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Discussion starter · #281 ·
COBB said:
The value is measured according to the calculations of all of the Speed Density modeling. We pull load from the ECU raw calculation where all of the compensations and modeling has been completed. The final calculation is simply (Cylinder Air Charge / Standard Air Charge) = Load. The speed density modeling for this engine was likely done on an engine dyno, or with Matlab. As we change components on the vehicle that could increase or decrease the amount of airmass at any given RPM the model will lose accuracy. The models are complex enough to account for minor variations, but become further and further inaccurate with higher flowing parts.

-Braden @ COBB
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Parts such as intake/ exhaust/ turbos?

Or big things like manifolds/cams/port work ?


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#282 · (Edited)
Got the ATP FMIC installed I purchased from Torrie at Unleashed.

Wow...I really should have done this as one of my first mods. Never went above 92 degrees F and I did the runs back to back within a minute of each other. It was 65 degrees ambient time of Data Log. WOT 1st thru 4th gear. That would have been well into the 140s-150s before I/C went on.

datazap.me | the1stSecond | FMIC Install
 
#283 ·
focus13st said:
Parts such as intake/ exhaust/ turbos?

Or big things like manifolds/cams/port work ?


Sent from my iPhone using Tapatalk
Click to expand...
Yes, anything that can change the amount of air mass entering the engine. I'm looking at adding new code to calculate the modeled estimate of VE vs the measured estimate of VE to aid in the tuning of these tables.

Here is some food for thought:

Load = The current cylinder charge divided against a standardized value measured from Std Pressure and Temp. The default is 29.921 inHg or ~14.70psi. Making 1.0 Load = 100% VE = 0psi Relative

Once we breach the aircharge at this standard we become more efficient, meaning anything above 1.0 load is where our boosted efficiency begins. This is where comparing against the actual inlet density becomes valuable and is what has been missing from the equation to understand the model. If we no longer divide against the standard aircharge but the actual inlet density we get VE.

Hope this makes a little more sense, I'll start up another thread with more information as we get close to releasing the spreadsheet and perhaps the new monitors.

Cheers,
-Braden @ COBB
 
#284 ·
COBB said:
Yes, anything that can change the amount of air mass entering the engine. I'm looking at adding new code to calculate the modeled estimate of VE vs the measured estimate of VE to aid in the tuning of these tables.

Here is some food for thought:

Load = The current cylinder charge divided against a standardized value measured from Std Pressure and Temp. The default is 29.921 inHg or ~14.70psi. Making 1.0 Load = 100% VE = 0psi Relative

Once we breach the aircharge at this standard we become more efficient, meaning anything above 1.0 load is where our boosted efficiency begins. This is where comparing against the actual inlet density becomes valuable and is what has been missing from the equation to understand the model. If we no longer divide against the standard aircharge but the actual inlet density we get VE.

Hope this makes a little more sense, I'll start up another thread with more information as we get close to releasing the spreadsheet and perhaps the new monitors.

Cheers,
-Braden @ COBB
Click to expand...
I am very happy and impressed with the depth and speed that you are giving us the tools to calibrate these motors and cars. Thank you for this.
When we will be able to easily manipulate the VE tables/model - will we be able to make changes to it in a 3D table referenced by inlet density and engine speed?
 
#286 · (Edited)
Here is a little bit of more adjustment but im concerned with the jumping of the timing tables from 1 to 16

datazap.me | jester04 | Custom 93 oct revised timing and boost curve

And took the car to the track today best time was 14.5s@ 98 with a 2.3 60ft and a 9.5s in the 1/8 mile at 78mph.

It was about 30 degrees warmer than the last time i went but i could not get it to hook up lol the car only has the green filter and the tune im working on.
 
#291 ·
Alex@Stratified said:
I am very happy and impressed with the depth and speed that you are giving us the tools to calibrate these motors and cars. Thank you for this.
When we will be able to easily manipulate the VE tables/model - will we be able to make changes to it in a 3D table referenced by inlet density and engine speed?
Click to expand...
I'm not so sure the spreadsheet will be necessary now. I've taken it a step further and put the algorithms directly into the ECU. Still a bit of tweaking left to do but the proof of concept turned out fantastic.

This graph shows a few examples of the VE Estimation. The jagged red line is using the raw reading of MAP directly from the TMAP sensor in the manifold and the Speed Density table lookup values. This formula calculates Aircharge as modeled against the "Standard Aircharge" method. The line directly down the center of those jaggies is the same reading but run through a filtering routine. The other line following smoothly along both of these is our calculation of VE using the final actual aircharge in the cylinder including ALL compensations for temperature and exhaust backpressure.

Our hope is that this will eliminate the need for a spreadsheet and allow the VE tuning process to be achieved quick and painlessly. I've got a bit more real world testing to do, but this is looking very promising!

Cheers,
-Braden @ COBB
 
#292 ·
Doin' work^
 
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#296 ·
COBB said:
I'm not so sure the spreadsheet will be necessary now. I've taken it a step further and put the algorithms directly into the ECU. Still a bit of tweaking left to do but the proof of concept turned out fantastic.

Our hope is that this will eliminate the need for a spreadsheet and allow the VE tuning process to be achieved quick and painlessly. I've got a bit more real world testing to do, but this is looking very promising!

Cheers,
-Braden @ COBB
Click to expand...
When I suggested this idea back in December, it seemed like a good idea but the more I thought about, the more complicated its implementation and effectiveness became.

As it is now, IIRC there are at least 3 separate Constants/coefficients to modify to affect the air model.

If we're allowed a single scalar as in a familiar VE table, who/what/how decides which of the multiple constants get changed and by what amount?
 
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Discussion starter · #299 ·
Alex@Stratified said:
Based on log 7 and the feedback from the knock sensor she does seem happy and ready for more.
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Log 8 was a sad attempt in the rain this afternoon lol, nothing but spin and mad traction control

The 101 octane was to rule out fuel that was having some bad correction previously, hoping she will run like this all the time once we get the meth kit hooked up


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#300 ·
focus13st said:
Log 8 was a sad attempt in the rain this afternoon lol, nothing but spin and mad traction control

The 101 octane was to rule out fuel that was having some bad correction previously, hoping she will run like this all the time once we get the meth kit hooked up


Sent from my iPhone using Tapatalk
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I have high hopes for WMI on this platform.
 
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