Search results

Since I'm not exactly sure how the provided tubing likes being Teed into, I replaced this with some thick wall silicone hose to hook up a mechanical boost gauge. Parts list needed: 4mm ID silicone hose, 10/11mm OD. Reminder that the BOV run itself is 30 inches, but figure about 8 ft to run...

Ah, good call. Thought about it a bit and the DME might freak out if the JB4 sends back a massive vacuum signal.

Merged a bunch of logs from here as well as jb4 forums. Boost thresholds seem to be +/-500 rpm even though everyone seems to be using 3rd and has an automatic (2 quick upshifts upon lift gives it away). I'm guessing it's probably software-related rather than gearing, assuming zf8's aren't...

true, but with a quick spooling turbo like this, it seems the control logic and transients have a significant effect. I figure if I start below boost threshold, it would at least knock out pedal-related variables. On a related note, I overlaid a 3rd gear pull from another user running map 2...

After your suggestion i looked more closely at my logs on my desktop. I now see the turbo is only capable of generating 15 psi at 3000 during my 4th gear pulls. that request of 18/19 psi at 3000 is probably contributing some wonky behavior too. Using the upper-bound of this 5-pull scatter plot...

interesting... did the air team guy even comment on it? it's so hard to find IL-specific smog info. seems like a lot of threads are focused on CA smog checks, which seem to be next level of strict.

What I would give for just a single-knob mechanical boost controller right about now... ? were you around for the days of using a crappy palm pilot to log knock and timing? I remember my buddy coughed up the money for a scan master and it was like he was living in the future. don't miss that...

Ah, I was trying to force the jb4 to start a new log grouping by changing settings, but it wouldn't let me and kept throwing everything into the same CSV. Is there a way to do that manually? I suppose I could just delete the existing CSV. I thought I was going nuts, the boost kept tapering no...

yep, totally agree. Want to see something wacky? On the old mitsubishi 6g72, the factory td04-9b turbos were horribly undersized and ran out of boost at 5000rpm, so the solution was to throw a TON of timing at the engine to make up the difference. People were fighting the stock timing map...

Had about an hour of running errands so I was able to adjust the bias table a bit. Started by flipping bit 1 to disable adaption, and then with each iteration I adjusted duty bias curve to align the shape of FF and WGDC. Each iteration I also reduced the PID gain from 20 -> 15 -> 10 -> 5 to...

message sent

we may need to take this to PMs, but I was under the impression that secondary o2 sensor was the only CEL code that cannot be suppressed and overridden into ready state with ecutek. and IL emissions allows for up to one unready sensor, but exception cannot be the secondary o2...

my mistake, I see what you're saying now. By changing FF to your recommend value of 58 and then 42, I can see the logged ff signal jumps from the passthru value to the input setting as soon as you get on it. lift, and it goes to 50 (regardless of user ff setting).

yep, that's the one I changed. But from what I can tell, the logged FF value snaps back to the user input FF value after you lift.

looks like ff was still sitting at the default of 50. changing it next time I go for a drive. looking at the latest log again, I do observe that Midway up the RPM range it does adjust up, but as soon as I lift off, the FF signal snaps back to 50. How many WOT cycles does it take to self adjust...

also interested in the kenji garage catless dp, but armytrix is still my top preference

Pretty wacky find, at least it'll be easy to test and see if it works. btw, did you ever figure out what the LOAD signal in the JB4 logs are? They're in the mid teens for both of our logs during pulls, so I don't think it's a DME output.

ah ha! got it, IAT timing pull is not a scalar value, it's a lookup on top of a lookup. so if i interpret your table correctly, that means IATs (by itself) will never contribute more than 10 deg of timing pull.

Not quite, I believe that's the raw ignition table as a function of load and rpm. the table I grabbed from the Visconti a91 thread had a table of timing retard as a function of water temperature and IAT. Which I'm trying to figure out is additive or multiplicative with the other retard factors.

Just wanted to bounce some ideas off of someone else on here to accelerate my learning. Based on what I see here, my IATs of ~90F/32C and coolant temp of 195f/90c is essentially using the second row of IAT timing retard, between the first and second column. Assuming the DME linear interpolates...