Basic low boost build: Noob does it all wrong.
#101
SadFab CEO
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I had the same rust issue on the pass floor, although not as bad.
12:1 NA is too rich. I found a few dyno plots showing these motors make the most power at 13.3:1 at 100kpa, not the "usual" 12.8:1.
12:1 NA is too rich. I found a few dyno plots showing these motors make the most power at 13.3:1 at 100kpa, not the "usual" 12.8:1.
#102
With an AEM UEGO, that has both sensor and heater grounds together, is there any reason I should ground it somewhere specific? I can do the ECU main ground, ECU sensor ground or just ground it to the black wire behind the radio. I seem to get different answers depending where I look.
#103
13:1 it is then!
There's some wisdom that indicates the uego should share a ground with the ecu to maintain more consistency between the reading in megasquirt and the gauge. I grounded mine to the ecu ground by the throttle body. Sounds like you already took it a different direction though!
#104
Finished the harness:
And got everything installed.
The car starts, but it is off the charts rich. Is the DIYautotune map that far off on the VE table? or is there likely a setting I missed somewhere or something. I hooked the stock ECU back up to check that everything runs correctly and it does. I will try pushing the VE table leaner later.
And got everything installed.
The car starts, but it is off the charts rich. Is the DIYautotune map that far off on the VE table? or is there likely a setting I missed somewhere or something. I hooked the stock ECU back up to check that everything runs correctly and it does. I will try pushing the VE table leaner later.
#105
mkturbo.com
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The car starts, but it is off the charts rich. Is the DIYautotune map that far off on the VE table? or is there likely a setting I missed somewhere or something. I hooked the stock ECU back up to check that everything runs correctly and it does. I will try pushing the VE table leaner later.
#107
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Is your req-fuel correct for your injectors? if you're rich across the board, using the basemap, I'd suspect req-fuel. If you're rich only at small pulse-widths, I'd suspect your injector dead-time to be off.
#108
Also, when I say rich, I mean almost stalling, smoke making, rich. AFR <10:1. It smells/sounds like a race car though, which is fun.
#109
So I drove around today watching the wideband with the stock ECU. I think the fuel control on the stock 1990 ecu can be described as "rudimentary, at best." But I am guessing you all knew that already.
I was apparently wrong about the 12:1 being richer than stock as well... I had misread something as 12.5:1 being the richest, but it was apparently the leanest a stock ecu runs. :P
Mine runs stoich and closed loop anywhere but WOT or closed throttle. Seems to have no AE and runs, WOT, 13.0:1 at 2500rpm, tapering to 10.8:1 at redline. I am now amazed I manage even 28-30mpg....
I was apparently wrong about the 12:1 being richer than stock as well... I had misread something as 12.5:1 being the richest, but it was apparently the leanest a stock ecu runs. :P
Mine runs stoich and closed loop anywhere but WOT or closed throttle. Seems to have no AE and runs, WOT, 13.0:1 at 2500rpm, tapering to 10.8:1 at redline. I am now amazed I manage even 28-30mpg....
#110
So turned out to just be a setting I overlooked. Which is what I thought it would turn out to be. Took the car out with AE and DE off, let AutoTune do it's thing and it is running nice already. Even with AE off it doesn't feel all that bad, no worse than stock.
Next step is figure out idle VE and then tune the IACV.
The learning curve for this thing feels like a brick wall, there are just sooooo many settings and things going on. But it runs!
#112
Actually, if I left everything alone, final injector pulse width was was 10.275ms at 1000rpm. I have a short log from last night if anyone wants to see that.
This engine seems to not mind doing things way outside of range. When my timing mark had slipped and I set timing by retarding it a bit when it would ping on hot days (I would go out on super hot days and drive up a steep hill for a while), it ended up being actually set to 22* advance base timing (once I had changed the pulley to get a mark that was in the right spot...)
But yeah, like I said, it was fuel dripping, smoke making rich. I figured a setting was waaaaay off somewhere. When I got it set right the first time the base map was actually trying to idle at 19:1 or so.
This engine seems to not mind doing things way outside of range. When my timing mark had slipped and I set timing by retarding it a bit when it would ping on hot days (I would go out on super hot days and drive up a steep hill for a while), it ended up being actually set to 22* advance base timing (once I had changed the pulley to get a mark that was in the right spot...)
But yeah, like I said, it was fuel dripping, smoke making rich. I figured a setting was waaaaay off somewhere. When I got it set right the first time the base map was actually trying to idle at 19:1 or so.
#114
Exactly. I spent all my down time today pouring over the MSextra manuals at work. Still feel like I don't have any clue what I am doing. At least the car is driveable.
I also learned that if you change too many things too fast, tunestudio freaks out and needs to be restarted on my laptop...
I also learned that if you change too many things too fast, tunestudio freaks out and needs to be restarted on my laptop...
#115
Thought so far.
I don't know why so many people have trouble calibrating the ECU and wideband so they read the same. Mine was off, but I made a custom linear calibration, set the low point to 12:1, adjusted that VE cell it was in until the wideband read 12 and then adjust the voltage for the 12:1 point on the calibration. Did the same thing at 16, checked 12 again, then checked 14 to make sure it didn't deviate in the middle. Bang on on the whole range. But I spend a good chunk of my day calibrating equiptment at work so...
This tuning thing is a lot of fun!
Data! So much data. Good thing I love looking at graphs and logs.
Tune anaylize live is amazing.
The IAC valve is mysterious in it's ways. I must learn what it knows so I can overcome it.
I had no idea the stock ecu felt so... Rough? The car runs and accelerates and eveything so much more smoothly.
The stock IAT sensor is useless. It doesn't really read the air temperature as much as it tells you the temp of the AFM.
AE is a bitch to tune with Mapdot...
I don't know why so many people have trouble calibrating the ECU and wideband so they read the same. Mine was off, but I made a custom linear calibration, set the low point to 12:1, adjusted that VE cell it was in until the wideband read 12 and then adjust the voltage for the 12:1 point on the calibration. Did the same thing at 16, checked 12 again, then checked 14 to make sure it didn't deviate in the middle. Bang on on the whole range. But I spend a good chunk of my day calibrating equiptment at work so...
This tuning thing is a lot of fun!
Data! So much data. Good thing I love looking at graphs and logs.
Tune anaylize live is amazing.
The IAC valve is mysterious in it's ways. I must learn what it knows so I can overcome it.
I had no idea the stock ecu felt so... Rough? The car runs and accelerates and eveything so much more smoothly.
The stock IAT sensor is useless. It doesn't really read the air temperature as much as it tells you the temp of the AFM.
AE is a bitch to tune with Mapdot...
#117
If I ever want to get really fancy, I will add a narrow band to check everything against.