|
Welcome to Mazdaspeed Forums . You are currently viewing our boards as a guest which gives you limited access to view most discussions and access our other features. By joining our free community you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is fast, simple and absolutely free so please, join our community today! If you have any problems with the registration process or your account login, please contact contact us. *When you join MSF as a registered user, there will be No Ads. *Registered Members get access to the Off Topic Area of the Forum *Registered Members have an opportunity to upgrade their accounts to VIP, which brings a host of goddies for supporting MSF such as Raffles, Additional Forum Access, More PM Storage, The ability to upload more Images and many other enhancements. *Registered members also get access to the live chat box! |
| LinkBack | Thread Tools | Search this Thread | Display Modes |
02-18-2011, 04:08 PM | #321 |
Trail of Fail Join Date: Jan 2010 Location: rock city AR
Posts: 9,484
(View Stats)
iTrader: (2)
Rep Power: 9906 Thanks: 10,493
Thanked 19,250 Times in 6,532 Posts
Groans: 37
Groaned at 25 Times in 22 Posts
(Thread Starter) | Not Ranked : 0 score .....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.
__________________ 07 Red MS3 GT - E40 - Carrillo Rods - Wiseco Pistons - BSD - JBR 3.5 WidePath - ATP GTX3071 - Forge BPV - GA - Cobb v2 FMIC - CPE EM - CPE DP - CNT CBE - APv3 - Grim EBC - PERM dual port PCV plate - Dano dual OCC - CPE CDFP - Labonte S2 WMI - ACT Street Kit - SUv2 RMM - SU TM - "Stiffy" MM - DG CF wing ext, skirts & front lip - Hotchkis RSB/FSB w PowerGrid Links - Koni FSDs - DBA SX4000 Rotors - Hawk Pads - Silver OZ Ultraleggera - 235/40/18 NT-01 |
02-18-2011, 04:37 PM | #322 |
Engineered Tuning Join Date: Jun 2008 Location: Vancouver, Canada
Posts: 12,653
(View Stats)
iTrader: (6)
Rep Power: 12034 Thanks: 6,485
Thanked 23,371 Times in 6,959 Posts
Groans: 13
Groaned at 44 Times in 38 Posts
| Not Ranked : 0 score 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. |
02-18-2011, 04:39 PM | #323 |
Trail of Fail Join Date: Jan 2010 Location: rock city AR
Posts: 9,484
(View Stats)
iTrader: (2)
Rep Power: 9906 Thanks: 10,493
Thanked 19,250 Times in 6,532 Posts
Groans: 37
Groaned at 25 Times in 22 Posts
(Thread Starter) | Not Ranked : 0 score 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.
__________________ 07 Red MS3 GT - E40 - Carrillo Rods - Wiseco Pistons - BSD - JBR 3.5 WidePath - ATP GTX3071 - Forge BPV - GA - Cobb v2 FMIC - CPE EM - CPE DP - CNT CBE - APv3 - Grim EBC - PERM dual port PCV plate - Dano dual OCC - CPE CDFP - Labonte S2 WMI - ACT Street Kit - SUv2 RMM - SU TM - "Stiffy" MM - DG CF wing ext, skirts & front lip - Hotchkis RSB/FSB w PowerGrid Links - Koni FSDs - DBA SX4000 Rotors - Hawk Pads - Silver OZ Ultraleggera - 235/40/18 NT-01 |
02-18-2011, 04:52 PM | #324 |
Trail of Fail Join Date: Jan 2010 Location: rock city AR
Posts: 9,484
(View Stats)
iTrader: (2)
Rep Power: 9906 Thanks: 10,493
Thanked 19,250 Times in 6,532 Posts
Groans: 37
Groaned at 25 Times in 22 Posts
(Thread Starter) | Not Ranked : 0 score BTW Dustin, FF or anyone else messing around with these and seeing similar results
__________________ 07 Red MS3 GT - E40 - Carrillo Rods - Wiseco Pistons - BSD - JBR 3.5 WidePath - ATP GTX3071 - Forge BPV - GA - Cobb v2 FMIC - CPE EM - CPE DP - CNT CBE - APv3 - Grim EBC - PERM dual port PCV plate - Dano dual OCC - CPE CDFP - Labonte S2 WMI - ACT Street Kit - SUv2 RMM - SU TM - "Stiffy" MM - DG CF wing ext, skirts & front lip - Hotchkis RSB/FSB w PowerGrid Links - Koni FSDs - DBA SX4000 Rotors - Hawk Pads - Silver OZ Ultraleggera - 235/40/18 NT-01 |
02-18-2011, 05:10 PM | #325 |
Join Date: Mar 2008 Location: Foothill Ranch, CA
Posts: 4,928
(View Stats)
iTrader: (7)
Rep Power: 2705 Thanks: 766
Thanked 5,015 Times in 1,768 Posts
Groans: 12
Groaned at 24 Times in 22 Posts
| Not Ranked : 0 score can i 1 out all my boost comp tables?
__________________ 2017 Daytona 392 SOLD//2014 Porsche 981 Cayman S 3.4L STOLEN//2015 BMW S1000R SOLD//2014 Mustang GT// Brembos - Bob's Can - SCT X4 - MGW - GT500 Quad-tip Axle back - Vorshlag Street Pro - Ford K Springs - BMR PHB 2007 MS6 w/ Cheez // COBB V3 AP // Corksport CTS4 // HKS Ignition // SURE ID300 MAF // COBB TIP // CXRacing FMIC // PTP BSD // PTP Windage Tray // PTP TIG // KMD V2.1 CDFP Internals // HD Coil Packs // Corksport DP // TurboXS RP // CP-e 3" Single Cat-back // Bilstein Shocks & H&R Springs // DSS Axle // TSW Interlagos 19x8 +35 // 235/35 Rubber // Defi Red Racer // Block8head Defrost Pod // DDM 3k Fogs & 6k Lowbeams // Custom iPod Integration Hackjob // |
02-18-2011, 05:39 PM | #326 |
Join Date: Aug 2008 Location: Medford, NJ
Posts: 1,959
(View Stats)
iTrader: (1)
Rep Power: 0 Thanks: 625
Thanked 798 Times in 458 Posts
Groans: 5
Groaned at 4 Times in 4 Posts
| Not Ranked : 0 score 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.
__________________ 08.5 CWP MS3 - Cobb AP *Stage 2* ATR with a street tune - JBR Power Path Stage II Short Ram Intake - Corksport TMIC - Corksport Downpipe (w/OE midpipe) - PTP HPFP - Stock BPV - TWM SS w/bushings - CP-e RMM - Bilstein Sports w/OE springs - TSW Nurburgring Machined 18x8.5 Wheels - FIREHAWK INDY 500 - SIZE: 235/40R18 - Cobb RSB - Motorcraft XT-M5-QS in the tranny! |
02-18-2011, 05:42 PM | #327 |
Driver Join Date: May 2008 Location: Toronto
Posts: 2,479
(View Stats)
iTrader: (2)
Rep Power: 1986 Thanks: 4,158
Thanked 3,622 Times in 931 Posts
Groans: 44
Groaned at 13 Times in 13 Posts
| Not Ranked : 0 score 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.
__________________ DONE . Cobb AP 22-psi Self-Tuned . ATP GT3071 . CP-e 3.25" MAF+4" inlet . Denso ITV-24 . CP-e HPFP . CP-e FMIC . Turbosmart Ultimate BPV . 50/50 Meth w/ M5 nozzle . PTP IM Spacer+EGR delete . GrimmSpeed EBCS 3-port . SteedSpeed Mani . CP-e TBE . Greddy OCC w/ 2nd PCV valve . F2 BSD + oil-pan baffle . Hawk HP+ pads . Goodridge SS brake lines w/ Ford Super Dot 4 . Cobb Springs+FSB . Tri-Point RSB+Endlinks . Koni Yellows . KMAC Camber Plates . 60mm Boost Gauge . TWM Complete Shifter w/ JBR SSP+weight . CP-e RMM+PTP trans+kicker mount . Sparco Harness Bar w/ MOMO 4-pt harness . Rays/Volks 57F 18x8.5" +45mm 235/40/18 Hankook V12 . BBS RK 17x8" +45mm 235/45/17 RA1/R6 . OEM Snowflakes w/ 215/50/17 Nitto NT-SN1 . 3rd in CSCS 2009 Time Attack Championship - Super Street FWD . 360whp/390wtrq . SOON . 3-bar MAP sensor . MSpeed Tuning & Diagnostics - The Street Lab is ALWAYS OPEN FOR BUSINESS "It is amazing how many drivers, even at the Formula One Level, think that the brakes are for slowing the car down." -- Mario Andretti -- |
02-18-2011, 05:54 PM | #328 |
Driver Join Date: May 2008 Location: Toronto
Posts: 2,479
(View Stats)
iTrader: (2)
Rep Power: 1986 Thanks: 4,158
Thanked 3,622 Times in 931 Posts
Groans: 44
Groaned at 13 Times in 13 Posts
| Not Ranked : 0 score
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.
__________________ DONE . Cobb AP 22-psi Self-Tuned . ATP GT3071 . CP-e 3.25" MAF+4" inlet . Denso ITV-24 . CP-e HPFP . CP-e FMIC . Turbosmart Ultimate BPV . 50/50 Meth w/ M5 nozzle . PTP IM Spacer+EGR delete . GrimmSpeed EBCS 3-port . SteedSpeed Mani . CP-e TBE . Greddy OCC w/ 2nd PCV valve . F2 BSD + oil-pan baffle . Hawk HP+ pads . Goodridge SS brake lines w/ Ford Super Dot 4 . Cobb Springs+FSB . Tri-Point RSB+Endlinks . Koni Yellows . KMAC Camber Plates . 60mm Boost Gauge . TWM Complete Shifter w/ JBR SSP+weight . CP-e RMM+PTP trans+kicker mount . Sparco Harness Bar w/ MOMO 4-pt harness . Rays/Volks 57F 18x8.5" +45mm 235/40/18 Hankook V12 . BBS RK 17x8" +45mm 235/45/17 RA1/R6 . OEM Snowflakes w/ 215/50/17 Nitto NT-SN1 . 3rd in CSCS 2009 Time Attack Championship - Super Street FWD . 360whp/390wtrq . SOON . 3-bar MAP sensor . MSpeed Tuning & Diagnostics - The Street Lab is ALWAYS OPEN FOR BUSINESS "It is amazing how many drivers, even at the Formula One Level, think that the brakes are for slowing the car down." -- Mario Andretti -- | |
02-19-2011, 08:22 AM | #329 |
Trail of Fail Join Date: Jan 2010 Location: rock city AR
Posts: 9,484
(View Stats)
iTrader: (2)
Rep Power: 9906 Thanks: 10,493
Thanked 19,250 Times in 6,532 Posts
Groans: 37
Groaned at 25 Times in 22 Posts
(Thread Starter) | Not Ranked : 0 score 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.
__________________ 07 Red MS3 GT - E40 - Carrillo Rods - Wiseco Pistons - BSD - JBR 3.5 WidePath - ATP GTX3071 - Forge BPV - GA - Cobb v2 FMIC - CPE EM - CPE DP - CNT CBE - APv3 - Grim EBC - PERM dual port PCV plate - Dano dual OCC - CPE CDFP - Labonte S2 WMI - ACT Street Kit - SUv2 RMM - SU TM - "Stiffy" MM - DG CF wing ext, skirts & front lip - Hotchkis RSB/FSB w PowerGrid Links - Koni FSDs - DBA SX4000 Rotors - Hawk Pads - Silver OZ Ultraleggera - 235/40/18 NT-01 |
02-19-2011, 01:20 PM | #330 |
Join Date: Sep 2008 Location: Toronto, Ontario, Canada
Posts: 1,467
(View Stats)
iTrader: (1)
Rep Power: 2202 Thanks: 4,767
Thanked 4,088 Times in 1,066 Posts
Groans: 2
Groaned at 2 Times in 2 Posts
| Not Ranked : 0 score What values does the ECU look up when load goes above 2.0? |
02-19-2011, 04:16 PM | #331 |
Eth/Meth Junkie Join Date: Mar 2008 Location: Columbus, OH
Posts: 2,998
(View Stats)
iTrader: (1)
Rep Power: 2957 Thanks: 1,846
Thanked 5,488 Times in 1,740 Posts
Groans: 3
Groaned at 3 Times in 3 Posts
| Not Ranked : 0 score 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...
__________________ 08 MS3: ATP GTX3071 at 26PSI , AEM Dryflow 21-2147DK, CP-E 3.25'' MAF, CP-E Nviscid TIP, PG FMIC piping with Treadstone TR11 core, Cobb BPV, Ported IM, PG v1 manifold, CP-E catted DP, CNT CBE, KMD v2, Grimspeed EBCS, Alkycontrol Meth injection (M10 with 100% meth), E40 fuel, Cobb AP (ATR= WIN), ACT ZX4-HDSS, 3-Bar MAP, JBR RSB, and CP-E 60 Duro Engine Mount Set. (297.3WHP/366.9WTQ - on K04, 469.2WHP/420.7WTQ - on GTX3071) |
02-22-2011, 01:29 PM | #332 |
Join Date: Sep 2008 Location: Toronto, Ontario, Canada
Posts: 1,467
(View Stats)
iTrader: (1)
Rep Power: 2202 Thanks: 4,767
Thanked 4,088 Times in 1,066 Posts
Groans: 2
Groaned at 2 Times in 2 Posts
| Not Ranked : 0 score 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. |
02-22-2011, 09:31 PM | #333 |
Join Date: Jul 2009 Location: Keene, NH
Posts: 1,715
(View Stats)
iTrader: (3)
Rep Power: 0 Thanks: 53
Thanked 1,851 Times in 720 Posts
Groans: 12
Groaned at 68 Times in 44 Posts
| Not Ranked : 0 score 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 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.
__________________ 08.5 Mazdaspeed 3 - Cobb AP w/ Boost Targetting at 17psi, CP-E Nano SRI, ETS 3.25" TMIC, SU Test Pipe, CP-E RMM, Bilstein Sports, Cobb Springs, Progress RSB, Short Shift Plate, SU Solid Shifter Bushings, Dashhawk, Gold 18x8.5 Rota G-Force's, 235/40/18 Hankook Ventus V12's 253WHP/274WTQ on a Mustang Dyno before tune, 282WHP/318WTQ in VD after tune 97 Suzuki TL1000S Naked - LeoVince Slip-Ons, K&N Filter, PCII, fully custom naked setup 89 Kawasaki 650SX Stand-Up Jetski |
02-22-2011, 10:04 PM | #334 |
Join Date: Oct 2009
Posts: 77
(View Stats)
iTrader: (2)
Rep Power: 188 Thanks: 72
Thanked 123 Times in 47 Posts
Groans: 0
Groaned at 0 Times in 0 Posts
| Not Ranked : 0 score
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): | |
02-22-2011, 10:34 PM | #335 |
Join Date: Jul 2009 Location: Keene, NH
Posts: 1,715
(View Stats)
iTrader: (3)
Rep Power: 0 Thanks: 53
Thanked 1,851 Times in 720 Posts
Groans: 12
Groaned at 68 Times in 44 Posts
| Not Ranked : 0 score 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.
__________________ 08.5 Mazdaspeed 3 - Cobb AP w/ Boost Targetting at 17psi, CP-E Nano SRI, ETS 3.25" TMIC, SU Test Pipe, CP-E RMM, Bilstein Sports, Cobb Springs, Progress RSB, Short Shift Plate, SU Solid Shifter Bushings, Dashhawk, Gold 18x8.5 Rota G-Force's, 235/40/18 Hankook Ventus V12's 253WHP/274WTQ on a Mustang Dyno before tune, 282WHP/318WTQ in VD after tune 97 Suzuki TL1000S Naked - LeoVince Slip-Ons, K&N Filter, PCII, fully custom naked setup 89 Kawasaki 650SX Stand-Up Jetski |
02-22-2011, 10:42 PM | #336 |
Driver Join Date: May 2008 Location: Toronto
Posts: 2,479
(View Stats)
iTrader: (2)
Rep Power: 1986 Thanks: 4,158
Thanked 3,622 Times in 931 Posts
Groans: 44
Groaned at 13 Times in 13 Posts
| Not Ranked : 0 score
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.
__________________ DONE . Cobb AP 22-psi Self-Tuned . ATP GT3071 . CP-e 3.25" MAF+4" inlet . Denso ITV-24 . CP-e HPFP . CP-e FMIC . Turbosmart Ultimate BPV . 50/50 Meth w/ M5 nozzle . PTP IM Spacer+EGR delete . GrimmSpeed EBCS 3-port . SteedSpeed Mani . CP-e TBE . Greddy OCC w/ 2nd PCV valve . F2 BSD + oil-pan baffle . Hawk HP+ pads . Goodridge SS brake lines w/ Ford Super Dot 4 . Cobb Springs+FSB . Tri-Point RSB+Endlinks . Koni Yellows . KMAC Camber Plates . 60mm Boost Gauge . TWM Complete Shifter w/ JBR SSP+weight . CP-e RMM+PTP trans+kicker mount . Sparco Harness Bar w/ MOMO 4-pt harness . Rays/Volks 57F 18x8.5" +45mm 235/40/18 Hankook V12 . BBS RK 17x8" +45mm 235/45/17 RA1/R6 . OEM Snowflakes w/ 215/50/17 Nitto NT-SN1 . 3rd in CSCS 2009 Time Attack Championship - Super Street FWD . 360whp/390wtrq . SOON . 3-bar MAP sensor . MSpeed Tuning & Diagnostics - The Street Lab is ALWAYS OPEN FOR BUSINESS "It is amazing how many drivers, even at the Formula One Level, think that the brakes are for slowing the car down." -- Mario Andretti -- | |
02-23-2011, 12:01 AM | #337 |
Driver Join Date: May 2008 Location: Toronto
Posts: 2,479
(View Stats)
iTrader: (2)
Rep Power: 1986 Thanks: 4,158
Thanked 3,622 Times in 931 Posts
Groans: 44
Groaned at 13 Times in 13 Posts
| Not Ranked : 0 score 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
__________________ DONE . Cobb AP 22-psi Self-Tuned . ATP GT3071 . CP-e 3.25" MAF+4" inlet . Denso ITV-24 . CP-e HPFP . CP-e FMIC . Turbosmart Ultimate BPV . 50/50 Meth w/ M5 nozzle . PTP IM Spacer+EGR delete . GrimmSpeed EBCS 3-port . SteedSpeed Mani . CP-e TBE . Greddy OCC w/ 2nd PCV valve . F2 BSD + oil-pan baffle . Hawk HP+ pads . Goodridge SS brake lines w/ Ford Super Dot 4 . Cobb Springs+FSB . Tri-Point RSB+Endlinks . Koni Yellows . KMAC Camber Plates . 60mm Boost Gauge . TWM Complete Shifter w/ JBR SSP+weight . CP-e RMM+PTP trans+kicker mount . Sparco Harness Bar w/ MOMO 4-pt harness . Rays/Volks 57F 18x8.5" +45mm 235/40/18 Hankook V12 . BBS RK 17x8" +45mm 235/45/17 RA1/R6 . OEM Snowflakes w/ 215/50/17 Nitto NT-SN1 . 3rd in CSCS 2009 Time Attack Championship - Super Street FWD . 360whp/390wtrq . SOON . 3-bar MAP sensor . MSpeed Tuning & Diagnostics - The Street Lab is ALWAYS OPEN FOR BUSINESS "It is amazing how many drivers, even at the Formula One Level, think that the brakes are for slowing the car down." -- Mario Andretti -- |
02-23-2011, 04:23 AM | #338 |
Eth/Meth Junkie Join Date: Mar 2008 Location: Columbus, OH
Posts: 2,998
(View Stats)
iTrader: (1)
Rep Power: 2957 Thanks: 1,846
Thanked 5,488 Times in 1,740 Posts
Groans: 3
Groaned at 3 Times in 3 Posts
| Not Ranked : 0 score
Code: 0.12 0.08 0.05 0.02 0.01 0.00 -0.01 -0.06 -0.12 -0.30 -0.70 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.
__________________ 08 MS3: ATP GTX3071 at 26PSI , AEM Dryflow 21-2147DK, CP-E 3.25'' MAF, CP-E Nviscid TIP, PG FMIC piping with Treadstone TR11 core, Cobb BPV, Ported IM, PG v1 manifold, CP-E catted DP, CNT CBE, KMD v2, Grimspeed EBCS, Alkycontrol Meth injection (M10 with 100% meth), E40 fuel, Cobb AP (ATR= WIN), ACT ZX4-HDSS, 3-Bar MAP, JBR RSB, and CP-E 60 Duro Engine Mount Set. (297.3WHP/366.9WTQ - on K04, 469.2WHP/420.7WTQ - on GTX3071) | |
02-23-2011, 07:47 AM | #339 |
Trail of Fail Join Date: Jan 2010 Location: rock city AR
Posts: 9,484
(View Stats)
iTrader: (2)
Rep Power: 9906 Thanks: 10,493
Thanked 19,250 Times in 6,532 Posts
Groans: 37
Groaned at 25 Times in 22 Posts
(Thread Starter) | Not Ranked : 0 score 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.
__________________ 07 Red MS3 GT - E40 - Carrillo Rods - Wiseco Pistons - BSD - JBR 3.5 WidePath - ATP GTX3071 - Forge BPV - GA - Cobb v2 FMIC - CPE EM - CPE DP - CNT CBE - APv3 - Grim EBC - PERM dual port PCV plate - Dano dual OCC - CPE CDFP - Labonte S2 WMI - ACT Street Kit - SUv2 RMM - SU TM - "Stiffy" MM - DG CF wing ext, skirts & front lip - Hotchkis RSB/FSB w PowerGrid Links - Koni FSDs - DBA SX4000 Rotors - Hawk Pads - Silver OZ Ultraleggera - 235/40/18 NT-01 |
02-23-2011, 07:59 AM | #340 |
Join Date: Sep 2008 Location: Toronto, Ontario, Canada
Posts: 1,467
(View Stats)
iTrader: (1)
Rep Power: 2202 Thanks: 4,767
Thanked 4,088 Times in 1,066 Posts
Groans: 2
Groaned at 2 Times in 2 Posts
| Not Ranked : 0 score 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? |
02-23-2011, 09:12 AM | #341 |
Engineered Tuning Join Date: Jun 2008 Location: Vancouver, Canada
Posts: 12,653
(View Stats)
iTrader: (6)
Rep Power: 12034 Thanks: 6,485
Thanked 23,371 Times in 6,959 Posts
Groans: 13
Groaned at 44 Times in 38 Posts
| Not Ranked : 0 score 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.
| |
02-23-2011, 09:41 AM | #342 |
Trail of Fail Join Date: Jan 2010 Location: rock city AR
Posts: 9,484
(View Stats)
iTrader: (2)
Rep Power: 9906 Thanks: 10,493
Thanked 19,250 Times in 6,532 Posts
Groans: 37
Groaned at 25 Times in 22 Posts
(Thread Starter) | Not Ranked : 0 score
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. Sent from my iPhone using Tapatalk
__________________ 07 Red MS3 GT - E40 - Carrillo Rods - Wiseco Pistons - BSD - JBR 3.5 WidePath - ATP GTX3071 - Forge BPV - GA - Cobb v2 FMIC - CPE EM - CPE DP - CNT CBE - APv3 - Grim EBC - PERM dual port PCV plate - Dano dual OCC - CPE CDFP - Labonte S2 WMI - ACT Street Kit - SUv2 RMM - SU TM - "Stiffy" MM - DG CF wing ext, skirts & front lip - Hotchkis RSB/FSB w PowerGrid Links - Koni FSDs - DBA SX4000 Rotors - Hawk Pads - Silver OZ Ultraleggera - 235/40/18 NT-01 | |
02-23-2011, 09:58 AM | #343 |
Join Date: Jul 2009 Location: Keene, NH
Posts: 1,715
(View Stats)
iTrader: (3)
Rep Power: 0 Thanks: 53
Thanked 1,851 Times in 720 Posts
Groans: 12
Groaned at 68 Times in 44 Posts
| Not Ranked : 0 score
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.
__________________ 08.5 Mazdaspeed 3 - Cobb AP w/ Boost Targetting at 17psi, CP-E Nano SRI, ETS 3.25" TMIC, SU Test Pipe, CP-E RMM, Bilstein Sports, Cobb Springs, Progress RSB, Short Shift Plate, SU Solid Shifter Bushings, Dashhawk, Gold 18x8.5 Rota G-Force's, 235/40/18 Hankook Ventus V12's 253WHP/274WTQ on a Mustang Dyno before tune, 282WHP/318WTQ in VD after tune 97 Suzuki TL1000S Naked - LeoVince Slip-Ons, K&N Filter, PCII, fully custom naked setup 89 Kawasaki 650SX Stand-Up Jetski | |
02-23-2011, 10:14 AM | #344 |
Join Date: Sep 2008 Location: Toronto, Ontario, Canada
Posts: 1,467
(View Stats)
iTrader: (1)
Rep Power: 2202 Thanks: 4,767
Thanked 4,088 Times in 1,066 Posts
Groans: 2
Groaned at 2 Times in 2 Posts
| Not Ranked : 0 score
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). | |
02-23-2011, 10:42 AM | #345 |
Join Date: Jul 2009 Location: Keene, NH
Posts: 1,715
(View Stats)
iTrader: (3)
Rep Power: 0 Thanks: 53
Thanked 1,851 Times in 720 Posts
Groans: 12
Groaned at 68 Times in 44 Posts
| Not Ranked : 0 score
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.
__________________ 08.5 Mazdaspeed 3 - Cobb AP w/ Boost Targetting at 17psi, CP-E Nano SRI, ETS 3.25" TMIC, SU Test Pipe, CP-E RMM, Bilstein Sports, Cobb Springs, Progress RSB, Short Shift Plate, SU Solid Shifter Bushings, Dashhawk, Gold 18x8.5 Rota G-Force's, 235/40/18 Hankook Ventus V12's 253WHP/274WTQ on a Mustang Dyno before tune, 282WHP/318WTQ in VD after tune 97 Suzuki TL1000S Naked - LeoVince Slip-Ons, K&N Filter, PCII, fully custom naked setup 89 Kawasaki 650SX Stand-Up Jetski | |
02-23-2011, 10:51 AM | #346 |
Captain Join Date: May 2008 Location: Rio Rancho, NM
Posts: 11,480
(View Stats)
iTrader: (5)
Rep Power: 15759 Thanks: 33,656
Thanked 30,915 Times in 7,770 Posts
Groans: 79
Groaned at 34 Times in 32 Posts
| Not Ranked : 0 score 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).
__________________ 500awhp 440awtq uncorrected EFR8374 ms6, no meth, 50/50 e85, and IDCs in the 90's @ 500+ awhp, with room to grow... fifth port winning. Count down to head lift.... 3.... 2.... 30r ms3 dd on deck, has fuel... needs top mount turbo lovin' next... Check out the hair Salon: www.permtuning.com |
02-23-2011, 11:26 AM | #347 |
Trail of Fail Join Date: Jan 2010 Location: rock city AR
Posts: 9,484
(View Stats)
iTrader: (2)
Rep Power: 9906 Thanks: 10,493
Thanked 19,250 Times in 6,532 Posts
Groans: 37
Groaned at 25 Times in 22 Posts
(Thread Starter) | Not Ranked : 0 score Word Sent from my iPhone using Tapatalk
__________________ 07 Red MS3 GT - E40 - Carrillo Rods - Wiseco Pistons - BSD - JBR 3.5 WidePath - ATP GTX3071 - Forge BPV - GA - Cobb v2 FMIC - CPE EM - CPE DP - CNT CBE - APv3 - Grim EBC - PERM dual port PCV plate - Dano dual OCC - CPE CDFP - Labonte S2 WMI - ACT Street Kit - SUv2 RMM - SU TM - "Stiffy" MM - DG CF wing ext, skirts & front lip - Hotchkis RSB/FSB w PowerGrid Links - Koni FSDs - DBA SX4000 Rotors - Hawk Pads - Silver OZ Ultraleggera - 235/40/18 NT-01 |
02-23-2011, 07:43 PM | #348 |
Join Date: Jul 2009 Location: Keene, NH
Posts: 1,715
(View Stats)
iTrader: (3)
Rep Power: 0 Thanks: 53
Thanked 1,851 Times in 720 Posts
Groans: 12
Groaned at 68 Times in 44 Posts
| Not Ranked : 0 score 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.
__________________ 08.5 Mazdaspeed 3 - Cobb AP w/ Boost Targetting at 17psi, CP-E Nano SRI, ETS 3.25" TMIC, SU Test Pipe, CP-E RMM, Bilstein Sports, Cobb Springs, Progress RSB, Short Shift Plate, SU Solid Shifter Bushings, Dashhawk, Gold 18x8.5 Rota G-Force's, 235/40/18 Hankook Ventus V12's 253WHP/274WTQ on a Mustang Dyno before tune, 282WHP/318WTQ in VD after tune 97 Suzuki TL1000S Naked - LeoVince Slip-Ons, K&N Filter, PCII, fully custom naked setup 89 Kawasaki 650SX Stand-Up Jetski |
02-24-2011, 01:50 PM | #349 |
Join Date: Sep 2008 Location: Toronto, Ontario, Canada
Posts: 1,467
(View Stats)
iTrader: (1)
Rep Power: 2202 Thanks: 4,767
Thanked 4,088 Times in 1,066 Posts
Groans: 2
Groaned at 2 Times in 2 Posts
| Not Ranked : 0 score 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. |
02-24-2011, 01:56 PM | #350 |
Trail of Fail Join Date: Jan 2010 Location: rock city AR
Posts: 9,484
(View Stats)
iTrader: (2)
Rep Power: 9906 Thanks: 10,493
Thanked 19,250 Times in 6,532 Posts
Groans: 37
Groaned at 25 Times in 22 Posts
(Thread Starter) | Not Ranked : 0 score 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 Sent from my iPhone using Tapatalk
__________________ 07 Red MS3 GT - E40 - Carrillo Rods - Wiseco Pistons - BSD - JBR 3.5 WidePath - ATP GTX3071 - Forge BPV - GA - Cobb v2 FMIC - CPE EM - CPE DP - CNT CBE - APv3 - Grim EBC - PERM dual port PCV plate - Dano dual OCC - CPE CDFP - Labonte S2 WMI - ACT Street Kit - SUv2 RMM - SU TM - "Stiffy" MM - DG CF wing ext, skirts & front lip - Hotchkis RSB/FSB w PowerGrid Links - Koni FSDs - DBA SX4000 Rotors - Hawk Pads - Silver OZ Ultraleggera - 235/40/18 NT-01 |
02-24-2011, 02:24 PM | #351 |
Join Date: Sep 2008 Location: Toronto, Ontario, Canada
Posts: 1,467
(View Stats)
iTrader: (1)
Rep Power: 2202 Thanks: 4,767
Thanked 4,088 Times in 1,066 Posts
Groans: 2
Groaned at 2 Times in 2 Posts
| Not Ranked : 0 score 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 |
02-24-2011, 04:15 PM | #352 |
Join Date: Jul 2009 Location: Keene, NH
Posts: 1,715
(View Stats)
iTrader: (3)
Rep Power: 0 Thanks: 53
Thanked 1,851 Times in 720 Posts
Groans: 12
Groaned at 68 Times in 44 Posts
| Not Ranked : 0 score
__________________ 08.5 Mazdaspeed 3 - Cobb AP w/ Boost Targetting at 17psi, CP-E Nano SRI, ETS 3.25" TMIC, SU Test Pipe, CP-E RMM, Bilstein Sports, Cobb Springs, Progress RSB, Short Shift Plate, SU Solid Shifter Bushings, Dashhawk, Gold 18x8.5 Rota G-Force's, 235/40/18 Hankook Ventus V12's 253WHP/274WTQ on a Mustang Dyno before tune, 282WHP/318WTQ in VD after tune 97 Suzuki TL1000S Naked - LeoVince Slip-Ons, K&N Filter, PCII, fully custom naked setup 89 Kawasaki 650SX Stand-Up Jetski | |
02-24-2011, 04:19 PM | #353 |
Join Date: Sep 2008 Location: Toronto, Ontario, Canada
Posts: 1,467
(View Stats)
iTrader: (1)
Rep Power: 2202 Thanks: 4,767
Thanked 4,088 Times in 1,066 Posts
Groans: 2
Groaned at 2 Times in 2 Posts
| Not Ranked : 0 score 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? |
02-24-2011, 04:44 PM | #354 |
Eth/Meth Junkie Join Date: Mar 2008 Location: Columbus, OH
Posts: 2,998
(View Stats)
iTrader: (1)
Rep Power: 2957 Thanks: 1,846
Thanked 5,488 Times in 1,740 Posts
Groans: 3
Groaned at 3 Times in 3 Posts
| Not Ranked : 0 score
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:
__________________ 08 MS3: ATP GTX3071 at 26PSI , AEM Dryflow 21-2147DK, CP-E 3.25'' MAF, CP-E Nviscid TIP, PG FMIC piping with Treadstone TR11 core, Cobb BPV, Ported IM, PG v1 manifold, CP-E catted DP, CNT CBE, KMD v2, Grimspeed EBCS, Alkycontrol Meth injection (M10 with 100% meth), E40 fuel, Cobb AP (ATR= WIN), ACT ZX4-HDSS, 3-Bar MAP, JBR RSB, and CP-E 60 Duro Engine Mount Set. (297.3WHP/366.9WTQ - on K04, 469.2WHP/420.7WTQ - on GTX3071) | |
02-24-2011, 07:47 PM | #355 |
Join Date: Jan 2009 Location: Newark, NJ
Posts: 1,781
(View Stats)
iTrader: (1)
Rep Power: 1040 Thanks: 4,110
Thanked 1,779 Times in 741 Posts
Groans: 661
Groaned at 45 Times in 33 Posts
| Not Ranked : 0 score 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? |
02-27-2011, 12:11 PM | #356 |
Join Date: Jul 2009 Location: Keene, NH
Posts: 1,715
(View Stats)
iTrader: (3)
Rep Power: 0 Thanks: 53
Thanked 1,851 Times in 720 Posts
Groans: 12
Groaned at 68 Times in 44 Posts
| Not Ranked : 0 score 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.
__________________ 08.5 Mazdaspeed 3 - Cobb AP w/ Boost Targetting at 17psi, CP-E Nano SRI, ETS 3.25" TMIC, SU Test Pipe, CP-E RMM, Bilstein Sports, Cobb Springs, Progress RSB, Short Shift Plate, SU Solid Shifter Bushings, Dashhawk, Gold 18x8.5 Rota G-Force's, 235/40/18 Hankook Ventus V12's 253WHP/274WTQ on a Mustang Dyno before tune, 282WHP/318WTQ in VD after tune 97 Suzuki TL1000S Naked - LeoVince Slip-Ons, K&N Filter, PCII, fully custom naked setup 89 Kawasaki 650SX Stand-Up Jetski |
02-28-2011, 12:03 PM | #357 |
Trail of Fail Join Date: Jan 2010 Location: rock city AR
Posts: 9,484
(View Stats)
iTrader: (2)
Rep Power: 9906 Thanks: 10,493
Thanked 19,250 Times in 6,532 Posts
Groans: 37
Groaned at 25 Times in 22 Posts
(Thread Starter) | Not Ranked : 0 score
do you have the CL exit changes in place?
__________________ 07 Red MS3 GT - E40 - Carrillo Rods - Wiseco Pistons - BSD - JBR 3.5 WidePath - ATP GTX3071 - Forge BPV - GA - Cobb v2 FMIC - CPE EM - CPE DP - CNT CBE - APv3 - Grim EBC - PERM dual port PCV plate - Dano dual OCC - CPE CDFP - Labonte S2 WMI - ACT Street Kit - SUv2 RMM - SU TM - "Stiffy" MM - DG CF wing ext, skirts & front lip - Hotchkis RSB/FSB w PowerGrid Links - Koni FSDs - DBA SX4000 Rotors - Hawk Pads - Silver OZ Ultraleggera - 235/40/18 NT-01 | |
02-28-2011, 12:10 PM | #358 |
Trail of Fail Join Date: Jan 2010 Location: rock city AR
Posts: 9,484
(View Stats)
iTrader: (2)
Rep Power: 9906 Thanks: 10,493
Thanked 19,250 Times in 6,532 Posts
Groans: 37
Groaned at 25 Times in 22 Posts
(Thread Starter) | Not Ranked : 0 score
I've always thought the BD table needed more resolution right at target boost so this may hold an answer...at least for some.
__________________ 07 Red MS3 GT - E40 - Carrillo Rods - Wiseco Pistons - BSD - JBR 3.5 WidePath - ATP GTX3071 - Forge BPV - GA - Cobb v2 FMIC - CPE EM - CPE DP - CNT CBE - APv3 - Grim EBC - PERM dual port PCV plate - Dano dual OCC - CPE CDFP - Labonte S2 WMI - ACT Street Kit - SUv2 RMM - SU TM - "Stiffy" MM - DG CF wing ext, skirts & front lip - Hotchkis RSB/FSB w PowerGrid Links - Koni FSDs - DBA SX4000 Rotors - Hawk Pads - Silver OZ Ultraleggera - 235/40/18 NT-01 | |
02-28-2011, 12:29 PM | #359 |
Join Date: Jan 2009 Location: Newark, NJ
Posts: 1,781
(View Stats)
iTrader: (1)
Rep Power: 1040 Thanks: 4,110
Thanked 1,779 Times in 741 Posts
Groans: 661
Groaned at 45 Times in 33 Posts
| Not Ranked : 0 score Yea I'm pretty sure I do on my other logs my afrs drop immediately it was just that one log that was strange |
02-28-2011, 12:35 PM | #360 |
Join Date: Jan 2010 Location: Rosemount, MN
Posts: 1,368
(View Stats)
iTrader: (0)
Rep Power: 0 Thanks: 946
Thanked 1,334 Times in 586 Posts
Groans: 53
Groaned at 31 Times in 22 Posts
| Not Ranked : 0 score
__________________ You know.... Moose stuff | |
LinkBacks (?)
LinkBack to this Thread: http://www.mazdaspeedforum.org/forum/forum/f628/dano-s-boost-tuning-101-cool-stuff-125193/ | ||||
Posted By | For | Type | Date | |
Mega "How to" thread for genpu speed3s! - Mazda3 Forums : The #1 Mazda 3 Forum | This thread | Refback | 08-02-2014 06:32 PM |
Currently Active Users Viewing This Thread: 1 (0 members and 1 guests) | |
| |
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
Dano's Boost Tuning 101 + Cool Stuff | Dano | MazdaSpeed 3/6 - ECU Computer Tuning | 1518 | 02-25-2014 07:30 PM |
COBB Tuning AccessPORT Update Features Boost Tuning, Faster Datalogging and LC/FFS | Cobb Tuning | 2010 MS3 - ECU Computer Tuning | 0 | 08-31-2011 07:32 PM |
Cool Cobb Tuning Video | Haltech | MazdaSpeed 3/6 - ECU Computer Tuning | 1 | 06-24-2008 12:22 AM |