The differances in what you can achieve and what is viewable does not surprise me at all. Even on the power fc there are things you can not see or do with the commandor. You can even be lock out of certain menus on it via a laptop.
My knowedge of scoobs is very limited. A friend has one and pavlo mapped it for him. It looks quite an easy set up to map ( ie it seems to do what you tell it to )
Scott
Air = Power
Scott - I am gradually trying to teach myself what everything is/does so that I will be able to tweak maps myself eventually or at least have a bash at understanding what the experts are doing.
It does seem relatively straightforward from what I have seen, but as soon as you get into the extremes of mapping near the top end of the range of the sensors it does look like a potential minefield.
It does seem relatively straightforward from what I have seen, but as soon as you get into the extremes of mapping near the top end of the range of the sensors it does look like a potential minefield.
You have the advantage of the AFM being calibrated to stoich.
The high end is no differant to the low end just things happen quicker.
If you are unsure of your high end do a quick run in a differant gear ie 2nd or 1st where the engine will be under less load and will spend less time in each load cell.
You you be most likely to detonate in 3rd 4th or 5th becasue of the extra load on the engine. I have some data from my car i will post up this after noon about aero drag and the power it takes to over come it.
The fuel map can do some nasty things to you on a MAP system. ie it can and will lie to you about afr's ( especialy on a bridge ported rotary which will lie to you by 1/2 an afr over the whole range ). What i mean by this is that if you guess your fueling and add too much you could pass fuel to the exhaust, from which it will ignite and give you a richer afr. You could for example need to pull 10 % of fuel according to the lambda but becasue you are pig rich you may be 20% rich. Some engines are quirky like that and can really test your patients.
Also if the correction factors are all screwed up you will be fighting a looseing battle.
Scott
The high end is no differant to the low end just things happen quicker.
If you are unsure of your high end do a quick run in a differant gear ie 2nd or 1st where the engine will be under less load and will spend less time in each load cell.
You you be most likely to detonate in 3rd 4th or 5th becasue of the extra load on the engine. I have some data from my car i will post up this after noon about aero drag and the power it takes to over come it.
The fuel map can do some nasty things to you on a MAP system. ie it can and will lie to you about afr's ( especialy on a bridge ported rotary which will lie to you by 1/2 an afr over the whole range ). What i mean by this is that if you guess your fueling and add too much you could pass fuel to the exhaust, from which it will ignite and give you a richer afr. You could for example need to pull 10 % of fuel according to the lambda but becasue you are pig rich you may be 20% rich. Some engines are quirky like that and can really test your patients.
Also if the correction factors are all screwed up you will be fighting a looseing battle.
Scott
"You think you have a limit, As soon you touch this limit, something happens to you; suddenly you can go a little bit further. With your mind power, your determination, your instinct and your experience as well, you can fly very high."
Wait until you get to try and understand knock, I've been studying that for the past week and its a frighteningly large subject.dynamix wrote:Scott - I am gradually trying to teach myself what everything is/does so that I will be able to tweak maps myself eventually or at least have a bash at understanding what the experts are doing.
It does seem relatively straightforward from what I have seen, but as soon as you get into the extremes of mapping near the top end of the range of the sensors it does look like a potential minefield.
- thanks PaulUPDATE
Extensive logging was done on Saturday morning - these are the results:
MAF flow is now consistently around the 292 grams/sec (4.68V) range rather than previously only getting there in extreme conditions.
Fuelling is spot on but at the limit of the injector/fuel pressure so restricting the amount of boost we can run towards the top end.
It may be that because the ambient temps were very low, this was causing a denser charge and taking it to the top end of the ranges. It was bleeding cold
I have done a comparable DD road dyno on my fave bit of testing road (dead flat, dead straight for a mile with no houses etc) and shows a big kick in torque and power early on and holding this higher up the range too where before this would die off early in the rev range due to the cats. This was done on a day with no wind and identical ambient temps so I am fairly confident on the comparison being true.
MAF flow is now consistently around the 292 grams/sec (4.68V) range rather than previously only getting there in extreme conditions.
Fuelling is spot on but at the limit of the injector/fuel pressure so restricting the amount of boost we can run towards the top end.
It may be that because the ambient temps were very low, this was causing a denser charge and taking it to the top end of the ranges. It was bleeding cold
I have done a comparable DD road dyno on my fave bit of testing road (dead flat, dead straight for a mile with no houses etc) and shows a big kick in torque and power early on and holding this higher up the range too where before this would die off early in the rev range due to the cats. This was done on a day with no wind and identical ambient temps so I am fairly confident on the comparison being true.