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 Old 02-18-2011, 04:08 PM   #321
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is it 5 o'clock yet?








.....yup...time for beerz....NewCastle here I come!

oh an a quick lil update on Boost Comp tuning....not too sure I like it vs APP. It is very sensitive to where you cut boost with regard to where your spool range falls. This leads to some bogging down and car falling on its ass sometimes. Depends on where in the RPM range you are and how fast you go WOT.

Also, you share 1-2nd gear tables but 2nd gear always feels mushy on the pedal whereas 1st feels fine.

I'm not giving up on it yet and will post up some tables and numbers soon.

This weekend is suspension/brake install so no progress on tuning will be made.
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 Old 02-18-2011, 04:37 PM   #322
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I find the same thing happens with load targeting. If you ease on the pedal the car behaves very differently from when you stomp on it. Seems this is still in the mix with boost targeting.
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 Old 02-18-2011, 04:39 PM   #323
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Well only in the mix if you alter the Boost Comp tables and so far only in 1st and 2nd.

My 3rd gear comp table is working great with 1.0 from 1-2.5K, then .75 from 3-5K, then .85 at 5.5 then 1.0 the rest of the way.
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 Old 02-18-2011, 04:52 PM   #324
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BTW Dustin, FF or anyone else messing around with these and seeing similar results
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 Old 02-18-2011, 05:10 PM   #325
 
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can i 1 out all my boost comp tables?
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 Old 02-18-2011, 05:39 PM   #326
 
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I have tried different values in my boost comp tables with not much of a noticeable difference. I one'd out all of them at one point and didn't notice a thing. It kind of looks like they wanted to reduce spikes in the mid-range with the way they have them less than 1.00 in most of the gears. I did notice I was able to tone 1st gear down by putting <1.00 values in there. Right now I have 3rd and 4th gears 1'd out.
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 Old 02-18-2011, 05:42 PM   #327
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I think we need to make a check list of questions for the guys in SoCal to present to the new shop and Christian for their next huddle. When he was in Toronto, we were so wrapped up to asking him about GTR's, N54's and just shooting the shit, that we never really grilled him about the MS3, like break down which table does what in the real world, etc...at least maybe the ones pertinent to what we're doing anyway.
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 Old 02-18-2011, 05:54 PM   #328
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Originally Posted by Lex View Post
I find the same thing happens with load targeting. If you ease on the pedal the car behaves very differently from when you stomp on it. Seems this is still in the mix with boost targeting.
majesticbluento and I have partial throttle logs that shows when say cruising ~3000+rpm and then you mash it, it'd spike to ~21psi, then quickly recover to target within 1 row of the log (for me, 1 row). But if you pull a 2000 to RL log, it wouldn't spike there at all.

as well, I have noticed that some 3000+rpm PT to WOT logs where the boost curve varies with a dyno log or a 2000 - RL log. I wonder which of the tables dictate the behaviour in each of these instances. At this point, I don't udnerstand what the car is trying to do in response to my throttle position, and whether it takes the delta of it into consideration...perhaps in relations to ambient temperature as well.

I find that the car likes being pulled from PT to WOT @ ~3000rpm to RL as the logs in these instances tend to be quite smooth (boost, load, maf) vs the usual 2000 - RL logs. I wonder how much of a culprit the quick rise of EGT is versus normal PT driving to WOT pulls to RL.
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 Old 02-19-2011, 08:22 AM   #329
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Here are the BC table values I am currently using. I had to change both the A & B table for 1-2nd gear to get compensation applied to 2nd gear but I only modified the A table for 3rd gear.

Impressions:

1 and 2nd gears get some engine bogging [flat out falling on its face] depending on where in the RPM range and spool range you go WOT. Feels just like fuel cut. A roll into throttle doesn't appear to have the issue. I think with a bit more tweaking to smooth out the compensation will fix the issue, hopefully.

1st gear has great power application with these values but in 2nd gear the pedal is "mushy" and requires more pedal to reach the same power. For those following the entire thread you will remember that changing only the A tables for 1-2nd yielded no compensation in 2nd. There is something strange in how this compensation is applied in each gear and maybe another multiplier table out there somewhere. IDK, 2nd gear is just all f-ed up no matter how you slice it.

Also, the same % of comp does not = the same % of power reduced.

I need a to reduce the compensation a bit more in 1-2nd so I can break traction.

3rd gear is money with my current values and has no bogging. As you can see it has .75% compensation and I can break traction but in 1-2 with much less compensation I cannot.

All testing with DSC disabled and at ~55*AMB temps.



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 Old 02-19-2011, 01:20 PM   #330
 
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Originally Posted by cld12pk2go View Post
I used to peak at 22 PSI around 3500-4500 RPMs, but my stock clutch won't take that in the cold so I am now targeting 18PSI until I can get my ACT installed (evidently the stock clutch doesn't respond well to loads > 2.3).
What values does the ECU look up when load goes above 2.0?
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 Old 02-19-2011, 04:16 PM   #331
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Originally Posted by BlueStreak View Post
What values does the ECU look up when load goes above 2.0?
It just uses the 2.0 load values for anything above 2.0.

Cobb's next release is supposed to allow for rescaling the load axis so we can tune for loads above 2.0...
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 Old 02-22-2011, 01:29 PM   #332
 
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Went through a few boost tuning iterations over the last few days. I started off with the COBB Stage 2 + SF 91 Octane (with 94 in the tank). The car definitely woke up and pulls hard and smooth.

Before the boost based tuning, the engine would flow a max of 240g/s by redline. Now, it flows that much in the 4500RPM range. I'll double check my datalogs to verify this when I get home.

On one WOT run in 4th gear, the engine pulled timing like crazy at 4500 RPM when the fuel pressure plummeted to 900 PSI. . Waiting on my upgraded fuel pump internals... *sigh*

Thanks for all the info, guys. This is too much fun.
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 Old 02-22-2011, 09:31 PM   #333
 
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What is everyone running for BD values? right now I run the following:

Code:
0.00	0.00	0.00	0.00	0.00	0.00	-0.02	-0.03	-0.04	-0.05	-0.09
These values are not working at all when ambient temp is around 25* and below. I consistently creep to 18-18.5psi between 4000-4500RPM every run. I've tried lowering my WGDC and that helped by almost flattening it out, but once the temp goes back up my boost just drops again at those values.

Anyone have any different values that actually work correctly to correct boost creep?

I think I'm going to try some very drastic changes. like -.1 starting at 1, and going on from there. -1% is way too small to actually affect WGDC values at all, but 10% should help some.
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Originally Posted by SRTie4k View Post
What is everyone running for BD values? right now I run the following:

Code:
0.00	0.00	0.00	0.00	0.00	0.00	-0.02	-0.03	-0.04	-0.05	-0.09
These values are not working at all when ambient temp is around 25* and below. I consistently creep to 18-18.5psi between 4000-4500RPM every run. I've tried lowering my WGDC and that helped by almost flattening it out, but once the temp goes back up my boost just drops again at those values.

Anyone have any different values that actually work correctly to correct boost creep?

I think I'm going to try some very drastic changes. like -.1 starting at 1, and going on from there. -1% is way too small to actually affect WGDC values at all, but 10% should help some.
I was boost tuned by Christian. My dyno graphs and mod list are in this thread.

Here are my 3rd and 4th gear WOT logs from the street:

3rd gear...-5C (23F) ambient temp...the rpm range starts higher than the 4th gear log:


4th gear...5C (41F) ambient temp:


4th gear...10C (50F) ambient temp. Boost Air Temp in this log was 20-30F higher (in the 100F range vs 70F-80F):
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 Old 02-22-2011, 10:34 PM   #335
 
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Originally Posted by MajesticBlueNTO View Post
I was boost tuned by Christian.
What I'm asking for are actual Boost Dynamics values from ATR of those who live in cold climates, and if they work or not.
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 Old 02-22-2011, 10:42 PM   #336
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Originally Posted by SRTie4k View Post
What I'm asking for are actual Boost Dynamics values from ATR of those who live in cold climates, and if they work or not.
MBNTO's findings are somewhat opposite to yours, in terms of boost in relations to temp...with higher temps, his boost went up, and definitely something that needs to be monitored as we continue to warm up.

we have compared our BD tables and eventho we're in the same city, our tuned tables are different. I'd recommend taking a log that includes IAT and BAT and send that off to Christian to see what he recommends. Hope that helps.
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 Old 02-23-2011, 12:01 AM   #337
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Here's the thread I posted over at Cobb's forum to see if we can get some guidelines on adjusting the BD table over time.

Boost Dynamics Table and weather changes
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 Old 02-23-2011, 04:23 AM   #338
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Originally Posted by SRTie4k View Post
What is everyone running for BD values? right now I run the following:

Code:
0.00	0.00	0.00	0.00	0.00	0.00	-0.02	-0.03	-0.04	-0.05	-0.09
These values are not working at all when ambient temp is around 25* and below. I consistently creep to 18-18.5psi between 4000-4500RPM every run. I've tried lowering my WGDC and that helped by almost flattening it out, but once the temp goes back up my boost just drops again at those values.

Anyone have any different values that actually work correctly to correct boost creep?

I think I'm going to try some very drastic changes. like -.1 starting at 1, and going on from there. -1% is way too small to actually affect WGDC values at all, but 10% should help some.
I am running the following:

Code:
0.12	0.08	0.05	0.02	0.01	0.00	-0.01	-0.06	-0.12	-0.30	-0.70
What I have observed is I get boost creep with the stock KO4 up to ~18 PSI when it is about 30°F outside and closer to 20 PSI at 0°F. I have verified my WGA is functioning properly by applying compressed air and this creep occurs even with the EBC disconnected.

The creep would typically reach max PSI around 4500 RPMs and then taper off ~2 PSI towards redline.

I have determined that this is a hardware limitation of the stock turbine wheel/housing/WG port flow capabilities when pretty much fully bolted. Without changing one of those parameters or limiting the throttle blade angle, the creep won't change.
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 Old 02-23-2011, 07:47 AM   #339
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Originally Posted by SRTie4k View Post
What I'm asking for are actual Boost Dynamics values from ATR of those who live in cold climates, and if they work or not.
With those values on the left side, your BD table has no authority to increase WGDC if target boost isn't reached. IIRC I am running the values that Christian suggested for EBCS, maybe slightly altered but very low values. They are posted here a few pages back.
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 Old 02-23-2011, 07:59 AM   #340
 
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With respect to boost targets vs. temperature changes, are the variances in boost (+/- 1.5 PSI or so) that big of an issue? I'm asking from the viewpoint that personally, I'd like to set a target and then let the car do its thing to manage boost within an acceptable variance. The car does come from the factory set to run 15PSI and I'm sure that value fluctuates with temperature changes as well.

I can see this being an issue if one is running the turbo on the edge (K04 at high boost) with optimized ignition timing where any upward boost variance from there could spell KR and a blown motor. Is this what you're guarding against or is it more of a perfectionist approach?
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 Old 02-23-2011, 09:12 AM   #341
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This looks similar to load tuning. The boost went up as temps went up ... it should have stayed the same or if anything went down. Load remained the same.

Originally Posted by MajesticBlueNTO View Post
I was boost tuned by Christian. My dyno graphs and mod list are in this thread.

Here are my 3rd and 4th gear WOT logs from the street:

3rd gear...-5C (23F) ambient temp...the rpm range starts higher than the 4th gear log:


4th gear...5C (41F) ambient temp:


4th gear...10C (50F) ambient temp. Boost Air Temp in this log was 20-30F higher (in the 100F range vs 70F-80F):
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 Old 02-23-2011, 09:41 AM   #342
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Originally Posted by BlueStreak View Post
With respect to boost targets vs. temperature changes, are the variances in boost (+/- 1.5 PSI or so) that big of an issue? I'm asking from the viewpoint that personally, I'd like to set a target and then let the car do its thing to manage boost within an acceptable variance. The car does come from the factory set to run 15PSI and I'm sure that value fluctuates with temperature changes as well.

I can see this being an issue if one is running the turbo on the edge (K04 at high boost) with optimized ignition timing where any upward boost variance from there could spell KR and a blown motor. Is this what you're guarding against or is it more of a perfectionist approach?
For me it's an OCD approach. LOL

IIRC I get about 1 PSI of variance ( so far) and don't worry too much about it. If tuned correctly, the ECU will protect the motor if/when KR occurs by pulling timing, adding fuel or both.

With a BT it isn't much of a concern at the boost I am running. A K04 on the edge will gen more heat and more ECU correction may be necessary as boost exceeds target.

Again, tuned correctly the ECU should correct and protect the motor.


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 Old 02-23-2011, 09:58 AM   #343
 
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Originally Posted by Dano2010 View Post
With those values on the left side, your BD table has no authority to increase WGDC if target boost isn't reached. IIRC I am running the values that Christian suggested for EBCS, maybe slightly altered but very low values. They are posted here a few pages back.
The reason I did that was to make sure those values I was using wasn't causing boost to overshoot target, and also because I was trying to get my WGDC as close to my boost targets as possible.

But in referring to the Cobb ATR manual, the entry about BD states that it is the percentage correction made to the WGDC at the time. So if we use -.01 at 1PSI boost error, a WGDC value of, lets say 26 as an example, will then be modified to 25.74. From my experience, making a change of 1 to the WGDC table makes hardly a change to resulting boost, so how could -1% WGDC possibly help skim off 1PSI of overboost?

Maybe I don't understand the actual function of BD applied to WGDC, but from a mathematics perspective, those values that Christian provided make no sense at all.


Also, as an addendum, the reason I'm worried about that 1psi of creep is because my fuel pump starts to drop pressure at 18psi in the cold weather, but is completely fine at 17psi. The creep is something I want to avoid at all cost, so I really want to find a way to fix it.
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 Old 02-23-2011, 10:14 AM   #344
 
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Originally Posted by SRTie4k View Post
But in referring to the Cobb ATR manual, the entry about BD states that it is the percentage correction made to the WGDC at the time. So if we use -.01 at 1PSI boost error, a WGDC value of, lets say 26 as an example, will then be modified to 25.74. From my experience, making a change of 1 to the WGDC table makes hardly a change to resulting boost, so how could -1% WGDC possibly help skim off 1PSI of overboost?

Maybe I don't understand the actual function of BD applied to WGDC, but from a mathematics perspective, those values that Christian provided make no sense at all.
It's an iterative process. The ECU checks to see if it has met the boost target set for the appropriate RPM/Throttle position. If the boost target has not been met (whether it is over or under), it will then apply the boost dynamics correction factor for the closest over/under PSI value. Then it'll check again and apply the correction factor if the boost target is still not met.

This happens many times a second until it reaches the boost target OR the boost target no longer applies since the engine has now moved onto another PSI vs. RPM vs. Throttle Position value. Then it'll start targeting the new value and so forth.

The boost dynamics values should be set high enough so the boost targets are met as quick as possible but low enough so that it doesn't over shoot that target (be it approaching from an overboost situation or an underboost situation).
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 Old 02-23-2011, 10:42 AM   #345
 
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Originally Posted by BlueStreak View Post
It's an iterative process. The ECU checks to see if it has met the boost target set for the appropriate RPM/Throttle position. If the boost target has not been met (whether it is over or under), it will then apply the boost dynamics correction factor for the closest over/under PSI value. Then it'll check again and apply the correction factor if the boost target is still not met.

This happens many times a second until it reaches the boost target OR the boost target no longer applies since the engine has now moved onto another PSI vs. RPM vs. Throttle Position value. Then it'll start targeting the new value and so forth.

The boost dynamics values should be set high enough so the boost targets are met as quick as possible but low enough so that it doesn't over shoot that target (be it approaching from an overboost situation or an underboost situation).
If that is truly the case, -1% is still next to nothing in terms of effectiveness in the limited timeframe that the ECU has to make changes, even if it applies that DB values numerous times a second. It only takes maybe 2-3 seconds to get from 3500-4500 RPM in 4th gear, which, if we suppose the ECU does this process 10x/sec, we can calculate out to removing only ~1-2 WGDC per RPM table value range.

It just seems to me that either 1. -1% is either too small a value in drastically changing climates or 2. it really is a mechanical limitation of some kind, and I'm not inclined to believe its 2. simply for the fact that I've experimented with extremely low WGDC values in super cold ambient temps and I didn't get creep like I did with higher values.
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 Old 02-23-2011, 10:51 AM   #346
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There are alot of other tables playing into the WGDC function, like baro and IAT compensation.

For a real clear view of how boost is maintained over varying temps, they need to be essentially "neutered", by setting them all to 1's or 0's (where applicable).
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 Old 02-23-2011, 11:26 AM   #347
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 Old 02-23-2011, 07:43 PM   #348
 
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Well I'm excited to report my findings. After adjusting the BD table to -.1 at 1.0 Boost Error and running 2 quick test runs, I've had some good success.

Previously when that value was -.01, I would boost creep in ~<25* ambient temps between 3500-4500 to around 18-18.5psi consistently. With the new BD value at -.1, the highest I crept to in 2 separate runs was 17.8psi, EXACTLY. Neither run ever rose above that psi.

I'm going to bump the BD value up to -.15 and see what the result is. I'll report back tomorrow.
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 Old 02-24-2011, 01:50 PM   #349
 
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Before giving boost based tuning a go, I was running the COBB Stage 2 + SF 91 Octane OTS map for the longest time (load based tune?). The car reached targeted boost of 18.5 PSI with DI Pressure hanging around 1600+PSI all the way to redline with actual AFRs reading around the 12.35 mark from 3K-6.5K RPM... Anyways, this gave me confidence in my stock HPFP... or so I thought...


I have since switched to boost based tuning using the COBB Stage 2 + SF 91 Octane OTS map as a base and applied what was discussed in previous posts (DBW, fueling interpolation, CL exit blah blah blah). I also re calibrated my MAF (upped g/s some 8-10% where needed), upped my targeted OL AFRs to 11.5 and kept the same boost targets as the OTS map (with some smoothing on spool up added).

What I found was that the stock HPFP could no longer keep up with pressure dropping off rapidly to the 900PSI range by 4.5K RPM. Is it possible that the richer commanded AFRs are the culprit of the stock HPFP not being able to maintain proper pressure? This is more of a curiosity question than anything else as I figured the pump would still be up to snuff.

KMD internals are on order now.
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 Old 02-24-2011, 01:56 PM   #350
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Richer commanded AFR coupled with MAF scaling has put you over the limit of the CDFP

Set AFR to 11.8, which is plenty safe, and see how it reacts


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Has anyone looked at shifting the curve of their ignition tables to the right as they up the boost/go BT?

The COBB ATR help file states that ignition advance decreases as the turbo spools up and the engine reaches peak torque (which I'm interpolating from calculated load). After peak torque, spark advance is increased as RPMs rise.

Looking at my datalog from a Stage 2 OTS map, the aforementioned spark advance profile was kept. However, studying cld12pk2go's datalogs, I notice that his spark advance curve is pretty much the same as stock/COBB OTS but max calculated load is further up in the RPM band now...

Sorry for all the questions, I'm trying to catch up
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 Old 02-24-2011, 04:15 PM   #352
 
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Originally Posted by BlueStreak View Post
Has anyone looked at shifting the curve of their ignition tables to the right as they up the boost/go BT?

The COBB ATR help file states that ignition advance decreases as the turbo spools up and the engine reaches peak torque (which I'm interpolating from calculated load). After peak torque, spark advance is increased as RPMs rise.

Looking at my datalog from a Stage 2 OTS map, the aforementioned spark advance profile was kept. However, studying cld12pk2go's datalogs, I notice that his spark advance curve is pretty much the same as stock/COBB OTS but max calculated load is further up in the RPM band now...

Sorry for all the questions, I'm trying to catch up
Keep in mind that he is also spraying meth, which cools cylinder temps dramatically, and which also would allow him to increase timing without issue.
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 Old 02-24-2011, 04:19 PM   #353
 
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That I understand. My question is more around the spark advance curve in relation to the torque (calculated load) curve.

In other words, his peak load occurs somewhere in the 4K RPM range, now. Shouldn't the spark advance be at its lowest point at the same RPM?
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 Old 02-24-2011, 04:44 PM   #354
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Originally Posted by BlueStreak View Post
Looking at my datalog from a Stage 2 OTS map, the aforementioned spark advance profile was kept. However, studying cld12pk2go's datalogs, I notice that his spark advance curve is pretty much the same as stock/COBB OTS but max calculated load is further up in the RPM band now...

Sorry for all the questions, I'm trying to catch up
I wouldn't characterize my ignition maps as similar to the OTS, in fact that are way different.

My current timing:





Mine minus the OTS Stage 2 +SF FMIC 93 map: (red means more timing in my map, blue means less)




Mine minus the stock map:



These are all OL timing maps. Since I go OL at 1.1 load, I needed to pull quite a bit of timing down low where the stock or OTS maps should still be in CL.

A typical log would look something like this:

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 Old 02-24-2011, 07:47 PM   #355
 
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I just want to say thanks for everyones useful info on this thread. I just got my fp this past weekend and made some small changes to the map Christian had made me when boost tunning first came out. The car is running beast now I just need to get me a dp asap!

Here is my map and a few logs from today for those who are interested.

Edit: just noticed that on the 1st 4th gear pull there is a part where I get lean that doesn't occur on the 2nd 4th gear log any one know why that happened?
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 Old 02-27-2011, 12:11 PM   #356
 
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Just as a follow up, I have not been able to make many low ambient temp runs in the past few days due to snow, but I was able to test out -.15 DB value in the 1PSI boost error table. It really didn't make too much of a difference, so I cranked it up to -.2 just to test it out. At that point I started undershooting boost by 2psi, and since I don't have any negative boost error values, it consistently ran under boost target.

I tweaked my map now so that my 1psi boost error table value is -.1 again, and added .05 to the -1psi boost error table. What I'm hoping this will do is:

1. if boost is seen as 1psi over target, cut 10% of WGDC, which should eliminate 1.5psi of boost or thereabouts, depending on WGDC value. Boost will then be under target.

2. Readd half of that value to get boost back to the targeted value, which should then be within +-.2psi of targeted value according to my math. All of this should be instant rather than progressive like Christian's values, which don't seen to cut boost fast enough in colder climates.

Lastly, I made a quick 3/4 run today on a decently cleared road (the roads are still a little to messy to make a full run), and I'm glad to report that my boost hit 17psi at spool-up and maintained right around 16.8psi to when I let off, around 5300RPM or so.

Once I get a chance and a clear road, I'll log a 4th gear pull and report back.
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 Old 02-28-2011, 12:03 PM   #357
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Originally Posted by manelscout4life View Post
Edit: just noticed that on the 1st 4th gear pull there is a part where I get lean that doesn't occur on the 2nd 4th gear log any one know why that happened?
It looks like the ECU was hung in CL. AFR richened up to 11.83 right at the 4500 RPM mark which is where CL exit occurs in OEM trim.

do you have the CL exit changes in place?
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 Old 02-28-2011, 12:10 PM   #358
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Originally Posted by SRTie4k View Post
Just as a follow up, I have not been able to make many low ambient temp runs in the past few days due to snow, but I was able to test out -.15 DB value in the 1PSI boost error table. It really didn't make too much of a difference, so I cranked it up to -.2 just to test it out. At that point I started undershooting boost by 2psi, and since I don't have any negative boost error values, it consistently ran under boost target.

I tweaked my map now so that my 1psi boost error table value is -.1 again, and added .05 to the -1psi boost error table. What I'm hoping this will do is:

1. if boost is seen as 1psi over target, cut 10% of WGDC, which should eliminate 1.5psi of boost or thereabouts, depending on WGDC value. Boost will then be under target.

2. Readd half of that value to get boost back to the targeted value, which should then be within +-.2psi of targeted value according to my math. All of this should be instant rather than progressive like Christian's values, which don't seen to cut boost fast enough in colder climates.

Lastly, I made a quick 3/4 run today on a decently cleared road (the roads are still a little to messy to make a full run), and I'm glad to report that my boost hit 17psi at spool-up and maintained right around 16.8psi to when I let off, around 5300RPM or so.

Once I get a chance and a clear road, I'll log a 4th gear pull and report back.
I would be interested to know if long term, this setup induces alot of boost occiliation.

I've always thought the BD table needed more resolution right at target boost so this may hold an answer...at least for some.
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Originally Posted by Dano2010 View Post
It looks like the ECU was hung in CL. AFR richened up to 11.83 right at the 4500 RPM mark which is where CL exit occurs in OEM trim.

do you have the CL exit changes in place?
Yea I'm pretty sure I do on my other logs my afrs drop immediately it was just that one log that was strange
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Originally Posted by SRTie4k View Post
Just as a follow up, I have not been able to make many low ambient temp runs in the past few days due to snow, but I was able to test out -.15 DB value in the 1PSI boost error table. It really didn't make too much of a difference, so I cranked it up to -.2 just to test it out. At that point I started undershooting boost by 2psi, and since I don't have any negative boost error values, it consistently ran under boost target.

I tweaked my map now so that my 1psi boost error table value is -.1 again, and added .05 to the -1psi boost error table. What I'm hoping this will do is:

1. if boost is seen as 1psi over target, cut 10% of WGDC, which should eliminate 1.5psi of boost or thereabouts, depending on WGDC value. Boost will then be under target.

2. Readd half of that value to get boost back to the targeted value, which should then be within +-.2psi of targeted value according to my math. All of this should be instant rather than progressive like Christian's values, which don't seen to cut boost fast enough in colder climates.

Lastly, I made a quick 3/4 run today on a decently cleared road (the roads are still a little to messy to make a full run), and I'm glad to report that my boost hit 17psi at spool-up and maintained right around 16.8psi to when I let off, around 5300RPM or so.

Once I get a chance and a clear road, I'll log a 4th gear pull and report back.
I don't see that you're running an EBC setup in your sig.... so remember that Christian's values were based around running a EBC in 3-port. Which would explain some of your findings compared to his numbers.
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