Real-Time Automated Calibration System (RTACS)

[Redline Motorsports]

Yeah, figuring out max torque at min timing would be harder. You could handle it in software, but not really in a map. You would need a 4D map or something. g/cyl x torque x timing x rpm

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This is my big question......

AFR is pretty cut and dry. Commanded vs. actual and dial it it. Timing is something that is not as cut and dry. I know when I tune aftermarket DFI systems that we keep adding timing, under load, until we reach max torque and then back off a couple degrees.

I guess you would really need to tie FS into output of a load controlled dyno to look at max values and then calculate the timing added vs. the previous gain in torque to determine when you've reached peak cylinder pressure.

I am not sure if auto adding timing, under steady load, until you hit KR is an option as well. Personally I think when you hit KR you can be as much as 4 degrees off from optimal at times and tuning for peak torque doesn't seem to get you close to KR.

Howard

[TAQuickness]

Howard - I think everything you just described can be resolved with a fancy custom PID

[Redline Motorsports]

I assume you mean with the KR concept?? Still not sure on who's dyno is going to be the one that has the output capability to input torque values.

My feeling is that Live and a couple of the known dyno companies are in a political game as to which one will be the manufacture that will integrate with Live.

I would like to think that Dyno Dynamics and Live can work it out..............

Someone needs to spill the beans already!

Regarding the custom PID, what are your thoughts on the data required?

[dc_justin]

I know when I tune aftermarket DFI systems that we keep adding timing, under load, until we reach max torque and then back off a couple degrees.

Why do you back it off a couple of degrees from peak torque?

[wait4me]

It just adds a cushion so it dont kr in different hotter temps.

[dc_justin]

It just adds a cushion so it dont kr in different hotter temps.

IAT correction table can handle that.

I can understand people who don't use a dyno backing timing off a few degrees from the point of detonation, since detonation begins to occur at some point after peak torque. But not when using a dyno...

[Redline Motorsports]

I keep adding timing until torque stops climbing is what I meant. You end up adding timing beyond peak as thats how you know you've past peak. Once it starts flattening out I back off a couple.

Like jess said, your there!

[dc_justin]

I keep adding timing until torque stops climbing is what I meant. You end up adding timing beyond peak as thats how you know you've past peak. Once it starts flattening out I back off a couple.

Like jess said, your there!

Okay, so you're running minimum best torque timing then. Your previous post sounded like you were finding MBT and then backing it off a few degrees.

[wait4me]

Im aware of the iat timing, i was saying when using other aftermarket systems that dont have it turned on with iat spark compensation. I was referencing what Howard said when he was tuning aftermarket controllers.

[Redline Motorsports]

I guess a better way of explaining it is that I am hitting peak cylinder pressure and going a few degrees past it to fully determine I have reached peak. The couple degrees that are retarded after should put me back at peak. Basically over shooting it to test the waters.

Bring this thread back to Live, how are we going to acomplish the same steps with the RTACS??