To make the A/F fuel trim adjustment work quicker

Click on the car icon
Clike on A/F target tab
And change the feedback amount to 1 to 1.5%.

You can also change the feedback cycle time or time between sampling intervels to a lower ms value ( aka small ms number = higher sampling rate)

However if the feedback cycle time is to small the changes in the trim do not have tim to take effect before the next sample is taken so you can get some incinstent adjustments.

If the feedback amount is to larger then it can over shoot the true adjustment.


Try adjusting the feedback amount to a higher value like above and then start decreasing the feedback cycle time to lower values.

 

Still using the NGK 2668s so there should be no reason for the ULT to hickup

 

John

I noticed your pressures are centering around 6.8 to 7.0 psi average at full throttle

Generated a new flash for you with your real time logs and adjustments.
8_18_2009 AP1 Stock_MAP 550cc PLX_WB PSI_center_7psi.EM2

Email comming your way.

here is what I did for your reference
taken the map you sent me with the real time A/F adjustments in I/J Map 2 applied them to map 1.

Adjusted the control points on the fuel and the A/F feedback maps to give more resolution in the areas where you will be spending most of you time. Interpolating where necessary

I did not adjust the scaling on the ignition timing control points as the timing retard is relatively constant and linear for a given pressure.(Over simplification I cant give out all of my tuning secrets )

I have made the control points for ignition timing map 2 now be the same as is now being used in the aux output map ( vtec) as I always use timing map 2 to smooth out the TQ curve when one is moving vtec around; therefore having the ignition map 2 and the vtec map match helps when tuning.

Ignition map 1 is uses as a static timing retard pre psi.

I also have changed the A/F feedback to more quickly center in on the ideal A/F
Feedback cycle now = 100ms and feedback amount now = 1.5%
This will make quicker adjustments but may swing back and forth hence after having the car dyno tuned or after some driving where you get into the majority of cells in the map a couple of times then switch it back to 100ms; .5% for a while to get an even more precise adjustment then change it to 120; ..5% for long term adjustments.

Hope all of that was not to confusing.

 

In every instance in the data logs either where you turned it on or where I original had the vtec set to turn on; the ULT data logs indicate it turned on the vtec trigger wire.

Which shows vtec should be coming on early between 4-6k when TPS is greater then 60% and pressures are in the positive.


Since it is till turning on at 6K as this is where the stock computer s turning it on despite trying to move it with the ULT and you are not getting a CEL would normally tell me that the harness does not have vtec wired in

However the harness has been checked and the data logs show activation by the stock computer so that would tell me that the harness is wired to adjust vtec and the jumpers are correct.



John when where you planning on getting on a dyno?

I need to see a TQ curve.

Don

 

Wow good info on the afr feedback, someone move this to faq! Also let it be known that I think Mugenrios2k is the EMU master!!

 

[QUOTE=MugenRioS2k,Aug 18 2009, 02:23 PM]
Don

 

Thanks for the help once again.

I flashed the new map and did a couple of pulls and it felt pretty peppy and smooth. I think it might have been swithching over the VTEC earlier but I could not tell for sure. Went for a short drive and then started to spinkle a little so I went home.

Rain for the next couple days and will be busy so I will get to play more on the weekend. I think I can schedule a dyno pull some time soon. Maybe next week.

 

John
if you or your tuner needs me for anything just give me a call.


BTW installed the 135mm pulley finally....


went from 5-5.5 psi on the 125mm to 6.5 psi average on the 135mm
(73deg ambient 30.07in ambient pressure, 78% humidity 668ft above sea level)

When I had the Mugen AP2 exhaust on the car with the 125mm pulley I was runnign at about 6 psi. when I sold the AP2 Mugen setup and put one of my prototype modified AP2 OEM exhaust I dropped psi to 5-5.5psi.

Interesting that based on the pressures that my modified OEM exhaust actually flows better then the Mugen cat back.

 

Do you know what the internal diameter of the stock is? I was wondering what the ASM 60 single might do to the car.

 

Stock od is 63mm 2.48in


I believe ASM Unlike everybody else gives your the internal dim

so a 60mm ASM exhaust has the same cross section flow area as stock.

where ASM is better then the stock system is weight reduction and less back pressure in the resonator / muffler(s)


But Mugen also clams the same ; increased performance by reducing induced backpressure in the resonator and mufflers