|
Snow Trooper
|
 |
« Reply #15 on: May 17, 2013, 05:55:30 PM »
|
|
|
Trooper, how do you fine tune timing for each VVT state with tuning method above?
I more or less flatline timing to what i know works on a given boost/fuel for this process and then after I figure out where the VVT is good for a car i tune the timing to get even better spool and more consistent power up top. |
|
|
|
|
Logged
|
cartoons?
6A 61 72 65 64 40 76 6C 6D 73 70 65 63
|
|
|
|
phila_dot
|
|
« Reply #16 on: May 17, 2013, 07:26:37 PM »
|
|
|
I more or less flatline timing to what i know works on a given boost/fuel for this process and then after I figure out where the VVT is good for a car i tune the timing to get even better spool and more consistent power up top.
What is the logic in doing it seperately? |
|
|
|
|
Logged
|
|
|
|
pablo53
Full Member
Karma: +5/-1
 Offline
Posts: 94
|
|
« Reply #17 on: May 17, 2013, 09:45:45 PM »
|
|
|
Good information. I was just looking into tuning nws on 2.8l n/a heads and cams. I'd be very surprised if any of the factory S4, RS4, or n/a maps are optimal for this cam being used in a boosted motor.
Anyone have any experimental data with these cams yet? I'm willing to give it a try over the next couple weeks.
|
|
|
|
|
Logged
|
|
|
|
|
prj
|
|
« Reply #18 on: May 18, 2013, 02:08:27 AM »
|
|
|
There is one slightly simpler thing you can also do.
Not as good as measuring both positions on the dyno, but it works quite well in my experience.
Dial in the cam switch, do a pull. Note load (rl_w) at the switch point.
If:
* load before the switch point was higher, and it gets lower after the switch point, then your switch point is too early;
* load before the switch point was lower, and it gets higher after the switch point, then your switch point is too late;
* load remains flat, then your switch point is in the right spot.
As an alternative to measuring load, you can measure acceleration (delta speed vs time) and do it that way, but I have found that usually looking at rl_w gives good results.
|
|
|
|
|
Logged
|
|
|
|
|
Snow Trooper
|
|
« Reply #19 on: May 18, 2013, 12:03:51 PM »
|
|
|
What is the logic in doing it seperately?
Just a one thing at a time sort of process, how I like to work. Now that I have more experience with it I kinda know what will work for me and do set the timing up close to the end goal and then do the vvt, but I always then go back and clean it up after the vvt is dialed. |
|
|
|
|
Logged
|
cartoons?
6A 61 72 65 64 40 76 6C 6D 73 70 65 63
|
|
|
|
Snow Trooper
|
|
« Reply #20 on: May 20, 2013, 04:16:11 PM »
|
|
|
just wanted to ask you about vvt
i try to understand the KFNWSE map to tune the cam switchover.
But my map is filled complete with 18,0.
Does i understand something wrong or how to tune this?
Hey, its just how your ecu is labeling it really. on some it is 1 for on, 0 for off. Look at the high numbers as on and the low numbers as off. I understand it as that 18 equals 18 degrees advanced so that is on. tune accordingly. |
|
|
|
|
Logged
|
cartoons?
6A 61 72 65 64 40 76 6C 6D 73 70 65 63
|
|
|
|
jibberjive
|
|
« Reply #21 on: May 22, 2013, 12:48:01 AM »
|
|
|
Do any of you have/use any tools to tune the timing, maybe something like the FKKVS fixer but instead of logging injection time, RPM and short term fuel trims like for the FKKVS, maybe it uses the logged RPM, load, and timing correction to suggest changes to the timing table? Maybe the sheet would use an algorithm to suggest timing changes, as timing corrections are not necessarily strictly instantaneous and are affected by what happened leading up to that specific load/RPM cell. Just thinking out loud, as something like this with an iterative refinement could really help with the fine tuning.
|
|
|
|
|
Logged
|
|
|
|
|
britishturbo
|
|
« Reply #22 on: May 23, 2013, 09:30:02 AM »
|
|
|
There is one slightly simpler thing you can also do.
Not as good as measuring both positions on the dyno, but it works quite well in my experience.
Dial in the cam switch, do a pull. Note load (rl_w) at the switch point.
If:
* load before the switch point was higher, and it gets lower after the switch point, then your switch point is too early;
* load before the switch point was lower, and it gets higher after the switch point, then your switch point is too late;
* load remains flat, then your switch point is in the right spot.
As an alternative to measuring load, you can measure acceleration (delta speed vs time) and do it that way, but I have found that usually looking at rl_w gives good results.
Interesting approach... Based on this system what would you make of my load profile shown below... the switch point is 5000 RPM ON to 5500 OFF  |
|
|
|
|
Logged
|
|
|
|
|
julex
|
|
« Reply #23 on: May 23, 2013, 01:11:14 PM »
|
|
|
Looks like you get load drop so extend advance by 250-500 rpms and see where that gets you...
|
|
|
|
|
Logged
|
|
|
|
|
Snow Trooper
|
|
« Reply #24 on: May 23, 2013, 01:37:44 PM »
|
|
|
Log cam advance. Overlay with load. Adjust.  |
|
|
|
|
Logged
|
cartoons?
6A 61 72 65 64 40 76 6C 6D 73 70 65 63
|
|
|
|
britishturbo
|
|
« Reply #25 on: May 23, 2013, 01:46:39 PM »
|
|
|
Log cam advance. Overlay with load. Adjust. That would be wnwi_w and wnwi2_w correct? Good thinking... see where it really is not where it's supposed to be lol |
|
|
|
|
Logged
|
|
|
|
|
britishturbo
|
|
« Reply #26 on: May 23, 2013, 01:47:25 PM »
|
|
|
Looks like you get load drop so extend advance by 250-500 rpms and see where that gets you...
Hard to say for sure with boost dropping right there too... I'll log actual position as ST suggested and post again :-) |
|
|
|
|
Logged
|
|
|
|
|
phila_dot
|
|
« Reply #27 on: May 23, 2013, 02:01:08 PM »
|
|
|
Lock the cam state at no advance
Tune KFZW
Lock at full advance
Tune KFZW2
Overlay load from both and it will be clear
Keep in mind as ST said that it takes a few hundred RPM to adjust
|
|
|
|
|
Logged
|
|
|
|
|
britishturbo
|
|
« Reply #28 on: May 23, 2013, 02:04:10 PM »
|
|
|
Lock the cam state at no advance
Tune KFZW
Lock at full advance
Tune KFZW2
Overlay load from both and it will be clear
Keep in mind as ST said that it takes a few hundred RPM to adjust
Good plan. I had thought about locking in each state before but hadn't planned on tuning the timing for each while there. |
|
|
|
|
Logged
|
|
|
|
|
Snow Trooper
|
|
« Reply #29 on: May 23, 2013, 02:08:29 PM »
|
|
|
Lock the cam state at no advance
Tune KFZW
Lock at full advance
Tune KFZW2
Overlay load from both and it will be clear
Keep in mind as ST said that it takes a few hundred RPM to adjust
Wash and repeat style works best for me. Maybe 3 times back and forth to get all hidden potential. |
|
|
|
|
Logged
|
cartoons?
6A 61 72 65 64 40 76 6C 6D 73 70 65 63
|
|
|
|
