Yet another theory on how to tune...
#81
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Originally Posted by RedHardSupra
it's simple to test, if VE doesnt' do anything according to jeff's theory, just set it to 100 everywhere, and go romp on it ![Winky](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_wink.gif)
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....or set it to 0 and see if it starts.
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#83
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you can set the VE to 100, and you will be fine, you cannot set to to 0 without maxing out both the maf error threshold function, and the "maximum limit factor" in hpt to a 1.9 will increase how far you can drive until it goes into a failure more, requiring reflashing the pcm to clear the fault, but it will not be a drivable tune at all
Ryan
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Ryan
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Originally Posted by RedHardSupra
actually, if you wanna use a bitchin formula using your newfound MAF stableness (is that even a word? oh well, it is now...) do this:
k=ln((GMVE*RPM*CYL*MAP-120*MAF*IAT)/(120*MAF*(ECT-IAT)))/-MAF
if you dont have GMVE just use GMVE=VE*CYLVOL/R with R=287.05
use metric everwhere of course![Winky](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_wink.gif)
and let's see how k looks like across as much airflow conditions as possible (although it really matters most only < 150g/sec)
enjoy!
k=ln((GMVE*RPM*CYL*MAP-120*MAF*IAT)/(120*MAF*(ECT-IAT)))/-MAF
if you dont have GMVE just use GMVE=VE*CYLVOL/R with R=287.05
use metric everwhere of course
![Winky](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_wink.gif)
and let's see how k looks like across as much airflow conditions as possible (although it really matters most only < 150g/sec)
enjoy!
VEpcm=MAF*(IAT+273.15)/((displacement()*61.024)*RPM*MAP)*6155274.24
I didn't get any values that made sense with that and I wasn't sure how to represent displacement.
So, I tried the following:
VEpcm=(MAF*(IAT+273.15)*6155274.24)/(displacement*61.024*RPM*MAP)
...and used cylinder_volume*8=5665.527336 for displacement.
The result appears to be relatively close to my VE in grams*K/kPa.
Is it possible this calculated .pid is wrong in EFI Live?
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Originally Posted by RedHardSupra
the numbers are usually just conversions of units. i do everything in metric, so i dont need any ![Winky](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_wink.gif)
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#87
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Question....
How do you do this in HPT? Is it not possible, or am I just Ray Charles over here???
Edit: Is this the "Dynamic Airflow: High RPM Disable" ? It's set to 4000 now (stock).
...they had dropped the VE/MAF blending threshold (B0120) down to 400rpm from the factory 4,000rpm setting...
Edit: Is this the "Dynamic Airflow: High RPM Disable" ? It's set to 4000 now (stock).
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Originally Posted by TheBlurLS1
Question....
How do you do this in HPT? Is it not possible, or am I just Ray Charles over here???
Edit: Is this the "Dynamic Airflow: High RPM Disable" ? It's set to 4000 now (stock).
How do you do this in HPT? Is it not possible, or am I just Ray Charles over here???
Edit: Is this the "Dynamic Airflow: High RPM Disable" ? It's set to 4000 now (stock).
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Still been thinking about things in this thread....
Going to try to dial in the IFR table with a virtually stock MAF table. Then, switch to SD with that IFR table and dial in VE. That way, when I re-enable the MAF, it should all work together. Still working on figuring out the low RPM richness. Think it may have to do with minimum IPW's or something along those lines.
Going to try to dial in the IFR table with a virtually stock MAF table. Then, switch to SD with that IFR table and dial in VE. That way, when I re-enable the MAF, it should all work together. Still working on figuring out the low RPM richness. Think it may have to do with minimum IPW's or something along those lines.
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Originally Posted by TheBlurLS1
Question....
How do you do this in HPT? Is it not possible, or am I just Ray Charles over here???
Edit: Is this the "Dynamic Airflow: High RPM Disable" ? It's set to 4000 now (stock).
How do you do this in HPT? Is it not possible, or am I just Ray Charles over here???
Edit: Is this the "Dynamic Airflow: High RPM Disable" ? It's set to 4000 now (stock).
in HPT it's:
Engine> Airflow> Dynamic Airflow
Look at the 3rd coulmn down on the left "High RPM Disable"
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Jeff, next time out logging try throwing the clutch in and going to neutral anytime you need to decelerate. You'll notice that the cells that are usually rich will appear alot better. Definately a deceleration problem which seems to be tracing back to just what you said, IPW problem. I know you can try to filter out deceleration but it just doesn't seem to work out for me. My problem has always been 30-35 kpa from 3200rpm down. Doing my best not to allow any engine braking really shows a difference in BENs.
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Originally Posted by Violatorno1
Jeff, next time out logging try throwing the clutch in and going to neutral anytime you need to decelerate. You'll notice that the cells that are usually rich will appear alot better. Definately a deceleration problem which seems to be tracing back to just what you said, IPW problem. I know you can try to filter out deceleration but it just doesn't seem to work out for me. My problem has always been 30-35 kpa from 3200rpm down. Doing my best not to allow any engine braking really shows a difference in BENs.
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Originally Posted by joecar
Jeff, what does your filter all exclude...?
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I always filter out these two things:
** When TPS is changing more than 2% per 500ms
** When Timing @ #1 Cylinder is changing more than 6 degrees per 500ms
Those help eliminate transitions.
Right now, I'm working on the IFR table based on the stock MAF curve (B0120 set to 1rpm).
I filter out:
** Engine RPM is less than 2200rpms
** TPS is less than 2%
** MANVAC is greater than WX kPa
** MANVAC is less than YZ kPa
The last two play out 'per cell' in the IFR table. In other words, if the cell I'm working on is 25kPa, WX becomes 26kPa and YZ kPa becomes 24kPa. Make sense? I do something similar with the VE table when in SD. I filter out the data that falls through the cracks of the table base on kPa and RPM. To achieve this, I've got a long-*** filter to take care of the kPa columns. But, I have to adjust each RPM row at a time and filter out anything that's not within +/- 50rpm of the row I'm working on.
The point of doing that extra filtering focuses on the data that is at the center of the cells. It helps to eliminate the PCM's interpolation influence in your data. If I get time someday soon, I'll clean up and post my filters. It's a simple text file....but like I said, I want to clean 'em up a little first.
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Originally Posted by COMPRACER
Where do i find this ve/maf blending threshold in HP Tuners?
https://ls1tech.com/forums/showpost....3&postcount=90