Help with tune - 2 bar COS3 OLSD

[ELake20]

Just finishing up my build, 03 Silverado SS, AWD T56, forged LQ9 9:1 CR, precision 7475 turbo.

Since I'm still breaking the engine in, I have the wastegate spring pulled. Engine has maybe an hour on it and is still noticeably burning oil (rings seating i hope)

Anyway I did the COS3 2 bar upgrade, my PCM was a 12579405 OS so I loaded the applicable COS, no problems there.

Had a bad 2 bar MAP sensor (read 4.7V KOEO), just got the new one in and the 2 bar is now scaled.

Others assisted me with siemens 80 motoron data, I swapped them in today and no issues. They idle identical to my stockers and before i cranked up the VE table they were idling at 14.7 AFR.

I got my wideband (LC1) communicating to EFILive via Serial, that aspect seems to be working great thus far.

I started going through the AutoVE tutorial today, my goal for the truck is Open Loop Speed Density. Maybe later on I'll go semi open loop but for now open loop seems to be the easiest for me to understand.

The problem is that about 40-50% TPS engine under load the turbo spools anyway. Not a big deal, 2-3psi according to my boost controller (not hooked up) and I have adequate fueling to handle this. The problem is that it seems like when it transitions from the main VE table to the boost VE table the engine stumbles and misses.

My question is this: Could this stumble/miss be attributed to timing or VE tuning? I have the boost VE timing table set to 0 so it's not pulling any away and I haven't touched the stock timing tables. Also I cranked up the VE table values 15%, had a preliminary boost VE table in there but the 105kpa cells match in both tables.

Could someone please take a look and give me some suggestions?

COS_2Bar_15PercentIncreaseAutoVE.tun

COS3_2bar_drivearound.efi



Many thanks

[mowton]

Quick look....

Unless you are using a Returnless System (Pressure Referenced), the injector data is incorrect. shouldn't be flat lined if utilizing a standard Return System which holds the fuel rail at a constant FP.

B3647 Commanded Fuel vs RPM (Normal) is in the wrong format appears to be in EQ but you have the tune set to Lambda. 1.13 will actually lean out the commanded fueling which is why you are commanding only 14.17 in PE. Your fueling will be all over the place as you are not tuning to the calculated error (BEN). Would also set B3649 to all 1.0. Also a good PE strategy is to set the Map enable to like 90 kpa and the throttle enable to like 23%. This I learned from SWINGTAN (thanks Simon) and it works pretty good with SC/T setups.

Set A0008 to 1.0

Also the temp seems quit low as well as the IAT?

Remember, when you are tuning the VE, you want to set the normal fueling requirements to Stoich or lambda 1 and PE to you desired target. Slow steady logs with no rapid pedal movements to collect as many counts per cell as possible. You can't hit all, but acan use data and trends to interpolate the missing data to get pretty close. Also log a G/cyl value so you can log the timing. As a note if you re setting to to Lambda, make sure all tables are in the correct format.

Ed M

[joecar]

ELake20,

Is your FPR manifold-referenced...?

What Ed said:
- set your tunetool fuel units to EQR, restart tunetool, redo your B3647, B3649.
- set your B3618 PE table to be safely rich (for boost set it to EQR 1.25), don't try to run with PE set at EQR 1.00.

Also, set your B3616 PE enable to same as 2002 Camaro B3618 (65% below 3200 rpm, 35% above 3200 rpm).

Also, make sure you're getting a MAF DTC (this is required in order to be in SD mode).

Goto the Calc.MAFT tutorial, and use the calc pid WO2BEN as your BEN pid...
copy the calc_pids.txt file from post #1 here: Calc-MAFT-thread

[ELake20]

Yes my FPR is manifold referenced. The injector worksheet I found on here listed that with MAP referenced FPR the IFR table should be flat across.

Example 2 (MAP-referenced regulator):

Suppose, with reference hose removed, measured rail pressure is 58 psi (gauge pressure), this is FP + BARO,
so, from post #1:
IFR
= R0 * sqrt((FP + BARO) / P0)
= 42 * sqrt((58) / 43.5) <-- in psi
= 42 * sqrt((400) / 300) <-- in kPa
= 48.497 lb/hr
= 6.111 g/s

IFR is flat horizontal constant ("static") regardless of MANVAC.

I will do as both of you suggested with the other tables. Still learning, many thanks for your responses!

I'm currently MAFless with the IAT sensor in the EVAP port of the intake manifold. The day of the log it was around 50-55F here in Michigan.

Hoping to roll this out tomorrow after work or maybe sneak away at lunch

I'll post more logs and tune files.

Thanks again

edit: heres a screenie of my DTCs present from my log

[ELake20]

Made the changes suggested, here is another log and copy of the tune.

Pulled my VE & boost tables back.

Adjusted B3647, B3649 set to EQR 1.0 in both tables.

Did as joecar suggested and setup B3618.

Set PE enable @ 90kpa and values @ EQR 1.25

Copied calc_pid.txt file from the other thread, used WO2BEN PID for the VE map.

Tried driving as suggested, found a couple nice hills and accelerated to the top. Compressor seems to be surging due to the lack of wastegate spring I think. Driveability is much better. Only hit a few cells in the 115kpa range, haven't applied filters to the data yet.

Do these values look sane and am I on the right track?

Attachment 15916
Attachment 15917

[joecar]

Adjusted B3647, B3649 set to EQR 1.0 in both tables.

If you're tuning, the EQR 1.00 in those tables enables SOL (semi open loop) which trims to stoich using STFT;
don't set to EQR 1.00, but rather set to EQR 1.02 or 0.98.

Did as joecar suggested and setup B3618.

Set PE enable @ 90kpa and values @ EQR 1.25

Make sure B3616 enables easy (see 2002 Camaro file).

You can set PE MAP Enable to 105 kPa as long as B3647/B3649 provide sufficient fuel ramping up to 105 kPa.

I'll look at your files later (I've been kind of swamped lately, sorry for any delays).

[ELake20]

joe no need to apologize mate!

That makes sense, about the SOL. Since I'm tuning the VE I won't want it to trim, only after I'm done tuning the VE will I set these back to 1.0.

B3616 is enabling easy

Current B3616 Values

LABELS Normal PE Mode Enable (TPS %)
RPM {link: SAE.RPM} Value
0 65.000000
400 65.000000
800 65.000000
1200 65.000000
1600 65.000000
2000 65.000000
2400 65.000000
2800 65.000000
3200 35.000000
3600 35.000000
4000 35.000000
4400 35.000000
4800 35.000000
5200 35.000000
5600 35.000000
6000 35.000000
6400 35.000000
6800 35.000000
7200 35.000000

2002 Camaro M6 B3616 Values

LABELS Normal PE Mode Enable (TPS %)
RPM {link: SAE.RPM} Value
0 64.003906
400 64.003906
800 64.003906
1200 64.003906
1600 64.003906
2000 64.003906
2400 64.003906
2800 64.003906
3200 64.003906
3600 60.000000
4000 54.003906
4400 34.003906
4800 34.003906
5200 34.003906
5600 34.003906
6000 34.003906
6400 34.003906
6800 34.003906
7200 34.003906

and I knew about the PE enable MAP - I just wanted to make sure I had sufficient fueling first. I was able to hit PE pretty easily, noticed AFR would be around 14.x and then it would drop to 12ish when requirements to enter PE were satisfied.

Injector data seems to be working great but I don't really know what I'm looking at with the datasets, just driveability

[mowton]

If you're tuning, the EQR 1.00 in those tables enables SOL (semi open loop) which trims to stoich using STFT;
don't set to EQR 1.00, but rather set to EQR 1.02 or 0.98.

Joe,

Is the SOL specific to the COS?

Thanks,

Ed M

[joecar]

Hi Ed,

Yes, SOL is specific to COS's (in OL mode when the PCM hits a stoich cell (EQR 1.00) in B3647 or B3649 it uses STFT to trim).

Non-COS's may have B4206 which does the same thing (in OL mode when the PCM hits a stoich cell in B3605 it uses STFT to trim).