Ok, for starters I understand that the more you log, the less you get, but can someone expain the following?

I start with X variables and get 10.00 samples per second. After 5 minutes...it is down to 5 samples per second.

what the heck?

What can one do to increase the sampling, or keep it constant? Is this a buffer issue, PC issue, Subaru ECU issue, maybe Java?

for reference, I have 1.7GHz processor, 1 GB of RAM, and 1.7 GB of free space on my C drive(20+GB on the D drive), Java platfrom standard edition 6, version 1.6.0(this means nothing to me, but it may to you)

Log less crap. ;)

Seriously, our loggers log slowwwwwwww and the average sample rate always starts high, it is just an error in the counter. So log only what you need for best resolution.

I get about 4-5 samples per second logging my small basic log (MRP, IGN, KC, FLKC, FBKC, WGDC, AFL1, EL, MAF, CT, IAT, AVCS, VS, RPM, LC1)

some people or picky, 3 LPS is fast enough to catch most anything especially in 3rd or 4th gear pulls.

I get about 4-5 samples per second logging my small basic log (MRP, IGN, KC, FLKC, FBKC, WGDC, AFL1, EL, MAF, CT, IAT, AVCS, VS, RPM, LC1)

OK, trying to dissect this...

Manifold Relative Pressure
Ignition Total Timing
Knock Correction Advance (why are you logging this if you're also logging FLKC and FBKC?)
Fine Learning Knock Correction
Feedback Knock Correction
Wastegate Duty Cycle
Air-Fuel Learning
EL?????????
MAF voltage or g/sec?
CT??????
Intake Air Temp
AVCS=that turbo variable valve thingy
VS (Vehicle speed? why is this important?)
LC-1 AFR


Yeah?

EL is engine load

CT is coolant temperature

MAF is Mass Air Flow - g/s

This is the list I usually log:

Air/Fuel Correction #1 (%)
AF Learning #1 (Current)* (%)
Coolant Temperature (F)
Engine Load* (g/rev)
Engine Speed (rpm)
Feedback Knock Correction* (degrees)
Fine Learning Knock Correction* (degrees)
IAM* (multiplier)
Ignition Timing (degrees)
Injector Duty Cycle (%)
Intake Air Temperature (F)
Manifold Rel. Pressure (Corrected) (psi)
Knock correction
Mass Air Flow (g/s)
Throttle Opening Angle (%)
Vehicle Speed (mph)

Oh yeah forgot IDC or IPW. I always log that.

You not only have to take into consideration the number of parameters, but the data type of each parameter. That is, how many bytes are being transmitted for each parameter you've selected. Standard SSM parameters are efficient because they all are only 1 byte with the exception of engine speed (rpm) and mass airflow (both 2 bytes). The downside of the standard parameters, is, that the ECU may have to use a narrowing conversion depending on the data type of the original variable. This is why 'Manifold Relative Pressure' is limited to ~18.4 psi (clipped) at sea level, even though the original variable (MAP), as used by the ECU, has no effective limit. Most loggers will overcome this limit by calculating MRP by subtracting atmospheric pressure from manifold absolute pressure ("Manifold Relative Pressure (Corrected)"). However, because it is calculated from the standard SSM parameter (1 byte) for MAP, it is still limited to about 22.3 psig at sea level (ex. 37 (max for MAP) - 14.7 = 22.3 psig). So, you gain a little more headroom but you transmitting an extra byte (2 bytes). In addition, with standard parameters, you can lose some precision (sometimes quite a bit) after the conversion.

Extended parameters can allow you to log the original variable, eliminating the limit issue and loss of precision (ex. Manifold Absolute Pressure (direct)), but usually at a cost. With the 32-bit ECU, most extended parameters require 4 bytes. This should be carefully considered if you are trying to minimize the sampling interval. So, for example, if you are not going to be boosting anywhere near 18.4 psig sea level peak, then you should use the least costly parameter, standard "Manifold Relative Pressure". If over ~18.4 psig but under ~22.3 psig at sea level, then use "Manifold Relative Pressure (Corrected)" and only if you anticipate hitting over 22 psig, then use the extended parameters for MAP.

I'll update the Enginuity extended parameter description list today (on the openecu site) and list the number of bytes for each extended parameter by ECU. There can be a big difference, even between each ECU, so it is hard to outline it here. For example, for the 16-bit ECU, IAM, feedback knock correction, and fine learning knock correction use on 1 byte v. 4 bytes for the 32-bit ECU.

Coolant temp? Interesting.

I log as little as possible, usually only what I need to base the data against the tables I am working with plus IAM, KC and feedback. I imagine alot of people would find it strange.

/Brox

You not only have to take into consideration the number of parameters, but the data type of each parameter. That is, how many bytes are being transmitted for each parameter you've selected. Standard SSM parameters are efficient because they all are only 1 byte with the exception of engine speed (rpm) and mass airflow (both 2 bytes). The downside of the standard parameters, is, that the ECU may have to use a narrowing conversion depending on the data type of the original variable. This is why 'Manifold Relative Pressure' is limited to ~18.4 psi (clipped) at sea level, even though the original variable (MAP), as used by the ECU, has no effective limit. Most loggers will overcome this limit by calculating MRP by subtracting atmospheric pressure from manifold absolute pressure ("Manifold Relative Pressure (Corrected)"). However, because it is calculated from the standard SSM parameter (1 byte) for MAP, it is still limited to about 22.3 psig at sea level (ex. 37 (max for MAP) - 14.7 = 22.3 psig). So, you gain a little more headroom but you transmitting an extra byte (2 bytes). In addition, with standard parameters, you can lose some precision (sometimes quite a bit) after the conversion.

Extended parameters can allow you to log the original variable, eliminating the limit issue and loss of precision (ex. Manifold Absolute Pressure (direct)), but usually at a cost. With the 32-bit ECU, most extended parameters require 4 bytes. This should be carefully considered if you are trying to minimize the sampling interval. So, for example, if you are not going to be boosting anywhere near 18.4 psig sea level peak, then you should use the least costly parameter, standard "Manifold Relative Pressure". If over ~18.4 psig but under ~22.3 psig at sea level, then use "Manifold Relative Pressure (Corrected)" and only if you anticipate hitting over 22 psig, then use the extended parameters for MAP.

I'll update the Enginuity extended parameter description list today (on the openecu site) and list the number of bytes for each extended parameter by ECU. There can be a big difference, even between each ECU, so it is hard to outline it here. For example, for the 16-bit ECU, IAM, feedback knock correction, and fine learning knock correction use on 1 byte v. 4 bytes for the 32-bit ECU.

this is something i needed to see, i've been taking my 16g well into the 20psi range and was using the "corrected MRP". I didn't know i could log higer pressures just by using normal MRP and possibly doing some math in the table afterwards. half my logs are pegged at 22.3psi up untill 5000RPM LOL.

this is something i needed to see, i've been taking my 16g well into the 20psi range and was using the "corrected MRP". I didn't know i could log higer pressures just by using normal MRP and possibly doing some math in the table afterwards. half my logs are pegged at 22.3psi up untill 5000RPM LOL.
No math is going to help above 22 psi. You need to log Enginuity's "Manifold Absolute Pressure (Direct)" or "Manifold Relative Pressure (Direct)" which will have no effective limit whatsoever. Although the MRP direct will based on the assumption of sea level, but this will match the standard ECU definition target boost tables.

some people or picky, 3 LPS is fast enough to catch most anything especially in 3rd or 4th gear pulls.

not trying to be picky...I'm very greatful for what I have with enginuity. With the dropping LPS rate, I didn't know what the heck was happening. My PC has been on the fritz lately and was thinking it may have been linked.

I usually only log EL OR MAF. you can rough calculate either one from each other if you know the RPM. I also don't log the knock correction because a drop in that, I think, is reflected in the FLKC and/or FBKC values.

Coolant temp? Interesting.

I log as little as possible, usually only what I need to base the data against the tables I am working with plus IAM, KC and feedback. I imagine alot of people would find it strange.

/Brox

I shotgun log the car most of the time. Unless I really want to dial one parameter in very closely, I have found you can get all you need in one log including AVCS. I don't know of any old hotrodder who does not log coolant temps (or have a gauge) on a new map. Your coolant temps can tell you a good bit. EGT and WBO2 are even more important.