Megasquirt First solid drive datalog
07-18-15, 11:26 PM
#1
First solid drive datalog
Finally able to drive the car after blowing the 6port block, now im running a halfbridge s4 t2 block with a small turbo.
this is a datalog for the first drive please take a look and see if you see anything wrong
s4 t2 block halfbridge
60-1 hybrid turbo style s5 hot side
550cc primarys
1600cc secondarys
walboro 255 FP
34psi fuel pressure
full racing beat exhaust
FFE trigger kit mag sensor
FMIC 2.5"
Car loves to be on the rich side in boost from 3500 and up, cant seem to get a good reading below that.
https://www.dropbox.com/s/evo3huqb1r...dhome.msl?dl=0
this is a datalog for the first drive please take a look and see if you see anything wrong
s4 t2 block halfbridge
60-1 hybrid turbo style s5 hot side
550cc primarys
1600cc secondarys
walboro 255 FP
34psi fuel pressure
full racing beat exhaust
FFE trigger kit mag sensor
FMIC 2.5"
Car loves to be on the rich side in boost from 3500 and up, cant seem to get a good reading below that.
https://www.dropbox.com/s/evo3huqb1r...dhome.msl?dl=0
07-19-15, 10:02 AM
#2
Engine, Not Motor
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Is there any specific part of the log you'd like looked at?
It looks fairly OK to me. Rich on the top end by quite a lot but I'd assume you are tuning it in.
The low RPM no/light load AFR bounce on a Bridgeport is very normal due to the charge dilution. The O2 sensor is lying based on the misfires so tune it by average AFR instead of worrying about every specific point. Once you are under load and at higher RPM the O2 sensor can be trusted.
It looks fairly OK to me. Rich on the top end by quite a lot but I'd assume you are tuning it in.
The low RPM no/light load AFR bounce on a Bridgeport is very normal due to the charge dilution. The O2 sensor is lying based on the misfires so tune it by average AFR instead of worrying about every specific point. Once you are under load and at higher RPM the O2 sensor can be trusted.
07-19-15, 10:09 AM
#3
Is there any specific part of the log you'd like looked at? It looks fairly OK to me. Rich on the top end by quite a lot but I'd assume you are tuning it in. The low RPM no/light load AFR bounce on a Bridgeport is very normal due to the charge dilution. The O2 sensor is lying based on the misfires so tune it by average AFR instead of worrying about every specific point. Once you are under load and at higher RPM the O2 sensor can be trusted.
07-25-15, 10:05 AM
#4
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I suspect the wall is caused by staging settings. You may need to pull some secondary out at that point.
Timing overall looks fine. Looks like my map.
Bridgeports like a lot of timing brought in fast at light load. And lots in decal.
Timing overall looks fine. Looks like my map.
Bridgeports like a lot of timing brought in fast at light load. And lots in decal.
07-25-15, 11:31 AM
#5
Where are the settings to do that? And whats the best way to tune it? We have the auto tune program but it doesnt work flawlessly. Always hickups. In ottawa there arnt any tuners for megasquirt that know rotarys other then some members but they have lives and are busy people! Lol, recently the car stopped hitting 10psi so i think i blew a coupler or somthing and am loosing pressure somewhere.
07-26-15, 10:10 AM
#6
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What MS? Post your MSQ file.
Depending on version it's a stage table (MS2, MS3) or standing calculation (MS1). Found in Fuel Settings (MS3), Extended (MS2) and I have no idea where in MS1.
Autotune is great for light load and cruising, but not for boost tuning. It can do a lot, but it can't work if the other settings aren't in the ballpark. Autotune is just one tool in a list. I suspect it does very poorly with Bridgeports on the default settings due to the wildly varying AFRs unless the engine is under some load at a steady state.
Depending on version it's a stage table (MS2, MS3) or standing calculation (MS1). Found in Fuel Settings (MS3), Extended (MS2) and I have no idea where in MS1.
Autotune is great for light load and cruising, but not for boost tuning. It can do a lot, but it can't work if the other settings aren't in the ballpark. Autotune is just one tool in a list. I suspect it does very poorly with Bridgeports on the default settings due to the wildly varying AFRs unless the engine is under some load at a steady state.
07-26-15, 10:12 AM
#7
What MS? Post your MSQ file. Depending on version it's a stage table (MS2, MS3) or standing calculation (MS1). Found in Fuel Settings (MS3), Extended (MS2) and I have no idea where in MS1. Autotune is great for light load and cruising, but not for boost tuning. It can do a lot, but it can't work if the other settings aren't in the ballpark. Autotune is just one tool in a list. I suspect it does very poorly with Bridgeports on the default settings due to the wildly varying AFRs unless the engine is under some load at a steady state.
Ill grab a msq asap
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07-26-15, 03:05 PM
#8
https://www.dropbox.com/s/nond3j54qs...tTune.msq?dl=0
here is my MSQ , the car is a bit smoky on load under 3000 and on decel / idle if u can look at it
and it backfires alot on decel
here is my MSQ , the car is a bit smoky on load under 3000 and on decel / idle if u can look at it
and it backfires alot on decel
08-01-15, 10:13 AM
#9
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The 30KPA line in your VE table has way, way too much fuel. Exactly when the engine is under extremely light load and wanting almost zero fuel, it is being hammered with it.
Decrease those numbers to half of what they are. You're looking for the AFRs to be full lean at that point even before you transition into decal cut.
The rest of the table seems like it needs a lot of tuning. What's that valley in the middle? Is that your cruise range?
Your fan trigger temperature seems very low. With a stock thermostat, it should be around 190 F or so and off in the low mid 180s.
Change the over run min RPM to around 2000, assuming an idle of around 1500RPM for a Bridgeport.
Make sure you are hitting the TPS trigger value (datalogs should show a decal status) during decels.
In the 2200 - 3000 are you spoke of there is a large increase in VE in your table. About 20% from the bin below. This is just when the injectors are staging as well.
Have you tried decreasing that?
If that doesn't help, go into the injector table and decrease the stage by about 10% in that area and see if that makes it more controllable. With those large injectors, you may need to rescale the stage table up to about 120KPA, so that you are able to bring the injectors in more gradually starting at say 90 KPA at 10% tapering to 100% at 120KPA.
Decrease those numbers to half of what they are. You're looking for the AFRs to be full lean at that point even before you transition into decal cut.
The rest of the table seems like it needs a lot of tuning. What's that valley in the middle? Is that your cruise range?
Your fan trigger temperature seems very low. With a stock thermostat, it should be around 190 F or so and off in the low mid 180s.
Change the over run min RPM to around 2000, assuming an idle of around 1500RPM for a Bridgeport.
Make sure you are hitting the TPS trigger value (datalogs should show a decal status) during decels.
In the 2200 - 3000 are you spoke of there is a large increase in VE in your table. About 20% from the bin below. This is just when the injectors are staging as well.
Have you tried decreasing that?
If that doesn't help, go into the injector table and decrease the stage by about 10% in that area and see if that makes it more controllable. With those large injectors, you may need to rescale the stage table up to about 120KPA, so that you are able to bring the injectors in more gradually starting at say 90 KPA at 10% tapering to 100% at 120KPA.
08-01-15, 12:23 PM
#10
The 30KPA line in your VE table has way, way too much fuel. Exactly when the engine is under extremely light load and wanting almost zero fuel, it is being hammered with it. Decrease those numbers to half of what they are. You're looking for the AFRs to be full lean at that point even before you transition into decal cut. The rest of the table seems like it needs a lot of tuning. What's that valley in the middle? Is that your cruise range? Your fan trigger temperature seems very low. With a stock thermostat, it should be around 190 F or so and off in the low mid 180s. Change the over run min RPM to around 2000, assuming an idle of around 1500RPM for a Bridgeport. Make sure you are hitting the TPS trigger value (datalogs should show a decal status) during decels. In the 2200 - 3000 are you spoke of there is a large increase in VE in your table. About 20% from the bin below. This is just when the injectors are staging as well. Have you tried decreasing that? If that doesn't help, go into the injector table and decrease the stage by about 10% in that area and see if that makes it more controllable. With those large injectors, you may need to rescale the stage table up to about 120KPA, so that you are able to bring the injectors in more gradually starting at say 90 KPA at 10% tapering to 100% at 120KPA.
Decrease those numbers to half of what they are. You're looking for the AFRs to be full lean at that point even before you transition into decal cut. The rest of the table seems like it needs a lot of tuning. What's that valley in the middle? Is that your cruise range? Your fan trigger temperature seems very low. With a stock thermostat, it should be around 190 F or so and off in the low mid 180s. Change the over run min RPM to around 2000, assuming an idle of around 1500RPM for a Bridgeport. Make sure you are hitting the TPS trigger value (datalogs should show a decal status) during decels. In the 2200 - 3000 are you spoke of there is a large increase in VE in your table. About 20% from the bin below. This is just when the injectors are staging as well. Have you tried decreasing that? If that doesn't help, go into the injector table and decrease the stage by about 10% in that area and see if that makes it more controllable. With those large injectors, you may need to rescale the stage table up to about 120KPA, so that you are able to bring the injectors in more gradually starting at say 90 KPA at 10% tapering to 100% at 120KPA.If you have time could you make a ve table you would suggest? The car doesnt accelerate even threw 3.5psi at 11afr and doesnt free rev to down shift very well either
08-02-15, 09:56 AM
#11
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For the drivability, have you considered just turning on autotune with the AFR table on my website? It will get the basic light load are of the map drivable so you can concentrate on fine tuning it. Also, watching autotune work is a fairly good instruction on how to proceed.
I don't want the liability of altering maps across the Internet without the car in front of me.
I don't want the liability of altering maps across the Internet without the car in front of me.
08-02-15, 11:59 AM
#12
For the drivability, have you considered just turning on autotune with the AFR table on my website? It will get the basic light load are of the map drivable so you can concentrate on fine tuning it. Also, watching autotune work is a fairly good instruction on how to proceed. I don't want the liability of altering maps across the Internet without the car in front of me.
09-16-15, 10:54 AM
#13
heres after some more tuning
heres my current MSQ https://www.dropbox.com/s/nond3j54qs...tTune.msq?dl=0
and i just did this pull/pulls
https://www.dropbox.com/s/bt5ii4d4ir...ull23.msl?dl=0
Car has issues starting sometimes , it doesnt feel like its getting enough fuel at cold starts or hot starts anyone have any ideas, at night now i have to prime the car 2-3 times to get it to want to start!
heres my current MSQ https://www.dropbox.com/s/nond3j54qs...tTune.msq?dl=0
and i just did this pull/pulls
https://www.dropbox.com/s/bt5ii4d4ir...ull23.msl?dl=0
Car has issues starting sometimes , it doesnt feel like its getting enough fuel at cold starts or hot starts anyone have any ideas, at night now i have to prime the car 2-3 times to get it to want to start!
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