bigjay89gta

iTrader: (5)

Currently my car is just bolt-on stuff but this fall I plan on doing a remote mount turbo setup on my car probably around 5-7psi if my motor will handle it.


I am looking for software I can use now to tune my bolt on l98. I would like to have the tune on the fly capability. I would also like to be able to hook up a wideband 02 sensor. But, the main thing needed is to be able to tune for boost. I was looking at the autoprom and the ostrich on moates.net. I like the idea of each, but was wondering if I could tune for boost with either one of these.

I am leaning toward the autoprom because of the convient all in one package.

I am new to this and wondering what you guys think is the best route for me to go.


Thanks

Jason

RBob

iTrader: (1)

Why do you require 'on the fly' tuning?

RBob.

bigjay89gta

iTrader: (5)

emualtion? i always thought it made dyno tuning easier

RednGold86Z

iTrader: (1)

I've been looking at the hitches for running boost on my company's ECU, and it doesn't look like it'll take much work at all. This makes me wonder what has been keeping some of the code/assembly junkies on here from making the standard $8D accept boost via a 2 bar map sensor, without boost control, and without switching to $58

The baro update calcs would need to be done only at key on.

The injector flow rate may need some half or double fudge factor.

The PE fuel may work OK, probably want to use lower TPS thresholds and richer mixtures.

The PE spark could be set to 0.

Some of the fault detection for MAP and TPS sensors may need tweaks or disabled.

The XDF or whatever you're reading the calibration with would need some tweaks to make it look correct again. Some of the "airflow" dependent terms may need doubling.

Then squeeze the original N/A data into half the vs. MAP tables, and extrapolate out with respect to boost.

Heck, EGR PWM output could easily (conceptually) be converted to a boost control PWM with PID for a target boost on a turbo app.

It's all just bytes, A to D, and timed outputs. The only difference with a supercharger is the MAP sensor. With big enough injectors, you wouldn't need an FMU or boost retarder.

I might be missing a few things, but it's not impossible to do, from what I can tell.

Any takers?

RBob

iTrader: (1)

I've always felt this was hazardous for the engine. While under load one mistype and the engine could easily vaporize.

And the engine has to be held under load for an extended time as the user types in new values.

Much safer to bring the engine up against the load while monitoring the essentials. And if something isn't correct back off the throttle, correct it, then bring it up against the load again.

Same for tuning while driving around. Even with someone other then the driver manning the laptop, I don't see how it would work out. Ever try riding shotgun with a laptop on your lap? They get hot fast, are difficult to read whenever the vehicle is moving, and trying to type or mouse is next to impossible.

RBob.

tequilaboy

I'm pretty happy with my 165 ecm/$32B and Ford MAF set-up. I think this would work very well for a turbo car that could generate high flow at almost any rpm.

If you're starting with a 165 ecm, this would appear to be the simplest and most economical solution.

I'm using an 05+ Ford slot style MAF sensor with a simple analog voltage divider similar in concept to the MAFia MAF extender to reduce the sensor's maximum 6 volt offset down to 5 volts for the 165 ecm. Its mounted in a 3" tube. A 10k resistor is all that's necessary to form the voltage divider with the ecm's input circuitry on one of the MAP inputs.

This set-up will likely peg the MAF at 6 volts at approx. 450-475 rwhp. With 7 lbs of boost, so far I've seen a peak voltage of 5.88 volts at the sensor or 4.9 volts at the ecm after the voltage divider. This is sufficient for my needs at this boost level.

For very high power applications, reduced output sensors are readily available like the hpx that should go over 600 rwhp.

Its not a plug and play solution as it requires a minor re-pin at the ecm (1 wire) and custom programming to read the new input and filter and scale the signal accordingly.

I've rescaled the airflow for 510 gm/sec maximum by basically cutting the injector constants in half, scaling the MAF tables for a 2 gm/sec lsb (raw) and correcting the LV8 calculation for the newly corrected airflow.

I've had to develop my own MAF transfer function (MAF tables) by trial and error, but its working fine for me.