Hi Andy thanks for a great range of videos. I'm building a ford 351 Cleveland with m122 at 5psi, running a ms3x. Fitted with a tow style cam , 1500 -4200rpm range. Will spend most of its life 1500 to < 3000rpm. I was thinking of MAF, but after watching your vids thinking I might be better off going speed density. Would value your input regards Rob
I was curious about the composite logger and high speed loggers and how to use them. This tab is in Tunerstudio, but how do you input the data in there to see what's going on? Do you open MLV files into it? Thanks Mr Andy🏆💪
I have another question, with the engine running, timing fixed and a timing light on the crank, can we simply increase or decrease the latency time until the crank and computer ignition degrees match? Thanks
Andy, it's the guy from Florida. When you say you have to reset ignition base timing after inputting the latency, are you referring to the timing in the ignition table or the timing when phasing the distributor rotor? Good video as customary, i understand what you were talking about💪🏆
This tuning thing can be frustrating especially when you're a novice like myself. I read the manuals, i watch the videos, i familiarize myself with the tuning software, then i go out and attempt to apply what i think i should do. After all of that, I'm still unsure of myself, the changes I'm making, am i reading the datalog correctly and based on that am i making the right changes. I just don't have a step by step strategy that i follow to get the results i want. I really need a formal tuning class where i can sit, learn, take notes and ask my ridiculous questions to the right person who has the right answers... Thanks Mr. Whittle
I'm confused... After watching this video like 10 times, the section from 5:30 to 5:43 confused me. You disconnect the IAC, then set the throttle blade to an RPM lower than the idle target, then plug the IAC back in and set to 30%, then adjust the throttle blade to your target idle RPM? If the IAC is set to 30% and creating a high idle, how would you get the idle down to your target? Wouldn't the IAC be introducing air and keep the idle high? 🤔
correct me if I'm wrong, from my understanding the time that intake port is open is no more than 25% of a Engine cycle (or 50% of Engine rev) time of intake stroke at 6000RPM would be about 0.005sec and the injector would be spraying for 0.017sec? So the injector at 85% Duty Cycle would be spraying fuel into a closed valves for 0.012sec?
exactly. and fuel requires heat to evaporate, and evaporated fuel burns better than merely atomised mist... and as the heat comes from the valve it keeps cool, and as fuel is a solvent it gets cleaned...
Hope all is well Mr. Whittle. My question is did you keep the ignition tables zoomed like you had in the video or was that just for the lesson? I'm wondering what happens to the areas outside of cells shown when in such a tight table 🤔
Great sounding tune for sure! Would love to see you do some thorough scatter plot analysis using this weekend's log files as a new example. Congrats to the effort on the national championship. Do you think a traction control strategy can be applied to a road race example with subtle parameters to keep the rear tires on? Thinking of a gt3 effort maybe with MS3Pro. Have good off season!
I'm fantastically confused🤔 why do we need to look for all these crank degrees when 0° or 10°btdc is what the factory ECU is looking for? In my case 1995 mustang GT. Thanks Andy
Great video! I assume the formulas in the end apply only if injectors squirt sequentally and once per cycle? If theres more squirts per cycle (lets say two) and injectors squirt simultaneously to two runners (paired injectors) I need to multiply the injector reset time by four (because basically both runners get then 4 squirts per one engine cycle)?
If anyone knows where i find this first tooth offset on a autronic smc i would be very appreciative currently have my timing maps off to make up for it and cant advance it far enough further down the map
This only really applies to an engine running at low power. At higher power levels when the injector duty cycle exceeds 25 % the injection duration is now longer than the intake duration so injection now occurs outside the ideal injection "window". As power level increases this situation becomes worse. The upshot is that true sequential injection is fine for low to medium power but is largely a wasted complication at high power levels.
Hello, i want to use MLV on my car but i don't know which OBD 2 interface i can use, there are many and I don’t know which one would be compatible. Ty !
I am very curious about spark latency with a gm TBI distributor and the different 369 and 048 ignition control module have built in latency and timing control. What i think im experiencing is a cross fire or cross spark issue in the distributor cap because of a spark latency issue at a higher timing advance.
Hello Andy, if i have a rb26 (itb+turbo) should my right curve be flat at 50%? Or slightly opposite to your setup? Ie: above 90kpa use SD and below 90kpa use alphaN?
all you have to do in an ITB conversion is to simulate MAP and IAT readings (yes there is a way ....) i have managed a 16v 4age with 20v silvertop itbs tuned 100% perfect with just a super afc (apexi) perfect idle with 15.0 afr smooth acceleration with 14-15 afr and 12.8 -13.2 WOT from 4000 rpm up standard ecu compression 11.5 4/2/1 headers + 50mm exhaust system with 200 cpsi cat + 1 silenser car has a perfect cold start at 1150 rpms with 13.5 afr for about 2-4 minutes depending on the weather ... then back to 850 rpm . car makes 155 bhp can travel can commute can race . average consumption for commute is 7 l/100 klm its nice to be an engineer......
No matter what I do it doesn’t find my ecu, it’s getting power and I have all the firmware and all that jazz installed tuner studio opens and doesn’t detect anything I tried on Mac and windows
Questions so that means you cannot run extra ground wire from your battery to an engine, ground engine block or something of that nature because it’ll make a interference via ground and do you think my ECU is grounded through the case to the party or no
DO NOT ground the ECU to both the battery and another ground such as chassis or engine block. Pick one common ground point. Generally the cylinder head is preferred for proper star grounding. Most ECU are not grounded through the case.
Brilliant i feel like i should have paid for your course my ect 2 radiator mounted glitches back and forth maybe 30 times a minute at most say and only tenths of a degree 40.0 -40.7while key on engine off would that likely be a ground issue? My issue is no ground to my fly by wire throttle module, relay, and so on throttle body 07 accord
Coming from the ecu d15 pin /connector to relay car starts off as it would burn out breaks one. Tire free then it falls on its face so hard i actually fly forward and hit the horn every time😢
I was going to setup datalogging but I do not have „next_spark-tooth“, is this something you programmed? Can you please let us know how to get this? Thanks
