thanks!
do you have any logs of your cold starts? For most common rail maestro cars ive tuned that had cold start issues where all lean, trace an idle log through the temp vs a/f map and add fuel. Id start there if you havent already.
it's been a since last fall since
I messed with this, but i dint think the a/F is measured right at start up. And its open loop. But as soon as this switches over (~20-30 seconds) then it goes to closed loop and the cold start map takes place. But yeah I'm guessing it's lean but i can't adjust it. I do know fuel trims seem to effect this. Mine are usually negative so if i clear the trims it starts better, which makes me think it does run lean as you said.
You can figure out target filling by looking at your table's section (throttle) and going off of the information in the axis. Looks like RPM vs %tq, and output is a percentage, probably load? It's like TQ based pedal follower, but kind of backwards.
still confused.
Max VE appears to go off the same principal, it is pedal based (%torque=torque being requested from the pedal angle[driver input]), and is an expected value. Don't change it unless your engine's actual volumetric efficiency somehow increased by getting block work done. Other than that you could raise it at the top for larger turbos or if more boost is expected than stock (at least thats what it looks like).
I agree. I've made adjustments on the top end and it seems to have fixed any "limiter" issues I've had. Eurodyne support has said the ecu can try and limit output If it feels the number had been met.
Min timing map = absolute lowest timing value allowed, no matter what all spark calculations equal. You could raise this to force higher timing I guess, but that sounds like a really BAD idea.
I assumed that.. I think there were two similar maps and i wasn't sure the difference. Il have to look through my maps.
Low vs Hi octane maps (if anything like GM) is based on your detected knock. If it detects no knock, it trends towards the high octane table. When it sees knock, it trends back towards low octane table. It is probably a bad idea to raise the low table much, in the case of bad gas or accidental 87 octane fillup. For power in optimal condition (no knock), tune high octane table.
That makes decent enough sense. I've left my low octane maps alone.
min timing map is the bottom point, timing wont go below it no matter how much it tried to pull.
low vs high map from my past experience can only be completed using a switching option, didnt think that was possible right now? Can you achieve your timing results using either high or low?
Right. That was what i thought originally. This must not be possible with our ecu's though. Would be nice.
Also, for the cold starts, have you adjusted tables that note a difference in values between flaps open to flaps closed? If not, they all need to match the flaps open values, because technically your flaps are always open now as far as the ecu knows
The only adjustable tables based on flaps are the actual flapper table, which I've adjusted to zero. (The map shows the flapper doing nothing at idle, which i don't know if that's true or not.) And timing maps, which should really do anything for the most part. Unless way off one way or the other
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