You need to change some of your values if you want it to work correctly


Water Temp.....................70-110C
Throttle Position...............75%
Start Time.......................120 Sec


You should aslo have Water Temp and Airtemp Selected and the appropriate Honda sensors selected. I am mobile now so I do not have the correct settings in front of me. W/O water temp you will never get the Target runing as this is a required value. Also your I/O seems to be worng, if memory servers me.

Do you know if you are even running on map Two if both are enabled you will be using Map 1 not 2.

Send me an email and I will send you my old calibration. Or you can PM me and I will give you my phone and I can try and walk you through a proper setup.

 

Water temp is correct
Start time is also correct however it can be lower just make sure to set it at a time that you know you will not be going into boost before that time.

Throttle position is incorrect.

Set it as low as possible

Because if you set up your A/F target map with the fist row blanked out and the next row .5 psi that way the the A/F feedback will kick in as soon as you get into boost regardless of throttel position.


dsddcd is also correct about checking the Water temp selection and having map 2 turned on in the map tree

 

Can you shed some more light on this for me?

Is your injector 2 map set on absolute pressure so the a/f map only works inside boost?

 

s2sexy I just looked at your map

As I just posted and as dsddcd stated you need to turn on the water and Intake tags

Water HD_WT11
IAT HD_AT-2

Also even thought you have the analog out put map ( vtec) map turned on you need to Make sure that "Air Flow Input 2" is set as Aux Output to turn on vtec earley.


Also change the first column in the vtec map to off..

You do not want to turn on vtec below 3700..Setting the transition this low could cause problem if you do not have sufficient oil pressure at that RPM.

 

You can see here that both Injector maps and the A/F feed back maps are set identical.

My maps are set in Greddy pressure sensor voltage.

You can see at -2.9 psi (1.30V) that I start using the A/F feed back however I am working with the Stock computer to get 13.1 A/F down low and 12.7 up hi

At -1.45 psi (1.40V) I am still working with the stock Computer even thouge it is in open loop at this point to get the A/Fs to 12.9 down low and 12.6 up hi

At 0 psi (1.50V) I am now forcing the A/F down to 12.8 down low and 12.5 up hi.

at .72 psi (1.55V) I am forcing the AFs to 15.5 above 4500.


ect ect

 

thanks guys

 

^^ that makes sense... i have read somewhere that you said that to put the ecu in open loop you must use the analog output setting... could you explain that?

Sorry to bother you like this mugenrio but there is not an informed or good emanage tuner in my area that i trust.

 

Mark, with a water temp that low the car has not entered a relatively steady state condition which will not produce as good of results. Before I would tune I wanted the car up to temp, which is better for the car anyway.

Second, with the start time set at 10 Sec you will get feedback before the O2 even warms up. By setting it at 120 sec you can ensure that from a cold start you have good 02 feedback.

As far as the throttle position is concerned why would you want it so low. In my case I did not want the car to do anything until the map clamp then I knew the ECM was somewhat sending a static signal which with a static map would make more sense. I defiantly see your rational but I am not sure that I completely agree.

Here is the way I always assumed. If you are on the throttle at 30% and 5000RPM which yields 8PSI, in your scheme then the Emanage will evaluate the AFR and make a % adjustment. Now the next time you accelerate you go to 60% throttle at 5000RPM and the waste gate still maintains pressure at 8PSI. In the first scenario you had a short injector pulse width compared to the second but in both cases you added, lets say 30% more pulse width. The 30% more width on the lower throttle position is going to be a larger change than the 30% on the higher throttle position due to the dynamics of an injector, lead and lag time. For me the problem was always, where do you tune, based on the previous statement. The only logical solution was to tune only in the upper Throttle positions b/c the mass of the more critical need to have the AFR correct under heavy load.

Now on your I/J Map's if you have both enabled then how do you know which one you are using?

I ended up setting up my unit with the A/F Feedback on I/J Map 2 which was a mirror of Map 1 and both started with a known good calibration. Then if there was a problem I could always revert to Map 1 or I would also graph the changes overtime looking for trends.

Last but not least I also lowered the Feedback on a good map to 0.5% which will make smaller changes overtime.

Really the only thing I never liked was the need to save each map to save the calibration.

 

I think i can handle doing a "streetable" tune for fuel, is there any text or guides that you can suggest for me to understand in modification of timing?

 

honestly, timing should not be tweaked unless your on a dyno. pull 1 1/4 degrees timing per pound of boost to be safe, but you need a dyno to add it back in, again, safely. timing and AFR can grenade a motor.

keep that in mind while tuning. start rich, start super conservative, and work your way towards aggressive.