smurfbus
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« Reply #60 on: July 15, 2012, 11:57:17 PM »
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Has anyone dialed the 1000cc EV14 TVUB and KRKTE to idle and work nicely?
I've had to change the theoritical values a lot and I'm not sure if I have other issues that cause this. Currently I'm at 0.061KRKTE (started with 0.033) and TVUB at 1.840 1.120 0.891 0.659 0.509 and those started with the latency map I was given when I bought the injectors and were much higher at 60psi 10V 1.880 12V 1.440 14V 1.080 18V 8.45 1192cc
Too many revisions trying to smooth things out so now I took the DP out and changed my other (totally stuck) NB too so it does not affect my trims. I also have battery voltage issues that might give some trouble adjusting injector values?
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smurfbus
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« Reply #61 on: July 16, 2012, 10:34:41 AM »
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Huh, first start was strange looking at STFTs. I had reset DTC's and IIRC done 060 adaptation but when I started the car B1 went +25 and over and B2 started to climb on the minus side and went to -20!!! These must be something in the ecu memory as I did not detach the battery. It took some time and restarts before things started to look normalish again. After some initial adjustments I went back to org latencymaps and started to adjust KRKTE and after 3 trips I think they are OKish at idle and part throttle. I'm at 0.04 now which is close to the calulated 0.033 keeping in mind I had had it at 0.07 and it worked there too.
Now I need to get the WB installed so I can see where the WOT is but it sounds like very rich as the power brakes down soundin like a DTM car.
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lulu2003
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« Reply #62 on: July 17, 2012, 06:17:07 AM »
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what kind of mechanical issues or fittings are needed to upgrade EV6 injectors to EV14?
it isn't plug&play I guess?
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trichard3000
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« Reply #63 on: July 17, 2012, 04:11:48 PM »
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what kind of mechanical issues or fittings are needed to upgrade EV6 injectors to EV14?
it isn't plug&play I guess?
Here's a decent AZ thread on this topic: http://www.audizine.com/forum/showthread.php/445843-Questions-Regarding-Bosch-EV14-Injectors-And-Necessary-HardwareThe o-ring to o-ring distance is slightly smaller for EV14s. There are two schools of thought. One is to add hats and fuel rail mounting spacers. The other is to simply replace the EV14 o-rings with stock ones and potentially shave the fuel rail mounting posts a bit. I haven't done either yet, but I have a set of EV14s that will go in at some point. I'll probably do the second option as reviews are favorable, it's less expensive, and there will be six fewer o-rings to fail. |
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nyet
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« Reply #64 on: July 17, 2012, 05:07:51 PM »
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your ex
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ABCD
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« Reply #65 on: July 18, 2012, 12:04:33 AM »
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Assume this ( http://www.boschdealer.com/specsheets/0280158117cs.jpg) to be accurate and we already know a 4-bar pressure regulator is 58.02 psi. Therefore FNPW_OFFCOMP has a theoretical value of: 1.1852. Using the same decimal accuracy as the calibration sheet: 1.1852 = 1.2179+(58.02-54.96)*(1.1638-1.2179)/(60.03-54.96) In MATLAB I entered the FNPW_OFFSET values and fit a shape-preserving spline. You can see the attached graph below to view the curve-fit. Interpolated output from the curve below is naturally multiplied by 1.1852. Volts MS 7.04 3.865 10.07 1.678 12.04 1.227 14.08 0.926 17.88 0.779 Now for KRKTE, the theoretical value is pretty simple to calculate. KRKTE = 50.2624*(Liters/Cylinder)/(operating flow rate in cc/min * .684 constant ) KRKTE = 50.2624 * 0.4452 / ( 615 * .684) = .0532 These are the values I'm going to start my K04 tuning with using the rinse/repeat process after I get a wideband installed (based on the stock m-box). Could somebody please verify what I've done above? Thanks guys. As per me: KRKTE = 50.2624*Volume of cylinder(L)/ Qstat in g/min why are you using .684 constant? |
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nyet
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« Reply #66 on: July 18, 2012, 08:30:05 AM »
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grams vs cc...
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your ex
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ABCD
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« Reply #67 on: July 18, 2012, 07:46:22 PM »
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grams vs cc...
But, 1gram=1cc...anf function frame also has no mention of it. I am bit confused. |
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nyet
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« Reply #68 on: July 18, 2012, 08:30:03 PM »
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1 gram of gasoline != 1 cc
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your ex
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s5fourdoor
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« Reply #69 on: July 18, 2012, 11:48:34 PM »
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The constant was recommended by the FR.
1 liter of petrol at 60-degrees F weighs .711kg, thats 711 grams / 1000 cc = .71 g / cc
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lulu2003
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« Reply #70 on: July 18, 2012, 11:54:38 PM »
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of course the density of fuel is not 1.0 but I guess you both are not quite right.
I am not sure if there is a sinle reference to the fuel density in ME7 (like in EDC16).
it compensates some minor changes in densitiy due to temp via fuel trim.
FR says: KRKTE = 50.2624 * Vhzyl / Qstat with QStat in gramms/min of fuel.
If you have that number QStat : perfect. but in most times you get cc/min flow with n-hetpan with has the the density of the mentioned 0.684.
but the physics of a nozzle are not that simple.
If you want to calculate the flow rate changes of different fluids with different densitys you need to compare them on the base of the volumetric(!) flow rate and correct it by the square root of the density quotient.
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nyet
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« Reply #71 on: July 19, 2012, 01:15:39 PM »
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BTW, even after taking into account TVUB, the EV14's *still* aren't exactly linear at low open times I'm told they're similar to the injector dynamics ID-1000s:  in which case some FKKVS tweaking may help you get rid of erratic fuel trims even after you've got TVUB dialed... |
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your ex
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nyet
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« Reply #72 on: July 19, 2012, 01:21:09 PM »
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Oh. One more thing.
The stock injectors are ALSO not linear (even after TVUB compensation)... yet stock FKKVS is completely flat (all 1s).
So I'm guessing the non-linearities are tuned out (STOCK!) in the HFM maps.
As far as I know, there aren't any other sufficiently flexible injector maps.. IOW it is probably also ok to do trim tuning in HFM/TVUB and leave FKKVS alone, even for EV14s?
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your ex
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ABCD
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« Reply #73 on: July 19, 2012, 09:08:56 PM »
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of course the density of fuel is not 1.0 but I guess you both are not quite right.
I am not sure if there is a sinle reference to the fuel density in ME7 (like in EDC16).
it compensates some minor changes in densitiy due to temp via fuel trim.
FR says: KRKTE = 50.2624 * Vhzyl / Qstat with QStat in gramms/min of fuel.
If you have that number QStat : perfect. but in most times you get cc/min flow with n-hetpan with has the the density of the mentioned 0.684.
but the physics of a nozzle are not that simple.
If you want to calculate the flow rate changes of different fluids with different densitys you need to compare them on the base of the volumetric(!) flow rate and correct it by the square root of the density quotient.
guys, guys:
mistake admitted! density is not 1.
But during calculation of KRKTE cylinder volume is already converted into mass by multiplying with air density (rho luft)..so why bother to convert fuel mass into volume.
All this to calculate injector open time.
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lulu2003
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« Reply #74 on: July 20, 2012, 03:37:46 AM »
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 Rho Luft = Density of Air (which is in summarized in the 50.2624). |
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