121 replies to this topic

[speedster]

I've tested on track last WE,all worked smoothly,i've also tryed to play a bit with SAFC II and worked well,only a bit rich (12.9:1 under WOT) but i'm running with +6% fuel over 5000 next time i will try to reduce fueling in order to reach near 13.2:1 on WOT,probably better to do on a braked RR dyno.
What is the difference between 5 5 and 10 10 on fueling??

Looks good cicastol What effect is the 68mm TB having?

From my experiences - The 5 5 sensor setting gave me a very coarse adjustment and any significant AFR changes appeared only when I had + or - % correction of 20% or greater. I cannot get a good WOT AFR curve over the RPM range with 5 5. If I try to mainain fuelling in and around 13.5 on WOT I needed to make corrections up to 29% above 3400 RPM and with these setting the ECU will report lean conditions under certain throttle conditions. Looking at my logs I am seeing AFR values which are too lean typically when the throttle is 75% or more, but not with WOT. BTW testing was done in small 3rd and 4th gear sprints so as not to damage the engine.

With the 10 10 sensor setting adjustment is much finer and quicker to take effect. I can see an AFR adjustment even with a 5% correction. I have trimed back WOT values over the RPM range with corrections to a max 15% and now appear to be maintaining good AFR numbers. From my logs it also appears that I can now maintain AFR in the 13 range with WOT and less.

I need to get an oscilloscope on the MAP sensor and SAFC outputs, to look at the waveforms pulses. It is not just about adjusting the MAP output voltage, we need to maintain the correct waveform pulses/cycles. I have a scope but I haven't picked up a pair of leads yet!!

[cicastol]

I need to get an oscilloscope on the MAP sensor and SAFC outputs, to look at the waveforms pulses. It is not just about adjusting the MAP output voltage, we need to maintain the correct waveform pulses/cycles. I have a scope but I haven't picked up a pair of leads yet!!

Ok try to check it out with oscilloscope so finally you can find the correct numbering scheme ,as i said before my suspiciones were confirmed that this numbering scheme was not a simply voltage adj\corr!!

[cicastol]

P.S. with 10 10 pressure reading is incorrect on startup, display show 1+ bar pressure.

[speedster]

P.S. with 10 10 pressure reading is incorrect on startup, display show 1+ bar pressure.

Interesting. Mine is showing -31kPa at tickover. Via ODB-II I am seeing 29kPa.

[cicastol]

Interesting. Mine is showing -31kPa at tickover. Via ODB-II I am seeing 29kPa.

Engine off,with only the key turned on i read with 5 5 near +0,17 bar,with 10 10 over 1 bar pressure

Try to check with other settings and then compare with mine to sort it out,we must have same reading with same number set!!

P.S. With 68mmTB i noted a much stronger mid, around 5000 i feel it pulling harder,i will do a RR test to find the real output!!

[speedster]

   
Engine off,with only the key turned on i read  with 5 5 near +0,17 bar,with 10 10  over 1 bar pressure  

1 bar pressure with just the ignition on and engine not started is correct and it is the reading I too am getting. If you check the sensor voltage you will see it is near its max of 5v and it is a 1 bar sensor

Here is the voltage/pressure curve from Delphi's site (1 bar = 100 kPa)



I put the scope on the MAP and SAFC-2 ouputs tonight and could find no anomalies between the two readouts. 10 10 gave a good steady output, with 5 5 the SAFC-2 output was a little less stable but would appear to be usable.


on the TB!

Edited by speedster, 30 March 2006 - 10:01 PM.

[cicastol]

   
Engine off,with only the key turned on i read  with 5 5 near +0,17 bar,with 10 10  over 1 bar pressure  

1 bar pressure with just the ignition on and engine not started is correct and it is the reading I too am getting. If you check the sensor voltage you will see it is near its max of 5v and it is a 1 bar sensor

Here is the voltage/pressure curve from Delphi's site (1 bar = 100 kPa)



I put the scope on the MAP and SAFC-2 ouputs tonight and could find no anomalies between the two readouts. 10 10 gave a good steady output, with 5 5 the SAFC-2 output was a little less stable but would appear to be usable.


on the TB!

IMHO SAFC II show on display the relative pressure not the absolute pressure,+1bar is intended Atmospheric reading + 1 bar (abs 2+) like a turbo

[speedster]

IMHO SAFC II show on display the relative pressure not the absolute pressure,+1bar is intended Atmospheric reading + 1 bar (abs 2+) like a turbo

Hmmm not sure about this. Why wouldn't the SAFC-2 report the MAP values as this is what input 1 is measuring? The manuals really suck with not real concrete details on what the display is actually showing, it just states Intake Pressure

From my experiences I think 10 10 is the best configuration for tuning. It provides a much better response than any other setting. 4 4 appears to report the correct MAP pressure value with ignition on (in relation to MAP sensor voltage) but 4 4 does not appear to be able to maintain the correct scaling when the engine is running and tuning is coarse like 5 5.

When you get that beast of yours up on the RR switch between the above three configurations and see which one works best

[clipping_point]

Which ones of these is MAP-sensor connections are 0V, 5V and signal??

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[clipping_point]

..and the lambda ones: 0V 5V Signal ..or which shall I use?? Any gurus out there: calling Italy, Irland...

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[clipping_point]

Or is it A-B 0V/Signal C-D Heater thingy??blink:

[speedster]

Which ones of these is MAP-sensor connections are 0V, 5V and signal??

Hi clipping point.

Looking from the harness connector
Left - 5v
Center - Signal
Right - Gnd

If you look at the MAP sensor you will see that some smart label designer has added the necessary information

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[speedster]

Or is it

A-B 0V/Signal

C-D Heater thingy??blink:

Yup!
A & B are the sensor connections with B been the signal (if I remember correctly).
C & D are the heater connections, can't recall which one is positive but its best you go over this with a multimeter.

BTW the supply to the heater may not be a reliable source for a O2 sim as some ECU are know to control the supply to this part of the circuit, that is it may not be available all the time hence you risk an EML with a P0140.

Edited by speedster, 17 April 2006 - 09:03 PM.

[clipping_point]

Which ones of these is MAP-sensor connections are 0V, 5V and signal??

Hi clipping point.

Looking from the harness connector
Left - 5v
Center - Signal
Right - Gnd

If you look at the MAP sensor you will see that some smart label designer has added the necessary information

Great! I´ll look in the TIS connector view to see which is A,B and C.

[speedster]

[quote name='clipping_point' date='Apr 17 2006, 21:27 '] [/QUOTE]
Great! I´ll look in the TIS connector view to see which is A,B and C. [/quote]
A - Gnd
B - Signal
C - 5v

[clipping_point]

Thanx a mill! How about the lambda thingy?

[speedster]

A & B are the Sensor connections B is the signal. C & D are the heater connections, can't recall which one is positive.

Edited by speedster, 17 April 2006 - 10:10 PM.

[cicastol]

Finally i've done the mapping with SAFC II,i'm running sensor 11 -11 because imho show the correct pressure on startup,but through my test there is not difference between different sensors numbers if corrections are at low levels,probably the various numbering scheme correct the specific non linearity of different sensors brand\model but only needed with really high corrections on fueling curve. Now my A\F ratio is in the 13.2 \13.4 range through 3000 to 7000 RPM during WOT with a maximum correction factor of -7% on fueling near 3500 RPM I'm VERY happy with this little gadget!! Otherwise i'm not very happy with the power expected from my mods,checked the maximum RPM in 5TH gear and resulted in only 6300RPM probably in the 175CV legue or near

[speedster]

cicastol What are the typically air pressures your reading on WOT?

[cicastol]

cicastol

What are the typically air pressures your reading on WOT?

Not checked!! i will take a look next time!