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Old 01-24-2008, 01:10 PM   #26
akira02rex
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I'm lost LOL!
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Old 01-24-2008, 01:27 PM   #27
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Ok i figured it out, lot of work, but getting there!
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Old 01-24-2008, 07:14 PM   #28
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OK, I was out driving today, and I just got back. Does anyone still need help at this point?
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Old 01-25-2008, 10:34 PM   #29
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will - what is the correlation of the A/F Learning #1 A-D? I mean, does "A" display the stored correction for a certain RPM vs TPS angle, like very light, <20% TPS angle, under 2500rpm? What about B, C, and D? Or am I wayyy off?
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Old 01-25-2008, 11:20 PM   #30
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They're based off of MAF g/sec. A being the lowest (idle). You can look in your ROM to find out what the ranges are.
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Old 01-25-2008, 11:46 PM   #31
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ahhh... Duh me...

Code:
Min Range B/Max Range A    Min Range C/Max Range B    Min Range D/Max Range C
           5.60                     10.00                      50.00
so "A" is g/s idle to 5.6
"B" is 5.6 - 10.0
"C" is 10.0 - 50
"D" is => 50

?
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Old 01-26-2008, 12:00 AM   #32
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Quote:
Originally Posted by bchslap View Post
ahhh... Duh me...
You are using old definitions, BTW. The static labels are still correct in this example, though, but you should always use the latest.

D would be 50+
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Old 01-26-2008, 12:08 AM   #33
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hmm.. well, here's a question, then, Tea cups...

My def. file is for 400 g/s scaling.. How do I go about "updating" it? Or maybe I should put this Q in a different thread..
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Old 01-26-2008, 12:37 AM   #34
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Send me a PM on the xpttuning site and I can send you an update.
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Old 01-26-2008, 01:50 AM   #35
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Tea Cups, how could you tell his def file was outdated? My results look just like his and I've got the current defs.
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Old 01-26-2008, 10:45 AM   #36
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Quote:
Originally Posted by williaty View Post
Tea Cups, how could you tell his def file was outdated? My results look just like his and I've got the current defs.
I changed the labels to this in the newer defs. Same thing, but clearer:
Code:
 Max Range A / Min Range B   Max Range B / Min Range C   Max Range C / Min Range D
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Old 01-26-2008, 02:05 PM   #37
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I have got a lot of reading to do!!!
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Old 01-26-2008, 02:07 PM   #38
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let us know if you need help
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Old 01-26-2008, 07:21 PM   #39
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i better get reading
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Old 01-27-2008, 02:49 AM   #40
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williaty, since there is an IAT vs MAF compensated table...do you really need to do the temp. filtering? It would make sense to me that if the IAT temps rise, the compensatioin will "correct" something so the AFRC and AFRL will be the same. Otherwise, if I do this exercise at 50F, then I will have to do it again at 80F.
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Old 01-27-2008, 02:04 PM   #41
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The IAT MAFv compensation table is at best a little off, and at worst complete and utter fiction. At least on my ROM, a 30F change in IAT will skew the total correction ~10-12%. As things warm up, I intend to fix it.
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Old 01-27-2008, 10:02 PM   #42
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Quote:
Originally Posted by williaty View Post
let us know if you need help
HELP!!!

Seriously i am trying to learn the tuning end of my car (hopefully to be able and tune my own ride) and every time I try to get to a starting point for learning, I realize I have not gone far back enough!
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Old 01-27-2008, 10:09 PM   #43
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I can't stress enough how the best way to start is with a book like Engine Management: Advanced Tuning by Greg Banish. That book will get you to the point where you'll understand the basics and be ready to learn the Subaru-specific stuff.
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Old 01-27-2008, 10:26 PM   #44
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Thank you!
I will see if I can get that from Borders online!
I think that is exactly my problem. I don`t really have the basic fundamentals of tuning down and I am cramming the subie specifics down my own throat and it`s not going so well. Thnak you!

$16 and change @ Amazon!
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Old 01-27-2008, 10:30 PM   #45
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I like that one a lot. There's also one with a Focus on the cover that many people seem to like, but I'm not that impressed with. There were also two books on forced induction that were very well regarded back on enginuity.org, but I have no idea what they were because they don't apply to me You'll probably want to look them over though. I'm sure if you start a thread asking about tuning books, they'll come up.
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Old 01-29-2008, 02:15 AM   #46
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I`ll do a search. If I don`t find enough or consolidated then I will start a thread.
Thanks!
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Old 01-31-2008, 11:08 PM   #47
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Great write up. One question though. Once I tune my MAF will it throw off any of my other tuning such as the tune that I have done to my injectors?

Last edited by Riles; 01-31-2008 at 11:09 PM. Reason: cant spell
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Old 01-31-2008, 11:13 PM   #48
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Sort of. You can adjust injector scaling to correct for fueling errors where the entire range of MAFv's is off by the same correction (in other words, if your error is a straight horizontal line injector scaling will move it up and down). If your error is a straight line, but diagonal, injector latency will allow you to adjust the angle to make it a horizontal line. MAF scaling will allow you to fix both of the above PLUS make an error line that isn't straight (peaks, valleys, etc) into a straight line.

If you're sure your injector scaling is already correct, just use MAF scaling to smooth out the peaks and valleys in your error line to get everything to settle in to zero.
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Old 01-31-2008, 11:25 PM   #49
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Great, thanks for the info. I'm going to get started on this ASAP because once I tuned my injectors, I thought my MAF was fine but I realize that I need to do some fine tuning. Thanks man!
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Old 01-31-2008, 11:34 PM   #50
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This should make it clearer.


OK, that's a graph of 3 different general shapes for fueling error graphs. Unfortunately, in the real world, you'll usually be seeing 2 or more of them going on at the same time

Error Type 1 is a vertical offset or zero error. The graph has a general trend all in one direction and basically all the same amount. This can be caused by things like incorrect injector scaling, placing the MAF in a different-than-stock sized housing or a new bend before the MAF. This can be fixed with either MAF scaling or Injector scaling. You should alter whichever scaling you've physically changed. This means that if you've just changed injectors, change the injector scaling. Likewise, if you've just altered the intake somehow, change the MAF scaling.

Error Type 2 is a slope error. The graph may or may not all be above or below zero, and it won't all the the same amount. What it will be is a straight line with a constant slope. This is likely caused by injector latency, but with how ornery MAFs are, I bet you could cause this to happen by changing the intake too. This can be corrected with either Injector latency or MAF scaling. Again, fix the scaling for whatever hardware you just changed.

Error Type 3 is a random error. The graph isn't a straight line, has peaks and valleys, and is in general just a mess. 9 times out of 10, this is the MAF being pissy about resonance and turbulence in its new home. This can only be fixed by MAF scaling. Adjust MAF scaling until the error is a straight line, then evaluate it for Type 1 or 2 error lurking within the MAF scaling corrections you just made. Again, if everything was alright before, and you just changed the intake, and then you got a bunch of fueling error, MAF scaling is what you want to change, not anything else.

So as you can see, you can fix any error with MAF scaling. It might not be the right way to do it though.
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