Was curious to see what people use for fuel and ignition correction maps on the coolant and air.

Also wondering if anyone has a stock turbo II ignition map?

 

Did you miss the Base Map Sticky thread at the top of this forum section?

 

I wouldn't use the air temp map that comes with the Haltech base maps.
The correction goes way negative the higher the air temps get!
This is something I always adjust when starting out with one of those base maps.

IME, coolant maps are highly dependent on your engine set-up.
You would think that the coolant maps would be similar, but I've found out that they change drastically (sometimes) from engine to engine.


-Ted

 

uh ya

Actually who's to say that it "is" a stock map. How close does it resemble mazda's ecu

 

Thanks ted.

My car was tuned but was just wondering if this section was left as is. I guess I will check the base map section on this forum.

 

Actually, I think you'll find that the amount of fuel correction pulled out would be minimal, compared to the physics involved in AIR TEMP correction... you will want to pull out fuel, as the air is less dense, requiring less fuel to maintain a good AFR... I think the base AIR TEMP correction is conservative...

As far as coolant correction, you will basically need to just see what the car wants/needs. You will dyno tune your base fuel/ign maps, then in the next few days(as the car gets a chance to cool down) you can start putting in more fuel at lower temps... This will all depend on your individual engine...

Base ignition maps can be around 20-23*adv in vaccuum, and should be brought down to 10-15* when coming on boost, depending on your engine... from there, you will want to tune your fuel... then once your fuel base map is done, you can go further into ign. tuning using TRACTIVE EFFORT on a dyno...

 

The map i have on there for a stock engine is just a conservative tune, for slightly better than stock power output, making the car run pretty decent on a bone stock enigne. I honestly dont know or have never seen anybody post the original timing map on an FC/FD ecu, i will someone would.

Ted, the air correction going negative on the air temp map is necesary, just like Dave says, if the air is hotter it will be less oxgen rich, thus making the mixture richer (less effective).

 

On nopistons.com there is a thread listing Mazda ignition timing (L, T and Split) for various stock FC ECU's.

 

Thanks,

http://www.nopistons.com/forums/inde...5742&hl=timing

Here it is.

 

Darn it, you have to register/log in to get the files. Anybody wanna help with the files?

 

Yes, but you also increase the chances of detonation.
I'd rather save the motor, since it's usually a street car.


-Ted

 

Well, you're right, saving the motor is fine, but what are the chances that you run so hot that this will happen? at any rate, a good tune shouldnt cause problems with that. But i understand your point.

Anybody wanna help with the ignition map files on that other forum, or are we gonna have to register on it.

 

Ok, i was bored and was able to register onto Nopistons and get those ignition timing maps.

Id like to show them to you, because i find that the values are all over the place, compared to what im used to seeing in Haltech rotary ignition maps.

Here is the Leading Timing map for a stock N332 (according to the guy who did it) ECU. I was also able to insert it into the Haltech software to be able to look at it in more detail, and it just looks wierd. So, lets see what you guys have to say. Here it is:



I assumed 0-100% load as the main reference, but there is nothing on the information that guy in nopistons put up. Im guessing this must mean that the load goes from vaccuum to about 8.5psi when the stock ECU goes to fuel cut mode?

 

Yup. I was wondering this myself. Would be nice to know if what you said is correct. (IE 0 to 100% load.) It does go all over the place.

I think the stock ecu also has variables such as afm voltage and temp. So probable not be able to use these values directly into the haltech.

 

What im thining is that ontop of these map values, and the trail timing and the split, there must be some other forms of correction for ignition that would probably tone down all that crazyness, either that, or the way the map was extracted (conversion factors, hex to degrees, or what have you, was wrong and this map isnt real, i mean, values do seem to make sense for very low boost, stock applications, but with nothing to compare it to, well, i guess we're still guessing.

I hope i can find a car to do a test on.

 

I think it's very difficult to get any meaningful comparative info out of those since the load is based on mass air flow. For a given mass air flow('load') changing the rpm will result in various manifold pressures. That's why the timing ramps so much with rpm increasing.

 

Yes, now that you mention that its obvious that timing map has the range of the stock components, so its reaching basically 8.5psi, so if one was to use it on a programable system this would only be 1/3 of the map. But then again, its still good reference point.