part throttle mixture
i have noticed the mixture at 50% throttle @2800 rpm and 115 mpa is 2% richer than at 100% throttle @ 2800 rpm and 115 mpa. this is more or less steady state accelerating in 3. gear (a4) on a 99 c5. as its exactely on the tuning points there are no interpolation issues. i cant think of anythig that might be causing this. (yes, pe is on in both cases.) any thoughts?
What is ignition timing at both those data points...?
Post log file.
timing and iat are the same.
if you please would compare e.g. 2900/3000 rpm at frame 195 and 470 with frames 595/700. ad1 0.85 = 0.755 lambda, ad1 0.94 = 0.782 lambda (ad1 1.00 = 0.800 lambda). thats all 3.gear. second is generally a little leaner than third, i still have to find out why, but thats actually o.k.
Last edited by dian; April 23rd, 2017 at 05:55 AM.
Which wideband are you using...?
From your log:Originally Posted by dian
frame 195: MAP = 116 kPa
frame 595/700: MAP = 122 kPa
those are operating from 2 separate cells in the boost VE table (they are adjacent to each other, but their values are different. slightly).
BTW: You have a single huge spike in your B0101 VE table.
i see the spike. thanks.
well, i originally made an average from a number of points from several logs and came up with 2-3% richer at part throttle. it would be a lot of work to find the points again and study all the logs.
however if you look at 590 and 693 we are at 118 map as opposed to 115/116 at 470/195. the curves are shifted as a whole. the difference in ambient pressure shows in the logs.
Last edited by dian; April 26th, 2017 at 06:28 PM.
Ever think of it in terms of transient. Transients are applied differently for WOT vs part. Part you will always have more applied as air gain is slower. I know you said the TPS is steady state but the fueling is not. Also, I have not looked at the log but if you are that high of KPA you would be forced, which would bring on an entirely different calibration for transient. IAT, timing, valve temp, injector size, fuel pressure/volume gain/loss....... Its all very different for forced induction.
Side note: This is normally where heads with a large intake runner on NA engines see lean spikes in the lower RPM high load cells on WOT/part hits from idle or lug it down pulls. The VE table will want a huge spike but that's not correct. The initial transient needs to be more. This is the reason we filter out TPS movement from while tuning steady state but the problem is the transient duration.
Or am I on some really good crack..... LOL
Last edited by ProperTuningOG; April 24th, 2017 at 05:02 AM.
not sure what your saying, team. i dont see any transient fueling input that would change with trottle position. do you? the tp is steady for several seconds in both cases. (cos3)
Last edited by dian; April 26th, 2017 at 06:47 PM.
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