How many people use it and what do you think

I first used 1024 and just last week I was using 1026 for a few days. While I like the fact that it has so many things defined in Tuner Pro I never can get it to work just right. For some reason my average KPA seems to be about 5-7 Kpa higher then S_AUJP V2 I usually use. Plus I added about 20% VE in the 1800-2400 RPM range at 20-45 kpa and I would still hit 130+ BLMS over my normal VE amounts in V2!!?? I had the extended VE table selected and pasted in my settings instead of doing a compare. I don't believe anyone else has said anything about that but it happened in 1024 and 1026.

Anyone else, sure would like more input

email me some bins and logs. Curious as to what you are seeing.

I stink I found the problem with your reading on the MAP.
Check you ADS to see if the KPA calculation has a 10.** adder in the offset box.
We had a few discussions on what the best value to use would be because certain items use different offsets when reading the MAP.
From what I see, the definition supplied with the V4 does NOT include the 10 Kpa offset.
I'm going to go back over some previous notes this weekend and see if that is the case.
Could be time to update the defs (both) because that extended table address error keeps popping up and people don't come here to find the fix for it.

Ahhh, so its not just me thats seeing a higher kpa at idle...... specifically in tunerpro

If I datalog with datamaster, I get a consistent reading, despite the tune I load.

Otherwise, I like the functionality of it. There are a lot of features I am just discovering, but thats what happens when you take baby steps!

thanks for all the hardwork everyone put into this fine bin!

-jason

When you update will you post here?

Must have fell through the cracks. I distinctly remember finding that problem on the bench. It shows up as no change in PW when editing a specific cell. Drove me nuts trying to find an error in the code.

I put in the same offset as the ADS for V2 which is 10.354000. I'll search around for the fix on the upper VE. Thanks for the heads up.

EDIT: Found the Upper VE table fix. After making the changes TP is telling me the XDF and ADS do not match?

Edit the XDF header information (CTRL +F2) and on the association tab, select the ADS file you are using.
Save XDF and message will be gone.

For the VE address, Search "V4 released" and you should find it.
Basically, Open the XDF item for "VE Upper Table Extended to 6400 RPM (Z69)" and change the address to "09A0" and save it.

Change your current defs and you'll be fine with the current version.
The update "may" have a couple new items like Hyway mode flags that can actually indicate when SA and fuel are active.
I'm going to take another look at the "Launch Mode SA" to see where I missed syntax or something causing it not to work.

How about considering using this as the official S_AUJP_V4 update thread as to where you'll post changes or where they can be found, along with instuctions as to how to add them manually when required?


JP, my thanks for all your recent and past help and insite. Your knowledge and enthusiasm are incalculable and you are an inspiration to us all.

A new update IS needed, From the other thread.

Coolant table row lables are incorrectly not shown as negative.
The only ones I found are:

$03AF Crank PW vs coolant
$04F6 Loop Closed Param, o2 R/L Offset Vs. Coolant Temp

To correct the labels so the graph can be used to edit:
Select the item,
Press F2 to open the XDF editor
Goto the "rows" tab
select each value and enter the correct negative value. (look at the value before you type the - so you remember what it should be)

Please report any others you have come across as being incorrect.
The only way these get corrected is if someone questions it.
I will bring the original thread back to the top so all the info is in one place.

Make that " select the item WITH A RIGHT CLICK"

Using a left click causes oral emission of the phrase "WTF" to go into endless loop on a Sunday morning.

Just an update I entered in the new offset and the MAP was still higher then my normal values. So looking at the other ADS I use which is for S_AUJPV2 the factor was .369 vs .3245 in V4. Once I changed that value my MAP values where exactly what I am use to seeing.

I see that now too that the older versions have 0.369 +10.354
I'm at a loss as to what it truely needs to be at this point.
Will do some digging later and see if I can find the "true" basis for this value.

The ADC 1-bar MAP conversion to KPa is either:

(ADC * 0.369) + 10.354

or

(ADC * 0.369) + 10.415

I have seen both used, but are so close that I don't think that it matters. It may be that one is for the 039 MAP sensor and the other for the 460 MAP sensor. Both of which are pretty much interchangeable.

RBob.

After reviewing the datalog from driving into work today 6-3-09. I would say I am still having problems with the upper ve area. I am tuning with a locked BLM. I drove the SS on 5-29 with S_AUJPV2 and my own Extended VE Table values and was seeing 140 INT at about 2100 RPM and 50-60 kpa. So I raised the VE value in that area but have not drove on the S_AUJPV2 bin yet. However I copied my settings from V2 to V4 so that area should have been richer and therefore a lower INT value. Looking at the log I hit 150-160 INT (yikes) in that area. Also anything above 1600 rpm seem to raise the INT above 135. Which is not what I am use to seeing with my values in V2. Needless to say I tried to stay out of that area while driving.

JP, I probably should e-mail my bin to you just in case it is something I am doing.

AHA!!! So I AM idling at 60kpa. This explains why Datamaster was reading my idle at 60kpa and TunerPro Rt was reading it at 50 kpa. So all that is needed is to enter 10.0 in the offset box of the ADS file?

84KYSS, I think you just need to unlock your BLMs a bit until you can see that the correction in that cell is not needed (128 +/- 1)
An INT changing by 30 doesn't worry me because it "may" only move the BLM by a couple points.
I have the same issue at that point in the RPM due to my converter tightens up right there causing higher load when in higher gears but is very low load in low gears. Just something I've lived with and run +/-4 on the BLM in that area. Can't get the best of both worlds right there.

You could be right on the locked BLM. I was doing that based on the advice in the VE tuning article. Which says the open BLM is like roughing in a tune and then locking the BLM and tuning via INT is like going over everything with a finer grit of sandpaper. Ever since I moved the MAT out of the intake and removed the K&N air filter from the throttlebody I practically had to start from scratch on the VE table. I just couldn't get the MAT inverse to cooperate with me. Since everything was tuned at 40* and now it's between 70-90* here. One thing that helped my situation is that I used a V6 IAT sensor which has a brass base and a plastic basket were the sensing wire is. Well even with my CAI setup I would still get fairly high air temps (about 30-40 over ambient). I found that insulating that brass part from the engine heat helped to stabilize the air temp reading which also has helped stabilize my BLMs. I also found that for my setup the stock open loop AFR vs temp was fairly rich. Once I took some fuel out my cold start has become so much better and I no longer have the problem of idling at about 114 BLMs warming up and 136 BLMs at normal temps.

man, its sad that I am just now making these changes.....

at least the mechanical issues are finally fixed!

thanks again for all the hardwork guys!

-jason