How does this target AFR table look?, VE table results after autotune |
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How does this target AFR table look?, VE table results after autotune |
rwilner |
Mar 28 2012, 08:36 AM
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#1
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No Ghosts in the Machine Group: Members Posts: 953 Joined: 30-March 10 From: Boston, MA Member No.: 11,530 Region Association: North East States |
I'm going to use the autotune feature of Microsquirt to set my fuel map (VE table). This system will automatically adjust the VE to achieve the mixture as defined by the target AFR table.
This is a 12x12 table. The Y axis is MAP reading (load), and the X axis is RPM. This table was auto-generated by this microsquirt calculator. What do you guys think? Is this a solid target AFR table or are adjustments needed? |
aircooledtechguy |
Mar 30 2012, 03:09 PM
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#2
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The Aircooledtech Guy Group: Members Posts: 1,966 Joined: 8-November 08 From: Anacortes, WA Member No.: 9,730 Region Association: Pacific Northwest |
I think some among us are WAY over thinking this stuff. (IMG:style_emoticons/default/av-943.gif)
What is manifold pressure?? Vacuum! Those kpa#s are all just various levels of vacuum until you reach 100kpa. That is atmospheric. To even suggest that a traditional vacuum signal going into a vacuum can on the side of a mechanical dizzy can out perform in ANY way a completely digital and infinitely tunable modern MAP system is ludicrous. MS is instantaneous advance. There is always a slight lag with anything mechanical or even electro/mechanical. Once you get that motor dialed in with either an EDIS or COP ignition system, you will look at ANY distributor as a HUGE compromise. Even a tunable one like a Mallory does not compare. Just as carbs are a compromise compared to tunable EFI system, so is a dizzy to tunable fully digital ignition. |
rwilner |
Apr 2 2012, 08:59 AM
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#3
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No Ghosts in the Machine Group: Members Posts: 953 Joined: 30-March 10 From: Boston, MA Member No.: 11,530 Region Association: North East States |
I think some among us are WAY over thinking this stuff. (IMG:style_emoticons/default/av-943.gif) What is manifold pressure?? Vacuum! Those kpa#s are all just various levels of vacuum until you reach 100kpa. That is atmospheric. To even suggest that a traditional vacuum signal going into a vacuum can on the side of a mechanical dizzy can out perform in ANY way a completely digital and infinitely tunable modern MAP system is ludicrous. MS is instantaneous advance. There is always a slight lag with anything mechanical or even electro/mechanical. Once you get that motor dialed in with either an EDIS or COP ignition system, you will look at ANY distributor as a HUGE compromise. Even a tunable one like a Mallory does not compare. Just as carbs are a compromise compared to tunable EFI system, so is a dizzy to tunable fully digital ignition. Nate I agree with you 100%. My point was that the retard is the factory's "fix" to overcome the (mechanical) limitations of the distributor. |
914_teener |
Apr 2 2012, 05:12 PM
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#4
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914 Guru Group: Members Posts: 5,245 Joined: 31-August 08 From: So. Cal Member No.: 9,489 Region Association: Southern California |
I think some among us are WAY over thinking this stuff. (IMG:style_emoticons/default/av-943.gif) What is manifold pressure?? Vacuum! Those kpa#s are all just various levels of vacuum until you reach 100kpa. That is atmospheric. To even suggest that a traditional vacuum signal going into a vacuum can on the side of a mechanical dizzy can out perform in ANY way a completely digital and infinitely tunable modern MAP system is ludicrous. MS is instantaneous advance. There is always a slight lag with anything mechanical or even electro/mechanical. Once you get that motor dialed in with either an EDIS or COP ignition system, you will look at ANY distributor as a HUGE compromise. Even a tunable one like a Mallory does not compare. Just as carbs are a compromise compared to tunable EFI system, so is a dizzy to tunable fully digital ignition. Nate I agree with you 100%. My point was that the retard is the factory's "fix" to overcome the (mechanical) limitations of the distributor. No.....I think the discussion was going on with the initial mapping for the advance curve and the effect of the retard on the AFR...and why the stock setup used a retard can. The concern with MS was the relationship of timing and head temps during diferrent loads on the engine...I believe? Some good discussion I thought. Good luck with your inital setup Rich. Keep us posted. I am assuming this inital setup is for your 1.7 first? |
rwilner |
Apr 2 2012, 06:24 PM
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#5
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No Ghosts in the Machine Group: Members Posts: 953 Joined: 30-March 10 From: Boston, MA Member No.: 11,530 Region Association: North East States |
The concern with MS was the relationship of timing and head temps during diferrent loads on the engine...I believe? correct! QUOTE Some good discussion I thought. Good luck with your inital setup Rich. Keep us posted. I am assuming this inital setup is for your 1.7 first? actually I have a 2.0. I ran autotune tonight and it worked great!! will post results tomorrow. |
rwilner |
Apr 2 2012, 06:43 PM
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#6
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No Ghosts in the Machine Group: Members Posts: 953 Joined: 30-March 10 From: Boston, MA Member No.: 11,530 Region Association: North East States |
ok...my new AEM setup is working great. The dash gauge is functioning and the feed to MS matches the gauge.
I ran autotune using the updated AFR target table. VE table before autotune: VE table after autotune: In some areas there were major changes, in others, small changes. No changes over 4k rpm because I didn't rev the engine that high. I tuned this by taking a 45 minute drive through back roads where I could floor it in several gears and also on some hilly highway at varying loads. Car revs much more smoothly and cyl head temps never got above 300, that's on premium gas though. I'm going to try midgrade and see what happens. Overall I'm very pleased with the AEM setup and autotune. |
falconfp2001 |
Apr 9 2012, 12:40 AM
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#7
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Pancho Pantera Group: Members Posts: 451 Joined: 5-December 10 From: Downey, CA Member No.: 12,456 Region Association: Southwest Region |
ok...my new AEM setup is working great. The dash gauge is functioning and the feed to MS matches the gauge. I ran autotune using the updated AFR target table. VE table before autotune: VE table after autotune: In some areas there were major changes, in others, small changes. No changes over 4k rpm because I didn't rev the engine that high. I tuned this by taking a 45 minute drive through back roads where I could floor it in several gears and also on some hilly highway at varying loads. Car revs much more smoothly and cyl head temps never got above 300, that's on premium gas though. I'm going to try midgrade and see what happens. Overall I'm very pleased with the AEM setup and autotune. Where did you ground the gauge? Also, how fast does it start to read? How long is the cabling? |
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