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Hp tuners boost cut

Remember Me? What's New? Results 1 to 5 of 5. Thread: who wants real spark cut launch control in their stock ECU? Thread Tools Show Printable Version. I basically laid the ground work here to prove that a real spark cut with timing retard launch control and flat shift like a standalone system is totally possible in the stock gen 3 ECU. If you have a turbo car or truck try setting your dwell table like the one pictured to 0 at RPM and see how much boost it makes than go to your high and low timing tables and start with Dwell time table setup for testing.

Dwell time. JPG Just the high timing table with timing set to degrees to see the effects of retard.

JPG anyhow, i was messing with HPtuners to see if i could just manipulate various things to make spark cut happen and after some messing around i found that if i take the coil dwell time to 0 at say RPM it does indeed cut spark like a real standalone. Check out the videos for proof. This one i retarded the timing table to -7 degrees at RPM as well. Over all it this proves it is totally possible to implement a real launch control and even spark cut flat shift system into the factory ECU. Now you cant do it by manipulating mapping, this would require custom code and a patch be applied to the binary to make it work.

The function should be built like this. Find out where the final dwell value is placed into RAM and make your jump to an empty spot in code where you can make a new function. Now for flat shift function. Also adding a sub function to knock control to disable when launch control or flat shift is active would be a good idea as you can see in my video because the backfires trigger the knock sensors which we dont want the ECU detecting that false knock and retarding timing. Configurable variables below are what i suggest be allowed to be tuned -Wheel speed for launch control.

Forgot to mention that you could stack a 2 step RPM limiter on top of all of this too! OK so, here you have it HPtuners, im handing you a real launch control function on a silver platter for the most part less writing, testing and handing the function to you free.

Hope to see this implemented into HPtuners in the near future, this will make a lot of people happy and more people will buy HPtuners because no one else can do this to a stock ECU. That is great but how do adjust the main spark without throttle cut?

Originally Posted by godzilla This would be great for my project LS1 Miata! All times are GMT The time now is AM.Remember Me? What's New? Page 1 of 3 1 2 3 Last Jump to page: Results 1 to 20 of Thread: Fuel cutoff settings- Softer rev limiter? Thread Tools Show Printable Version. Fuel cutoff settings- Softer rev limiter?

Hi guys, I've got a question! So for the last couple years I've been running it with only ignition timing and fuel cut, more like the LS9's do. But the LS9's don't use ignition timing control, which I kinda like since it's fast and more "controllable". To clarify, this is only for situations like when doing silly stuff like donuts or burnouts. Obviously I don't like to sit on the rev limiter, but there are times when things are happening too quickly to worry enough about rpm control.

So like when drifting a turn in second gear, I want it to be able to run right up to 6k or so, but not dump power and rpm so drastically that it throws the car back and forth when the wheel speeds change. Naughty drivers problems. Anyway, can you guys look at what I've been running and maybe we can get a discussion going about what everyone is doing for rev limiting?

I think it would be cool to have it setup so it basically sits at an even 6k or whatever you want it to be at, without the up and down power and rpm's of a "normal" rev limiter setup. I've also made my main ignition timing dump drastically at around on up so if it does go towards or above, it won't be able to make enough power to rev any higher. I'm thinking I'd almost like it to only be controlled by dumping the ignition timing so it would be easier to keep it at a certain rpm in those situations, but that's not how any stock limiters I've seen are setup.

Thanks guys! Here's the settings I've been using. It's been years since I came up with these so I don't even remember my thinking on any of the numbers I put in! It's been working pretty well to control the rpm's, I just think it can work better with some more knowledge from you guys and some re-experimenting.

Check out my V8 Sky build video. It's pretty cool! Long periods of high RPM timing retard will overheat exhaust components pretty quickly. Just something to keep in mind. I count sheep in hex Last edited by gmtechyz; at PM. Been a long time since i looked at this code The two looked up values are added together for the final torque request.

You are correct that making the numbers more positive or more negative as the RPM error gets larger will make the response faster. The extreme limits are a hard fuel cut. Yes fuel cut is the fastest way to reduce engine torque. The injector doesn't fire so there's no fuel to burn, the WBO2 sensor will read lean for sure, its just air pumping thru the engine.

Ok I made some progress and learned some new stuff!Working with the E78 ECM. This is a significant change in the way the ECM processes inputs, performs internal calculations and also controls the engine outputs such as throttle, spark and fuel.

This leads to a more integrated and streamlined control process, however, it also means a change in thinking for many tuners. You can see that it is only at the last step of the process that things such as throttle and spark are controlled. You might also be thinking, why do they use axle and engine torque? Why not just use engine torque from the get go?

How to Fix GM Open Loop Fuel System Fault Using HP Tuners 4.x

The answer is: some systems want to control what the "vehicle" does, others want to control what the "engine" is doing. For example, with your right foot you want to control the acceleration of the vehicle, you really don't care what gear you are in, if the aircon is switched on, if some other load is on the engine or even what kind of engine you have - you want to control the axle or wheel torque.

Similarly, the RPM limiter doesn't care how fast the vehicle is going, whether it is going up a hill or sitting there in neutral. It just wants to directly limit the engine torque to control the RPM - it wants to control the engine torque. So the system must work in both domains and various functions provide their input in axle or engine torque depending on what they are trying to achieve.

At this point I will introduce another important concept relating to the torque based control: Predicted and Immediate torque. When controlling an engine, the type and "speed" of the actuators is important and the torque based control splits them into two groups: Predicted or Slow and Immediate or Fast.

hp tuners boost cut

Predicted slow is basically anything relating to airflow control such as Throttle, Boost or Camshaft. Immediate fast is spark and fuel control. This is an aggresive approach but works very well to ensure the RPM Limit is not exceeded. It could also request a Predicted Engine Torque which would limit the throttle and boost but not be so capable in it's ability to stop the engine RPM from exceeding the limit.

Or, as you've probably guessed, it could do both. Which would give a fast acting limiter that was nice and smooth. In this picture you can still see the Axle and Engine Torque domains, with the conversion in between and the engine actuators. Additionally, you see some of the main subsystems that request various axle or engine torques along the way.

Hopefully, you can see that the key to getting the actuators to do what you want without limits is to control the torque requests that come from the various limiting subsystems so that the driver pedal request makes it all the way from the left to the right without limitation. So now we have an idea of how the torque based system works, let's look at how it fits with the rest of the main engine controls.

The thing to remember here is that the torque system only provides some input to the main control system, it's not the end of the line.

For example, a torque request that requires spark intervention will most likely end up being a spark retard. The spark system still has to calculate the main spark with all its offsets and modifiers. Likewise, the fuel system still needs to calculate the commanded AFR, the injector pulse width, what fuel mode it's in and then somewhere in the process it sees that the torque system wants to cut 2 cylinders, so it does that as well.

hp tuners boost cut

The Electronic Throttle Control ETC system has to take the final predicted torque request and translate that into a throttle position that will achieve the desired torque, taking into account any turbo or supercharging capabilities the engine may have. This is not inteded to be an exhaustive guide on how to tune, but the following sections give extra information with regards to tuning various things. One of the most important tasks of the ECM is to regulate the amount of airflow through the engine.

The primary actuators are the Throttle ETC and controlling the boost generated by the supercharger or turbocharger if fitted. The ECM uses a number of sensors to calculate how much air is entering the engine and also provide controls for the throttle, supercharger and turbocharger. Firstly, lets take a look at the three common configurations in the diagram below:. In this diagram, you can see the various airflow, pressure and temperature sensors and their typical locations. Now you may think this is all so very easy, but there is a slight complication in that the ECM doesn't have all five of the pressure sensor inputs available at once, it only has three.Privacy Terms.

Hondata Hondata User Forum Skip to content. Quick links. As soon as I left the shop I started getting a boost cut.

I have swapped out and tried different Hondata ECU's with the same tune, changed plugs, wires, rotor, cap. I have no CEL's or error codes and everything worked perfectly fine on the dyno. I have been working with the tuner and we cannot figure it out.

hp tuners boost cut

Over a two three week period we had the car on the dyno twice, for well over an hour and had no issues going full boost to red line. This is the same tune that we used and I have not changed any settings. The tuning is done and I can't even enjoy the car. Any ideas on this issue would be extremely helpful.

Thanks, Jon. You do not have the required permissions to view the files attached to this post. Also were you moving durring this test or not because your VSS shows a steady 4mph the whole time. It did not have an effect on the problem at all before or after. However, it is replaced and working now and I having the same issue as described. The particular datalog above was taken when the cable was faulty and hence the 4 mph.

The problem is that as soon as I go into boost I hit a brick wall. The boost will still go to the set amount and I can see it on the boost gauge but the motor will cut out until I let off the gas to bring the car back into vacuum. It seems to be the Hondata cutting out the motor since it literally happens as soon as the car see any positive pressure and seems to be very precise.

I do not have a wideband installed. However, I have a brand new o2 in my DP, the same one that was used for the tune. Should a lamba be showing on the datalog? I believe it is set to closed loop as I cannot check the tune right now at work. I see that it says zero on my spreadsheet version of the datalog. The problem started as soon as I left the tuner and we had no problems on the dyno. Let me know what other info you might need.

Thanks for the help. Also try to take the boost controller out and see if it still has this problem I have experienced an issue with MBC's before where they hold the wastegate open after initially hitting boost because they cant bleed off the pressure correctly which would inturn make your car run very strangely.

Wherever it is set to it holds boost correctly. We also did not have any problems with the same MBC setup on the dyno on two separate days. I also used this MBC previously on my old setup at 7 psi and never had any issues.

hp tuners boost cut

If you are driving the car at partial throttle and keeping the car within vacuum it drives fine regardless of rpm's etc. If you hold your foot on the gas at full throttle full boost after a few secondsyou hear the engine going blup blup blup and you can look at the gauge and still see the correct amount of boost pressure holding. Due the accuracy of it cutting at positive pressure it feels like a computer problem. Other than that im not sure what else to tell you your map is very scattered though and its going to make it hard for the computer to interpolate the values between the cells I would hav another tuner look at it and see what they think.

I am just trying to understand how you are relating this to the boost cut issue.Also, due to the fact that the 98 Vehicles do not report an OS ID, the histograms will not automatically enlarge for boosted regions. You will need to create your own or load histograms from the saved folder.

Pre-configured histograms for 98 2bar vehicles are located there. To apply the enhancement to your PCM please use the following procedure. This process is not guaranteed to be safe. If an error occurs during writing of critical operating system components and the VCM is powered down, the VCM will become unrecoverable via software methods.

You must populate this table for the engine to run at moderate speeds with the MAF enabled. Please note that although the table now extends up to Hz, the stock MAF may not function accurately at such high airflows nor may it be able to actually output such high frequencies accurately, you may need a differnt MAF or aftermarket unit to achieve this high range.

There are three new VE tables.

VCM Scanner

The TPS Multiplier table can be useful for tuning large camshafts. Boost enrichment functions as per our other enhancements, with and enable MAP, hysteresis and Boost Enrich table. Boost enrichment also triggers open loop fuelling. It is a complete fuel cut to all cylinders when active.Remember Me? What's New? Page 1 of 2 1 2 Last Jump to page: Results 1 to 20 of Thread: fuel cut on boosted suburban.

Thread Tools Show Printable Version. The problem I'm running into is a fuel cut that is occuring around rpm on the dyno. Near as I can tell, I've got all relevant fuel cuts disabled traction control, trans abuse, etc. I'm positive its a fuel cut, you can watch injection percentage slam to zero in the scanner when this occurs. What other places do I need to look? You should post the tune file and a log. Not sure if it is cable or drive by wire throttle.

Newb here; But could it be the P error Map Max? Originally Posted by planethax. I highly recommend properly failing the maf as currently you have it set so the maf doesn't fail until the second error which could be minutes or longer.

Start there. It doesn't have to be perfect, it just needs to be done in two weeks A wise man once said "google it". I count sheep in hex A few things: Are you using a wideband? What's your fuel system like? Which injectors are you using? Increase the values in it.

I'd also take advantage of the Boost Enrichment table. Last edited by Nodnarb; at PM. Originally Posted by Nodnarb. Keep the suggestions coming, I need to get this car tuned and off my dyno today if possible.

Increase your numbers there and try.Remember Me? What's New? Page 1 of 2 1 2 Last Jump to page: Results 1 to 20 of Thread: boost cut? Thread Tools Show Printable Version. Is there a boost cut for fuel or spark on the ba xr6, seems like im hitting some kind of limiter at 9.

I can't seem to find a table with it in there. Attached Files tomo xr6 fg injectors. So do i dial in my wastegate DC to get my commanded boost back in check?. Ok I have been reducing the wastegate duty cycle and its not doing a thing. I'm I go the right way 1 for full boost 0 for none?. Any help. Are you taking the piss will? Tuning weapon No not at all, this is the first time I have tuned a falcon so I don't no what to expect when changing tables.

I don't see how I could be takin the piss. Maybe the solenoid is playing up? So I'm going lower then stock in order to reduce boost but nothing is happening, boost stays the same.

Originally Posted by will Wow, I would not ask if I could not find the answer. There is lots of info on closed loop for haltechs and other ecu I can't find crap on xr6 turbo. So is there some kind of rule you have to spend so many hours googling before you ask a question on here. You might find it easy to do these tables, but I bet you asked lots of question when you first started other wise how else are suppose to learn this stuff.

So is there some one on here that could please help me, with out pointing out how elementary a question is. So you would think the solenoid is playing up then? I don't know why you guys give cryptic answers. A simple yes that is correct with how you adjust duty cycle maybe check your solenoid would be great. Would save me and you guys time and any one else reading this thread for future reference.


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Marg Posted on 10:12 pm - Oct 2, 2012

Sie haben das Wichtigste verpasst.