As the e11v2 manual states “Decreasing decay also has a similar effect to increasing sustain.”, I’ve worked with the enrichment, sustain and coolant maps. When I have time I intend to test what difference would do using the decay map.
Looking at the E6K software, I see there is relatively limited control of the throttle pump. In this case, I would set the throttle pump enrichment and sustain at the 3000 rpm range to the minimal viable values. Well, it should be done for all ranges anyway, isn’t it?
Thinking about your experience with moving the cross point away from the atmospheric pressure bar, I see even more theoretical conclusions for why it works.
When you WOT from low load, the engine goes rapidly through the low load areas and because mostly the boost cant build fast enough, it slow/stops for a while at the “0” bar. Now the throttle pump is probably still engaged which leads to the already described process. If the cross point is below “0”, then (1) the engine goes through it very rapidly, so there is not enough time for heavy stumbling and (2) the injection times at the cross point are short and having in mind the injectors dead times, the effective fuel enrichment is relatively lower. When the cross point is in the boost area then after WOT it last a little bit longer to get there so the throttle pump enrichment has enough time to completely pass away thus not influencing the cross point injection times.
As a side note the E11v2/E8 appear to be much more superior to the E6K/X.
It was interesting to find out that the stock FC ECUs are sequential injection ECUs as opposite to only the batch injection abilities for rotary engines of the E6k/x.

 

Intresting....I need to try working with that idea.

James

 

Hey Josh,

Is the same issue where we swapped ECU's a while back? Some other things come to mind...

Map sensor location or point where it gets vaccuum from?

If still having the issue, maybe upgrading the primary injectors to something larger?

Lastly, I've seen hesitation/stumbling when my car was too lean, I know that is not your issue since you tuned the car richly. What if you took played with the air screw in the throttle body and added/tookaway fuel to compensate and tested and see if it made any change whatsoever.

Honestly, I think you should just upgrade to 4x1600s. My car idles at 800-900rpms with 1600cc primaries. I've also seen cars idling at 600-700 with 1600cc primaries.

Why on earth did we both go stand alone? Remember all the fun with the stock Ecu's? LOL j/k

Hope this helps!

Anthony

 

Anthony,
I upgraded from 550 to 750 to try and correct the problem. I'm not convinced it's the primaries. I keep hearing the 1680's tend to "blurp" when they come online. If this is the case then wouldn't it act the same even if I go to 1680 primaries?

I tried moving my pressure/vac location a while back and it didn't fix anything.

I've never thought about messing with the air screw. That is an interesting theory since this problem seems to be car dependent. I have not given up. I have minimized the problem by running low base fuel pressure and richening up the bars before and after staging. I have also rigged my fuel rails to operate parallel to one another. All these things helped, but I still have some hesitation.

 

jumbo secondaries usually cause a pressure drop as they come online. one pump per rail would take care of this, but it goes back to the same story everyone has with them. better fuel pump, rails, filter, etc etc all aid in helping that out.

 

I finally tuned out my hesitation...550/1680 combo. It was never a WOT thing however...more partial throttle and decel.

I installed a wide band and tuned on the interstate for hours (600 mile trip to Louisiana from GA)

I now run the O2 feedback with my 0-5V Wideband output...cruising is awesome...but datalogging is why I did this. (could never get serial and USB to play nice...use to log A:F on one laptop and Haltech on another, imagine my explanation talking to a cop)

I would log the voltages of the O2 sensor and compensate to match the voltages as close as possible in the two bars (knowing what voltage = A:F ratio). All different rpms of transistion...I started with 5th gear, I think I could make 3psi by the 2000 map. I was finding I would hit in the 10's and sometimes 9.4:1...my transistion is around 12.0:1 now.

43psi base fuel pressure
Stock series rail set-up

I was seeing around 69% duty cycle 7500rpms in 4th gear (11.4:1 or so, pretty safe)...and thru some fuel calculators, they estimate my power to be 470hp. I'm going to richen up the 7500 map to about 10.0:1 and go for 500hp

 

Bullshit.
E6K never had major problems with this combo.
The E11V1 was a royal pain the *** to get rid of the hesitation.


-Ted

 

you can make it work on the e6k, but not the e11?

learn how to use the e11 better

 

Am I supposed to take you seriously when you have ZERO experience with the E11V1?
Dude, grow up...


-Ted

 

pick a fight with someone else.

 

Dude, you need to grow up.

Your statement about 550 / 1600 staging was false.

Do you even have any experience with an E11?
If you don't you have no business replying in here either way.

Picking a fight with you?
I don't pick fights with idiots - not worth my time.


-Ted

 

take your meds and calm down.
the pressure drop from 1600's coming online is common knowledge.

 

Why don't you just go back to your corner and solicit owners to tune their cars for free...

If you're getting signficant pressure drop from the 1600's, your FPR and / or fuel pump sucks and / or you're trying to set the stagging bar too high (which means your tuning method sucks).


-Ted

 

go pick a fight with someone else.

 

Josh,

Any updates?

Anthony

 

Just to bring alittetl life back to this thread. Im having hesitation when going from vacume to boost from about 2800-3300. It's from just entering boost to about 0.2kg of boost. At 0.3kg it's all good. This started when we where remaping the ecu.

During the winter we have ported the engine alot. The engine got a Verry Verry Big Streetport. And ive installed a Autronic 500R CDI box and 4 mercury boat coils. The ecu ion question is a E6X. And running 550/1600cc injectors.

It seams to be leaning out when it hits 0.1-0.2 kg of boost between 2800-3300 rpm. If i increase the fuel it seams to get better but it's still bad.

Last year it was fine, had no problem with the staging at all.

So any clever ideas to what can solv it and why it all off a sudden started to do this.

JT