NefMoto

I have attached the bin I am running and the logs to go along with it.  I've been trying to dial in the duty cycles, however I'm always either making slightly less then desired (20-21 psi) or making slightly more around 24-25 psi with very slight tweaking of KFLDIMX..  Also I only make like 17 PSI in 1st gear, yet I'm making almost requested boost in 3rd.  I'm looking for some suggestions on what I can tweak to get a solid 22 psi in all gears and not have it creaping up to 24 psi once adaptation occurs over several days..  Also what variable do I log to see fuel injector duty cycle and what else should I be logging to get an idea of how dialed in my fueling is?

(http://octify.com/firstlogrun1_20130317_152902.png)


(http://octify.com/boost.png)

had the same issue with my frankenturbos the wastegate cracking is set to high just checked mine this weekend they were cracking open at around 16psi might be the same just a suggestion

Lower requested boost. Too close to the map limit.

Pretty obvious really; if you req max boost, I-limit can only adapt up, never down.

So how can I get 22 psi if I'm lowering the load?  I'm request 228 load at peak..  Also, Looking at my desired vs actual o2 sensor voltage it appears I'm running quite lean.

why do you need 22psi? What's wrong with 21? :)

Also, consider reworking LDRXN. Ramping up too fast for my taste.

Lastly, I've never been able to run those levels of boost with that amount of timing. What do your cf's look like? Are you running some sort of super fuel? I run 94 and can't maintain that.

I'm just going to leave this here.

(http://i50.tinypic.com/16h3iv.png)

Look familiar? Requesting too much boost. Backed it down a bit, pulled some timing (and mine was less aggressive than yours) and it runs 100% better.

You'll never get the PID stable at 22psi w/o the 5120 hack.

You'll have to run locked wastegate DC, which means your actual boost will vary with conditions.

(http://octify.com/knockcontrol.png)

I'm running 91 octane..  Did you look at my o2 sensor voltage vs requested AFR why is it so lean?

Few things don't make sense to me. You running 550s? KRKTE doesn't look right for 4 bar. How did you calculate injector size? KVB is showing 575, how did you come up with that number? 550s at 4 bar should flow 633ish cc's.

Get a wideband, stat.

O2 voltages don't mean squat.

I don't see timing or fuel injector on time in the log :(

Yeah I need to add the missing variables I forgot to log.  But with -8 correction factors obviously i'm running too much timing.  I came up with the fueling with Berttos who's running the same setup (4 bar fpr/ev14 injectors) ignore the KVB I haven't even calculated that yet.

I'm looking at his bin. TOO much IMHO.

This works well for me. 4 bar, 550cc EV14's. Fuel trims are within 2 percent. (Mine are the compare values, yours are the top values. I left my LDRXN in there too.) I'd pull a significant amount of timing until you get fueling right. WAYYYYYYYYYYYYYY too much for my comfort.

(http://i46.tinypic.com/avnclk.jpg)

My KRKTE is close to yours its .06105,  you're requesting alot less load i'm suprised your hitting 21 psi.. What turbos are you running just borg warners?  Seems your duty cycles are about 10 higher then mine

duty cycle is very dependent on wastegate setup. stock k04s have very soft wastegates

That file peaks @ right around 20psi. Still plenty of headroom for the map limit. As for turbos, they're frankenturbos with properly set wastegates. They were WAY too tight, I loosened them up and run @ 10lbs.

Thats funny I'm running 10 psi and using the k03 waste gates... I'd like to take a peak at your KFLDIMX. I think I need to increase my 1000 mbar column a bit.

Are these the 550cc's running @ 4-bar?  If so then they are actually 630 cc @ operating pressure.  Your KRKTE is too high in that case.
You should be around .055 based on my experiences with these exact injectors.

I required the values shown to zero out the fuel trims. .055 was VERY lean on my car.

What's your MAF & airbox setup?  Non-stock I'm guessing, because that would make sense if so--- I still run the Bosch 73mm A-box MAF & airbox with no holes.  You'd likely need KRKTE to be higher than where I have it for any non-stock setup, as it would logically pull more air for the same effort and thus require more fuel on average.

90mm maf, aftermarket intake with heatshield and cone filter.

OK, totally what I expected.  You are probably fine, forget my comment.  Just had to verify there.

No worries. I read your posts in the injector migration more times than I can count :)

I started close to .0550, and adjusted until fuel trims fell into place.

What does KRKTE have to do with intake/airflow?

can't compare KRKTE if MAF/intakes are different but MLHFM is the same.

Lowered LDRXN down to 210 peak, and it still says i'm requesting over 22.5 psi... wtf?

Yep. Keep pulling boost.

Maybe I took those comments the wrong way...

I took it as an endorsement to compensate for airflow with KRKTE.

Why revert to stock intake on for injector calibration. Unless the setup is too extreme to do so within reason (doesn't sound like the case here).

Agree with you there.

I'm running stock MAF, cut out air box and the F4 frankens, ev14s, stock FPR, stock intercoolers and miltek turbo back exhaust.

Why are you running a stock MAF? Take a look at the MAF data in your logs. You're maxed.

What made you think you could run those boost levels with a stock MAF?

I know its not ideal, and I'm going to upgrade it ASAP

Wait a second.  I agree you need to upgrade, but what g/s are you seeing?  If its not over 320 g/s you aren't there yet...

I'm pegging 320 gs at 4500 rpm.. lol

Dont bother tuning anything until you have your hardware where you want it.

lol ok.  so this thread is dead until you fix that...  hehe

What about the pros in Europe you read about on audizine preferring the stock maf saying its not necessary haha ? Just thought I'd post that for laughs

Scaling down the actual load by artificially scaling up the stock MAF multiplicatively?

Won't work. 5v is 5v.

Once you are maxed, how can the ECU know what injector on time to use?

This seems true, if you look at my injector duty cycle vs maf the injector duty cycle stops climbing and even drops off a little.  Why am I at 85% duty at just 21-22 psi, I thought these injectors would have more head room than that?  Either that or I guess I could be running rich with the .062 KRKTE value vs. what nahelm was saying at .055.  Time to invest in a wideband too...

IIRC you can set a airflow switchover point to alpha N, that may be what the pro-tuners did running a stock MAF sensor over its range.

I have not personally looked at this, but I believe REVO also did it in some of their GTRS files to utilize the stock MAF sensor.

Okay so I've dialed in my KFLDIMX so I'm at 20 psi in 3rd all the way to redline, however in 1st i'm only hitting 16-17 psi, and in 2nd i'm only hitting 18 psi... I'm overboosting in 5th and 6th which oscillates me between 22 and 18 psi as the n75 trys to control the overboost.. What can I adjust to get 20 psi in all gears?   I'm running k03 wasteagates set at 10 psi...

Anywhere you are near the MAP limit you can use KFLDRL to limit wgdc.

Either that, or use the 5120 hack.

post your kfldimx

So i need to scale KFLDRL down and KFLDIMX back up so I'm getting full boost in lower gears?  I'll post it as soon as I get home from work, but its pretty similar to the other bin's i've posted up in this thread.

Yea. The basic problem is that KFLDIMX is met sooner in lower gears because of the speed at which rpms (and boost) build compared to higher gears.

That means that the I component builds faster, and is more likely to hit the I-limit in low gears than in high gears, where it may NEVER get there.

You can also LOWER the i-limit so it is always the limit (and raise DRL), but then you may get interference from the I-limit trims (and other things that affect the i-limit)

That is a double edged sword; on one hand it gives you a way to vary the WG limit based on conditions. On the other hand, its less safe because there are some conditions which might give you an i-limit you don't want.

So I increase KFLDIMX up so I'm hitting 20 psi in 1st and 2nd, and then scale which columns down in KFLDRL ?  The 70 - 80 -90 columns down? And how much should I lower them do you think?

Again, it depends on how much work you want to do.

The safest thing is to just make the last row of DRL match what you want your wg to be, and bring i-max up such that it doesn't limit your wgdc in high gear


Basically, DRL's effect is gear (and condition) independent, so if that is your wg limit, its easy

I-max's effect can depend on all kinds of things, so if you depend on that for your wg limit, it is a lot more work.

Okay, I'll give it a try and let you know if that helps.

Just make sure to log i-max and before/after linearization wg. Post up them up and I will try to help.

I don't have the names handy, you'll have to look them up.

attached is my kfldimx as requested

eheh i meant the logs

Please also post your KFLDRL and KFMIRL.

Did about 5 revisions worth of tweaking with raising KFLDIMX and lower KFLDRL in the last 3 columns.. I've attached my KFLDIMX and KFLDRL, I ended up with pretty positive results and am hitting 20 psi in all gears except 1st where im hitting about 18 psi, but its tons better so I'm happy with it for now.  Attached is what I ended up with.  I'll do some logs tomorrow.

I'm pulling my hair out, and I'm about to just throw a MBC in.. I cannot get boost under control in 5th and 6th without butchering my 1st-4th gear boost, I'm trying to dial it in at 20 psi, and I'm either overboosting to 24-25 psi in 5th and 6th and hitting 20 psi in 1-4th or underboosting 1-4th and hitting 20 psi in 5th or 6th... I've played with KFLDRL and KFLDIMX over a million revisions it seems, and I just can't get it to behave right.. I don't get why there isn't a way to adjust boost by gear, I even tried playing with KFMDBGRG and it didn't do anything to limit boost by gear.  Any suggestions ?  Am I the only one who's car boosts higher and higher as gears climb?

Looks like you may need to start tuning Q2

start with the RS4 values.

you should tune Q2 for 1-3 in the 4k column, and 4-6 in the 3k column

i.e. if you are overboosting in gears 1-3, raise the 4k column, if underboosting, lower it

then the same for 4-6

I'm assuming you mean row not column?  Aren't these relating to RPM, like 3000 rpm and 4000 rpm? I don't see how this has affect on the gears, unless they mean something other than rpm..

The higher the load (i mean, load on the motor, not rl), the earlier (rpm wise) you will hit peak boost.

What are your LDR's set to?