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Old 01-03-2011, 08:42 PM   #151
Jamaal
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Looking for help putting together this spreadsheet. Running into a few issues creating the first set of graphs for the maf voltage vs time. I'm not very good with excel. Using race tuner to log. Working with a turboxs rotated setup and blowthrough Maf.

I'll be re-reading the thread in the meantime. Any help is greatly appreciated.
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Old 01-04-2011, 04:40 PM   #152
xlsupreme
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Quote:
Originally Posted by Jamaal View Post
Looking for help putting together this spreadsheet. Running into a few issues creating the first set of graphs for the maf voltage vs time. I'm not very good with excel. Using race tuner to log. Working with a turboxs rotated setup and blowthrough Maf.

I'll be re-reading the thread in the meantime. Any help is greatly appreciated.
The gist is that you'll be logging a boatload of data, mostly because of how much you'll be discarding. You'll be manually filtering out based on
1. IAT's that are too high, indicating when you stopped at a stop light
2. rapid changes in MAF (v)
3. times when you accidentally went into open loop

among the other items that williaty suggested you filter by. you want a lot of data because you're also trying to test the validity of your maf curve across the entire range of closed loop.
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Old 10-16-2011, 08:00 PM   #153
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Just got around to doing this today for my OBX intake. great write-up, thanks a lot
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Old 02-06-2012, 12:50 AM   #154
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Spreadsheet made by Y_I_K_E_S at romradier based on williaty's method
http://www.romraider.com/forum/viewt...p=66138#p66138
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Old 03-13-2012, 05:36 PM   #155
Ninja007
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First off: Awesome thread.
I purchased a modified 2002 WRX from a friend a bit ago. Modified meaning non-stock looking maf, FPGreen, WRX Modded injectors short ram and intake hardpipe to turbo. So... lots of mods to the air intake path.

This car has been road tuned once by a reputable tuner, but still has a couple driveability issues I want to fix, so i'm starting with MAF scaling.

Injector scaling set to 780cc in the tune, havent touched it yet. This morning I did some logging with the Romraider MAF Scaling tool. Its results are below, what concerns me is that I have one area with 40% error and several around 25% in several areas and I need some advice: 1) Should I attempt to smooth out the entire Open/Closed loop curve based on results below. Its obviously way off, I put a proposed curve in there with the changes I would make, but it scares me to do 30% change at 1.72 G/Rev

2) Ultimately I want this car to be really dialed in, I want to have a good baseline without having to use the MAF scaling to band-aid everything. Given that its already modded heavily, what would be a good approach to be assured injector scaling and MAF Scaling are both accurate within a couple percent?

Below is a graph of a MAF Voltage vs MAF g/Sec. I used two different scales so you can see some detail down <100 g/Sec.
Key:
Measured = recommended curve from Romraider MAF Scaling Tool.
X-Tune = What the car came with
Modded = the changes i'm thinking about making
LGT/LGT Stock = Some stock MAF curves for sanity check


MAF Scale Closeup by blackaa, on Flickr


MAF Scale Full by blackaa, on Flickr
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Old 10-21-2012, 01:59 AM   #156
gdoggmoney
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Thank you so much.

I managed to do this once, and tediously mapped the screenshoted values from the romraider logger/maf Scaler/plotter to the table in ECU flash.

The car drives immensely better. It is an 07 2.5i 70k miles, noisey motor, intake manifold spacers (8mm grimmspeed), complete egr removal/block off (includes the tube in the intake manifold behind the throttle body) BKR5EIX iridiums, some target fueling changes, both cats removed and a custom 3" mandrel bend off the 4 merge on the collector to 2.5" straight back.


I just used a calculator, and my eyes plus your logic.

Before:





After your method and logic:





I can't wait to dig into the open loop fueling, and timing since I removed a ton of restriction and intake air heating devices.

This solved a lot of stutters, delays and weird things I could not put my finger on.

I also think your temperature compensation tables should reflect a 0 base of the temperature and conditions you scale at. Makes sense to me, and im a noob.
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Old 12-30-2012, 10:34 AM   #157
db2integra
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Question: Is this something I should be concerning myself with after replacing a broken MAFS on a professionally tuned vehicle?
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Old 01-01-2013, 11:56 AM   #158
SubiSam
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I would at least run the maf tool in romraider and verify your fuel trims. it never hurts to fine tune your
Map, even if it was professionally tuned. I guarantee that your tuner didnt go this far when he tuned it.
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Old 01-23-2013, 04:19 PM   #159
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Ive been doing alot of reading and i am getting the just of things. I just need little things to be cleared up.

I had a built motor running a dom4. Really nice setup but i sold that motor and building something new. Meanwhile i have a stock motor/stock turbo in my car. Thing is. i have a hard inlet, p%l intake, 1000cc injectors. Pretty much i have everything left over from the built motor now going on the stock motor as all the stock parts are gone. Only difference now is i added parallel fuel lines and a grimmspeed ewg up-pipe and tail 38mm wastegate.

Since the stock motor is back in but im still using everything else, i figured i can go back to a stock map. use my injector and maf settings that my tuner used. From there i can tune the car and have it run until i have finish my new build (holset hx40w 6 blade ) even though im using the same maf/injector scaling as before i should be calibrating the maf scales correct? i should leave the injectors alone and do everything via maf scaling as the injector latency/scaling should not be touched? Also is there anything i should change to now run the parallel fuel lines and ewg other than maf scaling?

For now i pulled 2 degrees of timing across my base timing table and added .5 across the maf scaling table. I figure in closed loop that will have me safe if im going to be driving a hour at a time to log. Any help would be great guy and great write up.
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Old 01-23-2013, 04:21 PM   #160
williaty
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If the MAF and injector values were right on the engine running with the bigger turbo, and IF YOU DIDN'T CHANGE ANYTHING WITH THE INTAKE OR INJECTORS, you should be able to just copy the values from the tune for the big turbo into the tune for the small turbo and have everything work out just fine.
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Old 01-23-2013, 05:13 PM   #161
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okay sounds good. after work im going to log a solid hour or more see what i come up with. Thanks for the support williaty.
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Old 02-05-2013, 02:52 PM   #162
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I downloaded the yikes spreadsheet from romraider which has put things pretty close for me. very good sheet to work with and simple to execute. I would really like to learn how to do my own scatter plot but in the very 1st step where adding the formula =ABS(((V2-V1)/(T2-T1))*1000), i get a #DIV/0! error. im really sorry if this is suppose to be a easy fix but i never delt with excel till now. I looked the error up and it still didnt help me. Also is there any chance i can get a spreadsheet just for the types of fueling errors. as i understand it i use yikes spreadsheet for global correction and to fine tune i use the types of fueling error. Thanks for the patience guys. Alot of stumbles have been taken care of.

My maf graph is near zero leaning toward the negative side which i like but my plot had more scattered dots. ignore anything below 1.55 mafv as i logged on my way to work without hitting those cells enough




Last edited by audigy-187; 02-05-2013 at 03:00 PM.
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Old 02-11-2013, 03:58 PM   #163
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buler...
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Old 02-23-2013, 10:40 PM   #164
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Hi,

I've been using the method described for 3 iterations...

Here is a comparison of the first MAF Scale vs End result

MAFv G/S Before G/S After G/S Change G/S Change %
0.90 0.92 0.79 -0.1372 -14.84%
0.94 1.15 0.98 -0.1701 -14.84%
0.98 1.38 1.18 -0.2048 -14.84%
1.02 1.63 1.39 -0.2416 -14.84%
1.05 1.89 1.61 -0.2807 -14.84%
1.09 2.17 1.85 -0.3223 -14.84%
1.13 2.47 2.10 -0.3665 -14.84%
1.17 2.79 2.37 -0.4137 -14.84%
1.21 3.13 2.66 -0.4640 -14.84%
1.25 3.49 2.80 -0.6874 -19.71%
1.29 3.89 3.13 -0.7630 -19.60%
1.33 4.31 3.35 -0.9552 -22.19%
1.37 4.77 4.06 -0.7095 -14.88%
1.41 5.27 4.17 -1.0969 -20.83%
1.48 6.30 5.62 -0.6817 -10.82%
1.56 7.51 6.64 -0.8670 -11.55%
1.64 8.87 7.72 -1.1485 -12.95%
1.72 10.51 9.21 -1.2989 -12.36%
1.80 12.49 10.60 -1.8942 -15.16%
1.88 14.61 12.19 -2.4212 -16.57%
1.95 16.82 14.37 -2.4530 -14.58%
2.03 19.18 16.45 -2.7264 -14.22%
2.11 21.76 18.93 -2.8262 -12.99%
2.19 24.57 20.74 -3.8348 -15.60%
2.23 26.08 22.35 -3.7275 -14.29%
2.34 30.98 27.51 -3.4673 -11.19%
2.42 34.59 29.66 -4.9257 -14.24%
2.54 40.55 36.25 -4.3033 -10.61%
2.66 46.75 43.14 -3.6066 -7.72%
2.77 53.53 49.35 -4.1787 -7.81%
2.89 60.62 56.83 -3.7901 -6.25%


Mods are:
- Tomei Expreme Twinscroll Equal Length - Header + Upper Pipe
- SARD Sport Cat - Downpipe
- Blitz - Radiator
- HKS Carbon Suction Kit
- HKS Racing Suction Kit - Intake
- HKS R-Type - Front Mount Intercooler Kit
- HKS Silent Hi Power - Exhaust + Mid pipe
- HKS Oil Cooler Kit
- HKS Super Fire Racing Plugs - 2 steps colder spark plugs

Question is, is it possible that airflow are reduced so much over all MAFv or I must've messed up and need to start over?
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Old 02-23-2013, 10:45 PM   #165
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Quote:
Originally Posted by duck13 View Post
Question is, is it possible that airflow are reduced so much over all MAFv or I must've messed up and need to start over?
You dicked around with the intake. Anything is possible after that and your numbers aren't unreasonable considering what you screwed around with.
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Old 02-24-2013, 03:40 AM   #166
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Quote:
Originally Posted by williaty View Post
You dicked around with the intake. Anything is possible after that and your numbers aren't unreasonable considering what you screwed around with.
Yeah I'm pretty much aware of that, however I'm concerned about the reduced airflow...

it's telling me that changing tmic to fmic and intake, reduces airflow volumes???
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Old 02-24-2013, 03:46 AM   #167
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Those numbers don't mean a damned thing about real airflow. All they mean is that you changed the relationship between measurements and reality by changing the intake and now you've had to change the MAF scaling to make the measurements reflect reality again.
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