Newb questions about Adv.III

[apexcrazy]

First off I would like to thank all of you that have shared their knowledge of the PRP system on these forums . I have spent the last 5 days pouring thru mountians of posts here & at SCT forums , and The Wiki .

Now I realize the new PRP only have access to 2 base codes . I have chosen 05 stage0 and the stage2 . That being the case , I cannot really compare the two flashes since they are quite defferent in a few ways . Some Parameters that I see in the stage2 do not exist in stage0 . of course there is theWGA , 3bar , & injector differences . So I cant study the differences to get a sense of whats changed & how much between them . Now I would like to think I know my way around fuel injection , ignition systems & such , and I have a good knowledge of electronics(hobbyist level) & microcontrollers . But this stuff is awful deep without some reference material . I get 90% of the parameters , but its hard to tell exactly how the ECU is using the parameter .
I also see a few thing that seem strait up wrong , but it is probably just my interpretation of parameter . for example in my stage0 flash , under gear based torque reduction is seems third gear has a torque limit of 10 ? The rest are in the hundreds . including second , possibly first . of course the stage2 shows all gears limited to 1310.68 . So one of my questions is other than the couple Mako Tuner files i found on the SCT website , are ther other stage0-stage1 files I can compare my flashes to ? I realize I cant actually use them , I just want to view them to try to reverse-engineer this ECU a little . Im not loading anything into my Xcal-2 yet , I want to get more comfortable with the system before I lose my dealer flashes .
Another question . When viewing the compare window , I see a lot of dashes in certain tables of the difference report ( --- --- ), are these actually equal to the values of tune 1 , or are they left blank to signify no data present ?
Since I have nobody in my area to help me get rolling , what I learn on my own is all I have , so forgive me if I start asking newb questions .
If it helps , Ill try to answer all the easy questions i know the answer to in this section , so you guys dont have to keep answering the simple stuff . You know , Ill do KP duty .

[moreause]

---
is for equal value

and be careful if you compare different code

it only show's if value is different

but don't show up if you have more or less info line

if you want some exemple give me your e-mail i will send you my tune

[apexcrazy]

thanks for the reply .

[apexcrazy]

Ok , Ive got a stage2 based flash with a set of RC 650 injectors . Its up and running , doing pretty well . good AFRs (except rich at wot) , no knock at all . I have quite a bit of fuel trim at idle , according to my aeroforce scangauge its hovering around -18 to -20 . Afr at idle is 14.7 , rock steady .
Once you open throttle it drops into the single digit trims . When watching my injector pulse width it seems to go normal above 2.5-3.0 ms . So I would like to hear from anybody that can help me interperate these readings .

question #1 , if long term & short term fuel trims are working the in the negatives , does that mean the ECU is pulling fuel to attain target AFRs ?

question #2 scangauge shows pulse width values that start in the single digits and work up from there . The advantage injector PW numbers in the tables that do not seem to to be expressed in the same values . I understand pulse-width based signal & duty cycle when used in servos & stepper motors , Pulse width range is usually 500 to 1000 milliseconds , 1000 being total duty cycle , 750 being "neutral" position of servo throw .
So how excactly do the numbers shown on my scangauge relate to the numbers in my advantageIII tables for injector PW ?

question #3 should I adjust the fuel charge side of table A little to get LTFT values lower ? If so , do I increase charge value a little in the first couple cells to get the ECU to start off with proper values & not need to use so much negative LTFT to achieve stoich at these low PW values ?

current mods ; SCT PRP (stage2 base code) , rc 650s (multiplied charge #s by 1.04465 , as per N-heptane flow value of 712cc) stage2 sensors , ED hardpipes , HKS ssqv AND stock surge valve , stage2 WGA .
Stock exhaust (I know , I know , I need a needswings downpipe) stock intercooler (have AGP Race in garage) , stock airbox (have injen SRI)
I am attempting to monitor vitals with aeroforce scangauge & innovate LM-1 wideband datalogger .

Any suggestions are welcome .

[moreause]

if i remember correctly my idle trim are off to..i tried changed the injector pulse width in the idle region i think to correct it ...but not perfectly

for the rest if LTrim are below 10 just leave it like that

-trim are pulled fuel and + are added fuel

for afr at wot, in stock form the table is very rich, you will have to lean it out

[apexcrazy]

Thanks , ill try to work on the idle cells tomorrow .
My Innovate wideband is kinda acting a little strange , i think its going so rich at wot that it goes off scale then reads something like 45 to 1 afr when I let off the throttle . I realize that sounds wrong but I think thats what im seeing . Is it just because the throttleplate is closed , no load on engine , so no fuel is being added into charge ? It feels fine , no stumbles or bogs . I need to download logworks so I can datalog a pull and study whats really going on . the built in display uses a smoothing delay so you can read display , but it also averages out data a little . Its a very old wideband sensor , but it seems to calibrate ok .
No knock no codes , pulls very smooth , not sure whatup with wideband .
If nobody knows whats up I might go back to stock to see if the wideband reacts the same way .

[moreause]

when you release gaz the engine cuts fuel, for anti polluiton i think
until speed goes down enough or rpm to low
when it does that you afr are very lean, my innovate start flashing 02

for the rich part if you havent change the over temp protection value in the exhaust section you can get as low as 9 afr

[apexcrazy]

I thought that might be the case about my wideband . ill edit the overtemp protection values once I get idle & cruising throttle done .
Thanks moreause,you really have been a big help .

[apexcrazy]

Yep! thats got my idle trims going in the right direction . I multiplied (by 1.15) my fuel charge #s below 1280 ( microseconds ? ) on the PW vs fuel & fuel vs PW tables . This is on top of the 1.04465 I multiplied all fuel charge cells in both tables for injector rescaling (RC 650s) .

So , are there 1000 microseconds in a millisecond ? Thus an injector pulse value of 1.3 on my aeroforce scangauge , expressed in milliseconds , would indicate that the ECU is currently working off the 1280 (microseconds ?)cell in the PW vs fuel tables to base its fuel calculations ? Or am I missing the concept here .

Im putting my math in this thread for anyone to call me out if they see any errors .

Once you get going this software isnt so intimidating . Im happy I went PRP .

[apexcrazy]

New question to anybody that knows , There are two areas you have a value input for WOT voltage , one in Fuel , one in Misc .
In the stage2 code , the one under misc reads something like 1.3 , but the one under TPS voltage for fuel enrichment is 2.333 .
Should these have the same value ? And what is the ECU doing with the WOT voltage value under Misc ?

I have my fuel trims smoothed out now . Have begun working on power enrichment . So far , I am still going below 10.0 AFR once in wot .

[SebringLX]

Quote: Originally Posted by apexcrazy

I have my fuel trims smoothed out now . Have begun working on power enrichment . So far , I am still going below 10.0 AFR once in wot .

This is where you have to start messing around with the VE table. Look at the RPM and pressure ratio that you go rich at, slowly remove fuel from that area of the VE table (try removing something like 5% to start off with) until you see WOT falling in line with what you're setting in the Power Enrichment.

[apexcrazy]

^^^ thanks , that helps . Havent messed with VE yet . That will be this weekend I guess .

[duster360]

Quote: Originally Posted by SebringLX

This is where you have to start messing around with the VE table. Look at the RPM and pressure ratio that you go rich at, slowly remove fuel from that area of the VE table (try removing something like 5% to start off with) until you see WOT falling in line with what you're setting in the Power Enrichment.

Is there a reason that you suggest adjusting the VE and not the PE table??

[SebringLX]

Quote: Originally Posted by duster360

Is there a reason that you suggest adjusting the VE and not the PE table??

Your AFRs have to be within the limits of the PE before PE will be effective. If your AFR is too far away from the PE range, you can mess with the PE all day long and it won't change. So if you've already modeled the injectors properly, fuel trims are good, but WOT is still pegged 10:1 AFR, you need to adjust the VE table until the AFR gets close enough for the PE table to take over and do it's thing.

You can't just set PE for 11.5:1 and expect it to automatically give you that AFR if your PW and/or VE are off and you're at 10:1 or 13:1, etc. I don't remember what the exact limit is, but I want to say it has to be within .5 of where you want it to be.

[apexcrazy]

I still havent got to where I am done in the Fuel & Fuel Injector sections . These RC injectors are SO far of the ranch compared to the stock injectors !!!
Im good untill 500 microseconds , then my long trim starts heading to -10.0 on the aeroforce gauge . Ill get it right soon .
What has my attention however , is the way this base map seems to stay pretty lean untill you go wot , then it heads straight towards very rich .
My stock boost gauge is showing me pre-throttle boost , correct ?
Because there are times under partial throttle that the afrs can stay in the high 13s , even though I have already crossed over from vacume to boost .
I suppose some of this could be the latency setting in my LM-1 . If what Im seeing on my stock gauge is before throttle plate , then Its possible that the intake seeing less boost than gauge is reading .

Or approxamately what afrs are safe at what psi , in a stage two setup ?