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Old 08-17-2012, 06:18 PM   #1
aboothman
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99L EJ255 6 Speed

Default 06 WRX Tune

I have been working on this map for a while, and wanted to get some advice. The map has been very safe. I have slowly raised the boost to the level the turbo wants to run... or the level where boost creep is minimal and controllable by adjusting WGDC.

Now I am onto timing and AVCS, and I want to get some more ideas. The car pulls HARD up to about 5600 then falls on its face. I am not looking to max it out, nor do I have the injector available to do so.

More detail is in the Rom Raider thread, as well as the current map and log. I will working on getting more logs now that it is warmer, but I work too damn much

http://www.romraider.com/forum/viewt...hp?f=28&t=8710
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Old 08-18-2012, 01:01 AM   #2
lukeskywrx
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What MAF? -Speed Density!

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The analog output on the AEM wideband only goes to 10/1 so you are off the chart rich up top. anyplace it says 10/1 think that it is actually saying <10/1. with fueling less than 10/1 you are just killing your torque output since combustion temps drop so much.

Get your fueling up above 10/1 and you will see some nice gains, I like to hit 10.5 or so at peak RPM on 91 to help keep the heads cool here in the desert.
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Old 08-18-2012, 01:17 AM   #3
aboothman
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Thanks for the feedback!! I have been gradually leaning out the target AFR in open loop, but the result has not changed much after 5k or so. Is this a MAF scaling issue, or something else? I seem to be off on my AFR target across the WOT range...is this due to the wideband, or something else? It seems the AEM is around .2 lean from idle on up. Sensor is located in the Cobb DP immediately after the turbo BTW.

Last edited by aboothman; 08-18-2012 at 01:27 AM.
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Old 08-18-2012, 09:35 AM   #4
sidewayz
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The aem is lean compared to what? I find it necessary to rescale front o2's quite often
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Old 08-18-2012, 12:35 PM   #5
lukeskywrx
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Originally Posted by aboothman View Post
Thanks for the feedback!! I have been gradually leaning out the target AFR in open loop, but the result has not changed much after 5k or so. Is this a MAF scaling issue, or something else? I seem to be off on my AFR target across the WOT range...is this due to the wideband, or something else? It seems the AEM is around .2 lean from idle on up. Sensor is located in the Cobb DP immediately after the turbo BTW.
You need to rescale your MAF to bring your actual fueling inline with your target fueling, but first check for boost leaks as they will do the same thing you are seeing.
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Old 08-18-2012, 04:42 PM   #6
aboothman
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Wide band is consistently .2-.3 leaner than the front O2, so I figured it was due to location considering it reads 14.9-15.0 at idle and cruise while the front O2 is spot on. Not really looking to scale the front O2 unless totally necessary, especially on a setup that is mostly stock.

MAF scaling is within a couple percent in all ranges according to learning view. I previously spent some time chasing my tail with the CL MAF tool, so I started over and have it in a decent range now.

A lot of folks seem to think I have a boost leak, so I will check for that again. Thanks again for the advice!
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Old 08-18-2012, 04:57 PM   #7
lukeskywrx
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You cannot trust the front O2 once you are in positive boost, the exhaust pressure throws it off and it reads too rich. DO NOT rescale the front O2 it is ment to work in the 15-14 range accurately and is likely working just fine, it was not ment to work during boost.

The CL scaling tool only works up to 3V on the MAF sensor, all of your problems are above 3V MAF. A/F fueling correction does not work once you start making boost it only really applies in the ranges where you are in closed loop fueling. Since you have scaled your closed loop learning view sees no learning correction.

You need to learn how to scale your open loop fueling above 3V on the MAF. You must datalog and correct the MAF by hand or using a developed spreadsheet. But check for any boost leaks before you spend the time tuning.

http://www.romraider.com/forum/viewt...hp?f=33&t=5321
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Old 08-18-2012, 05:56 PM   #8
aboothman
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Ya I worked on it a little but I guess I neglected it based off the D range fuel trims being within 5%, as well as spending most of my time on boost control and a smooth timing curve. I

will make sure to go back and give the OL MAF scaling a good hard look... And check for boost leaks!!
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Old 08-18-2012, 08:49 PM   #9
lukeskywrx
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Originally Posted by aboothman View Post
Ya I worked on it a little but I guess I neglected it based off the D range fuel trims being within 5%, as well as spending most of my time on boost control and a smooth timing curve. I

will make sure to go back and give the OL MAF scaling a good hard look... And check for boost leaks!!
I will say you do have a pretty smooth timing curve.
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Old 08-18-2012, 10:12 PM   #10
aboothman
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Thanks! I spent a lot of time on it. I wish there was a better way to optimization certain areas... I pretty much looked at the load curve and made the timing the opposite of it. No knock, but I did soften it a bit in the high load/ high torque areas especially during spool up.

My dilemma now is how to go about timing for the topend. Before then I need to fix whatever is causing the big drop off in power... Cause looking at other maps it is not a lack of timing
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Old 08-19-2012, 12:37 PM   #11
lukeskywrx
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Just be careful, I would not push more timing on 91 oct. Once you get over ~350 whp the cylinder pressures are so high that knock breaks the surface gas film on the piston and allows hot combustion gas to make contact with the piston causing pits and damage. Also in that that power range you are just going to have random knock events no matter what your tune looks like, hence the generally short life of most stock pistons above ~350 WHP.

You have forged pistons or the stockers still in there?
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Old 08-19-2012, 01:32 PM   #12
aboothman
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It is still on the stockers. This is the engine from my WRX... Always well maintained, always run with a quality tune.

But ya I do not want to push the top end, I just want to minimize the drop off after 5800 RPMs. My previous tunes held close to peak WHP out to 6500, but I was running 650-750cc injectors with a pro tune. Around 270-280 whp on GSTs dyno which reads around 210 with a stock STI. I guess that would be around 300-310 whp on a dyno jet according to logs I plugged into VD.

Anyway I will probably leave the timing alone until I get the AFR closer to target.
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Old 08-19-2012, 02:08 PM   #13
aboothman
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To clarify my intent is to have a fun DD that has a smooth powerband. I will probably mellow out the torque curve so it is more smith across the entire powerband. The most recent AVCS map really hits hard though!

I do, however, have a new 16g xt sitting on my kitchen table looking for a home

I will eventually rebuild this block, or build a new one with the MPS pistons and +2mm rods I scored in the group buy
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