Power FC cant tune out hesitation when hitting the throttle
05-15-06, 08:38 PM
#1
cant tune out hesitation when hitting the throttle
I've always had a hesitation that I just cant tune out when hitting the gas. I've played with the accelerator adjustments with no effect. I'm running 850 primaries. Non-seq stock twins.
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05-17-06, 09:43 PM
#8
here is my map, my base map is a bit dirty since it is still a work in progress. My tps appears to be within range. What field do I plug in the voltage?
Mark: I cannot run at .04, i have to run a negative value to get atomization at idle. Also, I forgot to take note of which vacuum cells im in (and my autometer gauge is horribly inaccurate) but I don't see why that matters since the hesitation happens from any vacuum point.
take the .txt off of the end of the dat file
Mark: I cannot run at .04, i have to run a negative value to get atomization at idle. Also, I forgot to take note of which vacuum cells im in (and my autometer gauge is horribly inaccurate) but I don't see why that matters since the hesitation happens from any vacuum point.
take the .txt off of the end of the dat file
Last edited by Aeka GSR; 05-17-06 at 09:58 PM.
05-18-06, 02:34 PM
#9
Temple of Cornd0g
We need to verify you have no vacuum leaks. Spray a little carburetor cleaner or WD40 at the air intake connections to see if it sucks in and changes your idle RPMs.
When datalogging the WBO2, does your WBO2 gauge reading match the FC_Edit "WBO2 Watch" reading on your laptop? The reason I ask is you could be trying to tune and compensate for a crappy engine main wiring harness - crappy b/c of its age and its high, uneven resistance rendered by its chronic exposure to the hostile engine bay environment. Voltage differentials could be revealed by the need for "wide" offset numbers to make those two WBO2 readings match up.
Your "Settings 3" INJ Adjust of 125.0%'s doesn't seem right to me. That seems to be dumping excessive fuel at all RPM points.
850/1600 seems like way too much injector for stock turbo situation; you'd be much better off w/ stock primaries.
When datalogging the WBO2, does your WBO2 gauge reading match the FC_Edit "WBO2 Watch" reading on your laptop? The reason I ask is you could be trying to tune and compensate for a crappy engine main wiring harness - crappy b/c of its age and its high, uneven resistance rendered by its chronic exposure to the hostile engine bay environment. Voltage differentials could be revealed by the need for "wide" offset numbers to make those two WBO2 readings match up.
Your "Settings 3" INJ Adjust of 125.0%'s doesn't seem right to me. That seems to be dumping excessive fuel at all RPM points.
850/1600 seems like way too much injector for stock turbo situation; you'd be much better off w/ stock primaries.
05-18-06, 05:00 PM
#10
I upgraded the entire fuel system for a future single turbo. I've checked for leaks before, but I will pull my manifold off and check if the block-off plates are sealing good as soon as I can.
I've always have suspected a boost leak, but cannot hear a vacuum leak, or get carb cleaner to do anything.
The only wideband display I have is my laptop, and correct me if I am wrong, but I don't remeber using the stock wiring harness for my LC1 when I grounded it. I also have about 6 8AWG wires grounding my chassis, engine, uim, trans, etc.. directly to the battery.
Everyone tunes a bit differently, adding 25 percent fuel was what I needed to get the car to run at a safe a/f and provide a decent base so I could start fine tuning. I have started taking fuel out of many areas in the last couple of days, but have left the 25% increase, even though I could have diald back the fuel increase in settings #3, I went ahead and took it out of the base instead.
I've always have suspected a boost leak, but cannot hear a vacuum leak, or get carb cleaner to do anything.
The only wideband display I have is my laptop, and correct me if I am wrong, but I don't remeber using the stock wiring harness for my LC1 when I grounded it. I also have about 6 8AWG wires grounding my chassis, engine, uim, trans, etc.. directly to the battery.
Everyone tunes a bit differently, adding 25 percent fuel was what I needed to get the car to run at a safe a/f and provide a decent base so I could start fine tuning. I have started taking fuel out of many areas in the last couple of days, but have left the 25% increase, even though I could have diald back the fuel increase in settings #3, I went ahead and took it out of the base instead.
05-18-06, 06:21 PM
#11
Temple of Cornd0g
Having two separate AFR displays as afforded by an LM-1 or PLX300, for instance, allows you to verify the accuracy of the setup of the "WBO2 Watch" on your laptop. AFR readings can vary greatly and it is very important to have a built-in way of double checking this. I've found the LM-1 to be extremely accurate and worth the slight extra cost over the LC-1.
Datalogit box reads and records voltages as presented to the P-FC by the sensors and switches, i.e. AIT, CLT, WBO2 sensors and fuel injector "switches". The P-FC has no way of compensating for a deteriorating wiring harness to which it may be connected.
But, you've done your homework preparing for this.
Try highlighting just the idle portion of the Base Map and changing it in +/-5% increments to effect while returning the 1000/2000 RPM blocks back to 100%.
Set your fuel cut recovery to 5500 RPM so that the injectors will still work and AFR will still display at low engine speed & load as you tune for driveability while puttin' around the neighborhood streets.
Tune idle, then idle "revving" tip-in, then low load/speed.
You may find the attached Target AFR chart useful.
Datalogit box reads and records voltages as presented to the P-FC by the sensors and switches, i.e. AIT, CLT, WBO2 sensors and fuel injector "switches". The P-FC has no way of compensating for a deteriorating wiring harness to which it may be connected.
But, you've done your homework preparing for this.
Try highlighting just the idle portion of the Base Map and changing it in +/-5% increments to effect while returning the 1000/2000 RPM blocks back to 100%.
Set your fuel cut recovery to 5500 RPM so that the injectors will still work and AFR will still display at low engine speed & load as you tune for driveability while puttin' around the neighborhood streets.
Tune idle, then idle "revving" tip-in, then low load/speed.
You may find the attached Target AFR chart useful.
05-18-06, 07:14 PM
#12
05-18-06, 07:35 PM
#13
Originally Posted by mark57
Having two separate AFR displays as afforded by an LM-1 or PLX300, for instance, allows you to verify the accuracy of the setup of the "WBO2 Watch" on your laptop. AFR readings can vary greatly and it is very important to have a built-in way of double checking this. I've found the LM-1 to be extremely accurate and worth the slight extra cost over the LC-1.
Datalogit box reads and records voltages as presented to the P-FC by the sensors and switches, i.e. AIT, CLT, WBO2 sensors and fuel injector "switches". The P-FC has no way of compensating for a deteriorating wiring harness to which it may be connected.
But, you've done your homework preparing for this.
Try highlighting just the idle portion of the Base Map and changing it in +/-5% increments to effect while returning the 1000/2000 RPM blocks back to 100%.
Set your fuel cut recovery to 5500 RPM so that the injectors will still work and AFR will still display at low engine speed & load as you tune for driveability while puttin' around the neighborhood streets.
Tune idle, then idle "revving" tip-in, then low load/speed.
You may find the attached Target AFR chart useful.
Datalogit box reads and records voltages as presented to the P-FC by the sensors and switches, i.e. AIT, CLT, WBO2 sensors and fuel injector "switches". The P-FC has no way of compensating for a deteriorating wiring harness to which it may be connected.
But, you've done your homework preparing for this.
Try highlighting just the idle portion of the Base Map and changing it in +/-5% increments to effect while returning the 1000/2000 RPM blocks back to 100%.
Set your fuel cut recovery to 5500 RPM so that the injectors will still work and AFR will still display at low engine speed & load as you tune for driveability while puttin' around the neighborhood streets.
Tune idle, then idle "revving" tip-in, then low load/speed.
You may find the attached Target AFR chart useful.
Ok I understand on the voltage drop issue and will order an actual display. What occured to me, is that maybe i should start from scratch and raise the fuel pressure 5 psi or so to help with atomization. I think I may be running stock pressure now that I think about it, doh.
Originally Posted by cewrx7r1
You physically adjust the TPS, it is in the manual!
05-18-06, 10:21 PM
#14
ok i've had some free time and ive been fightin dirty with the datalogit. The delay seems to do with the injector lag timing. i have to set my primaries to -.53 to get any kind of a/f control of the idle. I've tried .04 and it ran stupidly rich, but response was good. I could even get good response at -.20 but i could not lean my idle past 10.5 I will try raising my fuel pressure next.
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