Great to hear.

I wished I had Pro. Thing is great.

If you ever have too much headache, heard MegaSquirt will come out to where you live to help you out directly.

It has a lot of really great features, and I'm only scratching the surface at this point. What strategies do you have in place for saving tunes?

Tune restore points are built into the TunerStudio already. But, you can click "save as" to whatever directory you want.

My Windows machine had a dedicated file already established. In Mac OS, I had to create a different file as the default was not to my liking.

Yes. MLV works with all MS variants. It will actually import any .csv file if you configure the header correctly. And that can be done manually if needed. Meaning, you can even import accelometer or GPS data fields and plot against engine data.

MLV is worth every bit. I prefer to use it compared to VEAL when fine tuning.

The data allows you to look at transitions. You can also change target AFRs and run successive analysis to see how sections of the MAP change. So many options if you are into data mining and analysis.

Was out last night doing some data logging.
I seem to have lean spikes occurring at 1750, and 2750 rpm. Has anyone with the 930 pancake manifold experienced this? I had this is with my SDS EFI. I thought it was a glitch in the software.

Thoughts?

Ran data logs through MLV, will reflash tonight.
Software is very cool. I'm loving the MS3 Pro.
Lot's to learn. Starting to get more familiar with software. Think I have a good handle on the hot start. I am able to start the car without hesitation,

Thanks

John

John, simply add another RPM column where the lean spots occur.

Goal is to get far more granular there so you can "fine tune" the problem area due to intake efficiencies (or inefficiencies)....

Find an RPM column that doesn't have much change before and after it, and delete it.

Then, make smaller, more granular RPM columns around the problem RPM.

So, instead of 500 RPM increments/jumps on your map, put a 250 jump in between.

Put in something like 1500, 1750, 2000, instead of 1500 then to 2000. Same with the 2750.

Hope this makes sense.

Rerun MLV again after changes to ensure its dialed in.

Hey john, I also get a lean spike at 3K rpm with my SDS
that I can't tune out. Carrera manifold to boot!

Hey John, I also get a lean spike at 3K rpm with my SDS
that I can't tune out. Carrera manifold to boot!

Congrats on getting to the point where you have a running and driving car. Let the fun begin. Prepare to fill your gas tank a few times as you work through tuning.

Cory has it correct. You need to investigate your VE table scaling. Here are a few guidelines...

Max MAP value should be about 5 kPa above your max boost level.
Min MAP should be what vacuum your car pulls off throttle about 3K rpm. I would start with 35-40
The MAP bin distribution will depend on how your car builds boost. you will likely need less resolution above 120kPa. More resolution in the mid-throttle range.

Max RPM should be redline
Min RPM should be about 50-100 rpm below your idle speed.
RPM resolution for Fuel will need fine resolution (small steps) off idle and fine resolution in your boost transition area. Anywhere you have a "non-linear ramp" in the table gets more resolution to accurately fit the curve. Once into boost, the fuel curve will flatten out.

I suspect that you are ramping through boost from 1700 to 3000 rpm. This is where you want finer step size so you can tune it out. Should not be hard... \

\
BTW, Once the car runs and drives reasonably good you should spend some time to scale your fuel and spark tables appropriately. This will save headaches later on and allow you to tune with the right resolution and spacing as early as possible.

If you find that you run out of VE table room, meaning that you hit max fuel value of 255 (digital limit) you can increase Req_fuel value and then scale the table down by the same percentage change. I like my VE table to max out around 230 at full fuel delivery. Yes, it does not accurately depict real VE value but who cares. What it gains you is granularity of tuning idle - especially important with larger injectors flowing little fuel.

Such a great thread.

Sent from my Nexus 6P using Tapatalk

Great catch, Jamie.

Scaling of RPM and load are really important.

I know you fixing mine helped!

Thanks for all your help guys. Rain for next two days. I am itching to get out and tune.
Jamie would it be possible for you to post a screen shot of what the VE map should look like
in terms of RPM vs Map?

Thanks

John

Sorry John, I am traveling outside the US right now and do not have access to any tune files.

Ping me next week after I am back and I can get something to you.

Thanks Jamie

Made an attempt at rescaling both Map and RPM. Please have a look and let me know if you see anything wrong?
Should I rescale Ignition to match?

Idle = 850 rpm
Redline = 6750 rpm
Max boost = 1 bar

Please note VE still needs to be tuned.

http://forums.pelicanparts.com/uploa...1500080446.JPG

Looks better. You did the boost loads perfect. Many "good" tuners only use 3-4 rows for boost as boost enrichment is very linear.

This allows lots of part throttle granularity where it counts having lots of rows of loads on smaller increments.

Unless Jamie sees something he doesn't like, I'd run a big datalog and process through MLV for a proposed new map.

Bet you'll notice the ganularity improvement breaking up those big RPM jumps allowing finer tuning around those intake efficiency bands that cause those excessive lean spots.

I'd match ignition if you can.

Had car out this morning. Ran 100% better. Was able to tune out those trouble spots. One issue I did have was the low rpm afr spike reappeared. I guess the 1200 rpm bins that I richened up was over written. I had locked the idle bins. So I will need to lock the 1200 rpm bins out.
Areas into boost need some work. Car is running well. Great idle. No hot restart.

Thanks to everyone

John

Awesome to hear!

Next will be the winter tune adjustment using the IAT air density table to adjust for colder temps.

The new table scaling looks good. You will have to make small adjustments in scaling to match your particular boost ramp. Looking at your VE table I can see that you start making boost between 2000 and 2200 based on the sudden jump in fuel at mid-throttle. I am sure this will smooth out as you continue to tune the car.

I would expect you to need more fuel between 125 and 200. This should ramp steeper with additional boost.

It seems you grasp the process now. Enjoy the updated EFI.

Cory brings up a good point. Pay attention to IAT. I did not catch where you installed the sensor. I like to install after the throttle in the middle of the plenum for boosted cars. The stock algorithm is based on engine bay mounting location and will pull fuel as you increase intake temps under boost. You will want to flatten out this curve so that you maintain AFR under higher intake temps. Even with a good IC you will still see some heating above what the standard airdensity curve can handle.

Just wondering how your tuning process is going.