ?
But are they really error correction or are they Mazda's attempt to create a more stable combustion for an NA engine when these variables come into play ?
If so the question for FI people becomes... what do we want to happen in an FI engine and what do we have to do to achieve it ?
Last edited by Brettus; 10-22-2011 at 03:43 PM.
#125
Banned
iTrader: (3)
Testing.
I spent many, many hours driving to locations that were below sea level and up to 12,000 feet above sea level and making comparisons and datalogs.
I also examined ranges of weather conditions from 27in/Hg to almost 33in/Hg with relative humidity from 2% to 100%.
It took almost a year of experimentation to come up with the correction values that work under all conditions for all of my FI calibrations.