chuyler1

iTrader: (1)

Regarding differences in AFR between gauge and ECU, as suggested above, make sure they are both grounded to the same location on the engine with their own wires. If there is still a difference, just adjust the target AFRs accordingly so you get the right values on the gauge, assuming the gauge is correct.

Regarding auto tune. I have had no luck with with auto tuning and I think it is best used on a dyno where all conditions can be kept static. For road tuning, I do the following procedure...
1) Set to closed loop with a maximum integral correction of 10%. My proportional and integral gain for the Select 440d is set to 2 and 1 respectively, values will be different for Modular ECUs using Eugene.
2) Double check your target AFR table and make sure it's what you want for values at cruise and WOT (adjust for the difference you've been seeing)
3) Turn on logging. I don't have internal logging so I have to have my computer connected.
4 Go for a 30-60 minute drive that includes plenty of back road cruising and highway. Keep throttle changes to a minimum and never quickly change the throttle unless you have to. Change RPMs and loads often by switching gears and what not. When on the highway, look for some clear road and do a few 2nd and 3rd gear pulls from low RPM to high RPM at various throttle positions, not just WOT. If any point you start seeing lean values on your gauge, don't push the car harder, back off and finish your drive so you can make corrections.
5) Export the log and import it into MegaLogViewer. Purchase this program...you will thank me.
6) Configure the Histogram Tab to match your fuel map, X axis as RPM, Y axis as MAP, and Z axis as Trim, Table coloring based on hit weight.
7) At this point you should see your closed loop trim levels for every cell. The ones displayed in dark green have the most hits and are the most accurate.
8) Consider adding filters to remove cold start data, transient data, etc. The out of the box filters may require tweaking. Another good one for Adaptronic is to filter out any data where the "Pump" value is greater than 0.
9) If you are confident you are only looking at static running data, not transients or cold start info, you can use the trim values in the cells to adjust your fuel map. Make small changes, and look at the graphic of your map to smooth out the changes you are making. Ignore anything that is less than +/-2% as those cells are pretty close. Focus on +/-5% trim cells on your first pass and cut these cells in your fuel map by half the trim difference. If you see an average of -8%, do not cut more than 4% fuel from that cell since these are just average values over the entire range of the cell.
10) Go for another drive, ideally in the same conditions, take another log, and repeat the process until all cells are within +/-2% and you should have a pretty good fuel map.

Setting up the predicted map table can be done with MegaLogViewer as well. By changing the Histogram to the same axis as the predicted map table (TPS x RPM) and the Z axis to MAP, you should see the average map values for each TPS/RPM combination and you can use these as a starting point for the predicted map table. For lower RPMs you may need to boost these values higher to trick the computer into providing a bit more fuel, but you can also mess with the asynch gain and persistence to arrive at the same throttle feel...but don't bother spending a lot of time on this until you have finished the fuel map from the steps above.

starpowerx7

Thanks for the reply! I have P and I set to 50 for both and D set to 0, I saw andy reccomend those settings. Today Ill make sure the grounds are connected, the correction was set to 10% as well. Yeah I was just gonna adjust the target afrs to account for the difference I'm seeing, which is a lot better since I switched to a different calibration. Im taking the car on a 500 mile road trip so I was planning on doing plenty of tuning and logging then . My fuel map has been pretty spot on and I get about 12 afr at 0 psi and gradually to 10.8 afr at 13 psi with a 500 meth nozzle spraying as well. Ill grab megalogviewer another friend told me the same . Thanks much for the advice!

chuyler1

iTrader: (1)

Hold on, I retract my previous statement about the PID settings. Everything is very different for Modular ECUs compared to Select. 2/1/10% is good for Select. It looks like 50 is the default for Modular. Go with Andy's suggestions and the base map for RX7. Only change them if you see the trim level bouncing around under a fixed throttle position. Might as well check the other closed loop settings though. In the base map I see that it turns off closed loop above 5,000 RPM. So you better be sure your AFRs are good below 5,000 before you push past that under heavy throttle.

newtgomez

An alternative to purchasing megalogviewer would be to figure out the hot key for data logs that essentially does what was described a few posts ago. Eugene has the ability to show you where your AFRs are off but the lack of a manual is most likely the reason not a lot of people know about it. I believe the hot key was "T" or "L". I used this feature on my PnP select and had good luck with it. Definitely look in to Megalog though, it's amazing what you can show with that program. Also, I would recommend having your ducks in order if you're going to take this car on a 500 mile road trip. You never know when you'll need to boost or pass something or go up or down a steep incline/decline.

starpowerx7

Ive been boosting completely fine on this ecu for a while now. Its just the transient settings that have been kicking my ***, rest of my fuel map is spot on however

mrselfdestruct1994

iTrader: (1)

I'm guessing you're actually flooding it with too much asynchronous injection or triggering overrun fuel cut, something along those lines. Once you have a proper datalog we will be able to find out for sure.

starpowerx7

You know what I usually do see the OR trigger when I have my laptop open. What can I do to have it not trigger over run like that? I have it set up so I cut fuel on decel