The Great Maestro 7 Tuning Suite Thread

[drjonez]

Some exciting news to share.

Tapp emailed me this morning informing me that V2.0.9 now includes the switch to control whether or not you're using a returnless or a return fuel system. I asked for this a few weeks ago and he delivered this week as promised. I'm quite happy about this.

SO.....

http://chrispaltzat.com/images/avant/build/maestro/return_switch.jpg

http://chrispaltzat.com/images/plus_sign1.jpg

http://chrispaltzat.com/images/avant/build/maestro/FRLFSDP_return.jpg



"should" do the trick. I haven't tried it yet.....so I can't confirm

If it does what it is supposed to, that is pretty fantastic. Unless the "base map" is built ignoring the manifold correction table...in which case, oh well.

[MmmBoost]

If it does what it is supposed to, that is pretty fantastic. Unless the "base map" is built ignoring the manifold correction table...in which case, oh well.

I don't get it...

Could you clarify?

[drjonez]

I don't get it...

Could you clarify?

My thoughts were more for modifying the tunes provided:if swapping between returnless and return fueling was a simple as flipping the switch you outlined, that's awesome. The catch is if the switch was added after the fact- meaning that the original fueling tables were written taking into account the returnless fueling (easy enough to check- does duty cycle go up artificially with load?).

In other words- are the fueling maps modified by the switch all the time or does flipping the switch simply enable "injector correction for manifold pressure" map which then modifies the fueling maps. If that is the case, you'll have to rework the original fueling tables anyway.....

I hope that makes sense....probably not.

[rbhudelson]

Can you ask Tapp to open up the transmission control unit maps for the tiptronic? Particularly, to change the shifts points so it doesn't upshift when it hits the stock redline, ~6500rpm (I want to be able to bump this number up).

I asked him before, but he said I was the only one to ever ask for it, and didn't see a demand.

Any other Maestro 7 tiptronic owners out there?

I will be soon. As scary as that sounds to me.

[MmmBoost]

there are no traditional "fueling maps" in Motronic 7+

The switch has to do with how the ECU calculates injection pulse width based on fuel pressure.

When the switch is set to "0", it tells the ECU to that the fuel pressure is referenced to the intake manifold pressure in an initial calculation that is then compared to ambient pressure. When the switch is set to "1", it tells the ECU that the fuel pressure does not reference the manifold pressure and to use a value of 1 atmosphere (1013 kpa) instead in this initial calculation.

.....these calculations then go into the table posted above which compensates injection pulse based the delta of fuel pressure between system pressure and the result of the referenced/non-referenced calculation described above.

The "ON" position in Maestro sets the bit to 1, "OFF" sets the bit to 0.

[drjonez]

there are no traditional "fueling maps" in Motronic 7+

The switch has to do with how the ECU calculates injection pulse width based on fuel pressure.

When the switch is set to "0", it tells the ECU to that the fuel pressure is referenced to the intake manifold pressure in an initial calculation that is then compared to ambient pressure. When the switch is set to "1", it tells the ECU that the fuel pressure does not reference the manifold pressure and to use a value of 1 atmosphere (1013 kpa) instead in this initial calculation.

.....these calculations then go into the table posted above which compensates injection pulse based the delta of fuel pressure between system pressure and the result of the referenced/non-referenced calculation described above.

The "ON" position in Maestro sets the bit to 1, "OFF" sets the bit to 0.

So ALL fueling is a sum total of varied tables? There is no base map (effectively a VE table)? Crazy Germans...

[Dan[FN]6262]

Chris. I have the Injection Correction for Manifold Pressure table, but I do not have a "on/off" selection.... whenever you turn it "off" does it set the table to 1.000, like your table is showing?

If so, do you think I could just do that?


fuck I hate having a 02.

[MmmBoost]

You need the switch.

It is located at the very bottom of "Fueling" on my sidebar. Have you updated to the latest version of Maestro?

....if so, then Tapp might not have located the switch for your ECU

[EBG 18T]

New data log. Getting o2 correction & then pulling timing from 6000-7200rpms. I got alot of the file right, but there always seems to be a spot to go back and fix. It seems like the new MAF is reading odd thru that range too. Ideas?

New log - Trying to solve the 6000-7200rpm range correction (https://spreadsheets.google.com/ccc?key=0Ah-XcOpYD9KWdEc5SkpPeFNPWGI2NlJkRmU5enI4ZlE&hl=en&authkey=CLOAndIF)

[rob.mwpropane]

So I feel I'm entitled to ask a question after reading all 7 pages, and being able to understand about 35-40% of what I read. I see a lot of people here complain about having an 02. Why is that? Is there more built in to an 03 ECU, as opposed to an 02? I'm very interested in going with maestro 7, with eurodyne at the very least, but I have an 01 awm a4. Am I barking up the wrong tree, is there going to be things that I would be limeted to based on my ECU?

[Dan[FN]6262]

Thanks Chris, I'll email Tapp and see if he can do that for me. [up]

[EBG 18T]

5857;6439262']Thanks Chris, I'll email Tapp and see if he can do that for me. [up]

It is at the bottom of the list.

[Dan[FN]6262]

qué? typically anytime I ask Tapp about something, he gets around to it in a timely fashion...?

[EBG 18T]

5857;6439305']qué? typically anytime I ask Tapp about something, he gets around to it in a timely fashion...?

i'd give it 3-5 days before you send another e-mail to followup. I have usually had better luck calling.

[Bische]

New data log. Getting o2 correction & then pulling timing from 6000-7200rpms. I got alot of the file right, but there always seems to be a spot to go back and fix. It seems like the new MAF is reading odd thru that range too. Ideas?

New log - Trying to solve the 6000-7200rpm range correction (https://spreadsheets.google.com/ccc?key=0Ah-XcOpYD9KWdEc5SkpPeFNPWGI2NlJkRmU5enI4ZlE&hl=en&authkey=CLOAndIF)

What turbo/mani are you running? 1.8l? [:)]

[A4lev]

I recently upgraded to the Eurodyne Maestro 7 tuning suite for my B6 A4 and cannot seem to figure out why my Check Engine, Traction Control, ABS, and (blinking) BRAKE light(s) stay on.

https://lh4.googleusercontent.com/_GqxXt4lJN7I/TbnYhKce7cI/AAAAAAAAZXI/g_vraIlCuL4/s640/IMG_0431.JPG

Now before I ask for suggestions, let me also tell you that I am running a used ecm that I believe to be from an automatic transmission TIP B6 A4, but the model number of the current ecm matches my stock ecm.

I think it is something I can resolve with vag-com, but I'm not well versed with it and wanted to be more educated before i started tinkering.

What should I be doing?

[AudiA4_20T]

I recently upgraded to the Eurodyne Maestro 7 tuning suite for my B6 A4 and cannot seem to figure out why my Check Engine, Traction Control, ABS, and (blinking) BRAKE light(s) stay on.

https://lh4.googleusercontent.com/_GqxXt4lJN7I/TbnYhKce7cI/AAAAAAAAZXI/g_vraIlCuL4/s640/IMG_0431.JPG

Now before I ask for suggestions, let me also tell you that I am running a used ecm that I believe to be from an automatic transmission TIP B6 A4, but the model number of the current ecm matches my stock ecm.

I think it is something I can resolve with vag-com, but I'm not well versed with it and wanted to be more educated before i started tinkering.

What should I be doing?

Were you the guy that dyno'd at RAI awhile ago?

[A4lev]

I did a little over a year ago. I have dropped in a whole new engine recently and decided to go with Maestro.

[MmmBoost]

Probably going to have to go into VAG-COM and recode the ECU to match your transmission.

[A4lev]

that's what i figured. I have access to my bro in-laws ross-tech vag-com cable, but have only used it once or twice. is there anywhere online you recommend that has a general run down on using vag-com that i can reference to recode the ecm to match my transmission like you said?

[EBG 18T]

New data log. Getting o2 correction & then pulling timing from 6000-7200rpms. I got alot of the file right, but there always seems to be a spot to go back and fix. It seems like the new MAF is reading odd thru that range too. Ideas?

New log - Trying to solve the 6000-7200rpm range correction (https://spreadsheets.google.com/ccc?key=0Ah-XcOpYD9KWdEc5SkpPeFNPWGI2NlJkRmU5enI4ZlE&hl=en&authkey=CLOAndIF)

Problem was a bad MAF. Finally shit the bed 3 days later. New one goes in tommarow.

[EBG 18T]

What turbo/mani are you running? 1.8l? [:)]

Bigger than at 1.8L and it's a GT2860RS [;)]

[Dubbed-Out]

For some reason I keep getting the Error message "fail to start communication... check connections and make sure key is on."[headbang]

I haven't used this thing in about nine months, So I did update every thing.

If any of guy's you had this problem before and have any tip's on how to troubleshoot.
The help would be greatly aspirated, I need to perform a TB adaptation like yesterday!



-Judd

[EBG 18T]

For some reason I keep getting the Error message "fail to start communication... check connections and make sure key is on."[headbang]

I haven't used this thing in about nine months, So I did update every thing.

If any of guy's you had this problem before and have any tip's on how to troubleshoot.
The help would be greatly aspirated, I need to perform a TB adaptation like yesterday!



-Judd

When you have the eurodyneflash open and you get that error, unplug the the usb end of the cable, wait a few seconds then plug the cable back into the computer and try to connect again.

[A4lev]

I have to go through that almost every time I connect. It seems to be hit or miss of unplugging from the USB, the obd, and closing and reopening maestro flash

[Dubbed-Out]

When you have the eurodyneflash open and you get that error, unplug the the usb end of the cable, wait a few seconds then plug the cable back into the computer and try to connect again.

No the only error that pop's up is "fail to start communication... check connections and make sure key is on."

[A4lev]

Are you doing a quick tune?

[EBG 18T]

No the only error that pop's up is "fail to start communication... check connections and make sure key is on."

Humm. No idea then. I sometimes the error when i first log into eurodyneflash but it is fixed by unplugging the usb and then trying again.

[Hansi]

Does anyone know what the changes in the newest version is?

I think a bit more frequent updates on the revision history would be great. I see on the Eurodyne forum it hasn't been updated for about a couple of months..

[Hansi]

Wouldn't "remote tuning" be great? If in need, Eurodyne can help you with some tweaking of your file. I'm kinda surprised Eurodyne hasn't offered it..

Suggestion for "remote tuning":
Log your car while doing the following: xx minutes partial throttle slow driving, x minutes idling... Send the logs and the file used to provide the logs to us, we will give you 2 revisions for $100. Fine tune on dyno available if requested.

Something like that.
(Business idea for someone talented with Maestro?) [:)]

[613B6]

Chris has done that in the past but time is money and its hardly worth it for the price when he can be adding updates and developing new products and vehicles to the Eurodyne lineup.

You have to remember he is providing a tool for you to tune, he has been tuning cars for 20 years, he knows where his time is best spent for the return.

[AudiHere04]

So i havn't updated my Maestro since last year October. Is it safe to update and not get errors?

[Hansi]

Chris has done that in the past but time is money and its hardly worth it for the price when he can be adding updates and developing new products and vehicles to the Eurodyne lineup.

You have to remember he is providing a tool for you to tune, he has been tuning cars for 20 years, he knows where his time is best spent for the return.

Yeah, I guess you're right [:)]

[613B6]

So i havn't updated my Maestro since last year October. Is it safe to update and not get errors?
If its been that long...just go onto the eurodyne site and download the new versions. The auto update feature probably won't work and I'd bet if you try and open it now you will find the software has locked you out.

[SleeperAvant]

The auto-update works for me, it's very convenient.

[AudiHere04]

I just updated my Maestro...wow...lots of new things.
I am still not understanding why i have a Log Viewer V5 and Log Viewer V3
V3 shows me 3 tabs
and the V5 only shows the chart.

I guess its useful to see the table and chart at the same time.

[pape]

I am about to buy a maestro ecu from some one that has a base tune for his ko3, I will be using 830, 870 or even 1000 injectors.

I wanted to know if I am able to open the Maestro suite and just change the injector size with tabs at least to get the car running. or will I have to make a new base map my self?

[pape]

I also wanted to ask

The first maestro cables that were sold were sent in for new ones correct? If I still have the old cable can I still update the software and then use the old cable on it or do I have to send in the old cable?
?

[Hansi]

pape: You should be able to get the car running using the Injector Wizard, or perhaps better, calculating the injector constant value, you can find a formula in this thread, and finding the BVC values on the internet (if you will be using Injector Dynamics injectors at least). This should get your car running "OK".

Regarding the cable it should be OK, to be certain contact Eurodyne. I believe you have a function in EuroDyneFlash called check cable firmware, something like that, to make sure you have a usable cable. You can update the software even if you have an outdated cable, but you might not be able to use it to tune your car.

[EBG 18T]

did the seller include his ecu? I am wondering what chris will charge to get the licence moved to your ecu.

[pape]

am going to be using the sellers ECU, Cluster, and key immo chips.

I think it should work am going to try and swap the stuff this week.

and I will be using delphi 830cc not the ID1000 because It looks like the ID1000 need the 3bar FPR for a good idle and I dont want to run a fuel return. besides the selers ECU has a 830cc base tune that ran and idles good so I could start from there.

[MmmBoost]

Why not just get Tapp to disable the immobilizer?

Where did you hear you need a 3bar to get a good idle on ID1000s?

[pape]

Why not just get Tapp to disable the immobilizer?

The car I am geting the Maestro ecu from is actualy going to be sold in stock form so I am trading my stuff for his. The ECU has the IMMO turned off, but My factory ECU has to be installed on his car also so I have to trade everything or swithch the immo chips on the ECU but then am not sure if that would work.



Where did you hear you need a 3bar to get a good idle on ID1000s?

I read that here or on vortex but might just be that the tune been used wasent correctly set up. A friend did tell me that tony palo installed the id2000 injectors on a stock integra just to show him how the idle was and he said it idle like stock. So if the 2000's were able to do that I dont see we the 1000's shouldnt work on our cars with the 4bar FPR

[MmmBoost]

Ahh......makes sense.


The Injector Dynamics products are fantastic. Well worth the money. I wish I had dished out for the ID725's first

[pape]

Ahh......makes sense.


The Injector Dynamics products are fantastic. Well worth the money. I wish I had dished out for the ID725's first

there are some ID850 now as well.

[Hansi]

there are some ID850 now as well.

Yeah.. I wonder which of the IDs are the best option for the 1.8T.. With best option I mean as big as possible but still maintaining a fairly decent idle (I don't mind having to up it to ~1000 or even a bit above) and most importantly, part throttle. I think the ID1000s will work OK, but it would be reassuring if someone had tried them with good results before I bought them.

[pape]

I have been looking for bananas how to scale mafs guide and I cant find it. was it removed???

[MmmBoost]

Looks like it was removed from the Eurodyne forum. Awesome................................


Anyway, here is a copy of the google docs spreadsheet. Flowmeter Scaling (https://spreadsheets.google.com/spreadsheet/ccc?key=0Aoetxfc9e1KpdDlYdElOQldsdEs3b0lUY3pyRnBkM 2c&hl=en_US&authkey=CI3kr7wP)

I wouldn't recommend scaling a MAF. I never had much luck with scaling MAF sensors in different housings, and i tried MANY different methods, not just the one on bananas' spreadsheet. You're better off just using the MAF housing and sensor from whatever car you need........TT225......B5S4......B6/7S4. If you DO have to scale for whatever reason.....make sure you do not forget to put in the correct offset value.

[20vturbo]

My id1000 idle perfect at 3.5 bar thanks to Chris...Don't listen to rumors

[EBG 18T]

My id1000 idle perfect at 3.5 bar thanks to Chris...Don't listen to rumors

If I didn't already have Bosch motorsports injectors I would have gone with ID too.

[SleeperAvant]

Injector Constant? or Battery Compensation?

for injector constant, see post #73

For BVC, use the injector dynamics ID725 chart as a starter to get the curve shape right.
http://www.injectordynamics.com/ID725SumData.bmp


Then use your LTFT to figure out what you need to add or subtract from the whole table.

Just an FYI, you need to convert ID's microseconds to milliseconds in order to use these BVC's in Maestro.

[Hansi]

Just an FYI, you need to convert ID's microseconds to milliseconds in order to use these BVC's in Maestro.

How do you do that?

[SleeperAvant]

How do you do that?

You can use an online converter, or just move the decimal three places. IE if the ID value is 2270 microseconds, your Maestro value will be 2.270 milliseconds.

[dougyfresh]

Yeah.. I wonder which of the IDs are the best option for the 1.8T.. With best option I mean as big as possible but still maintaining a fairly decent idle (I don't mind having to up it to ~1000 or even a bit above) and most importantly, part throttle. I think the ID1000s will work OK, but it would be reassuring if someone had tried them with good results before I bought them.

If the spray pattern is correct for the engine's combustion chamber you can get any sized injector tonidle fine.

With the abilities of maestro I don't see why you are so worried. ASP got my Seimens 875s (over 1000 at 4bar) to idle like stock the first try. They also got custom Bosch EV14 1000s to idle like stock too.

[SleeperAvant]

If the spray pattern is correct for the engine's combustion chamber you can get any sized injector tonidle fine.

With the abilities of maestro I don't see why you are so worried. ASP got my Seimens 875s (over 1000 at 4bar) to idle like stock the first try. They also got custom Bosch EV14 1000s to idle like stock too.

Have any BVC values?

[Dan[FN]6262]

If the spray pattern is correct for the engine's combustion chamber you can get any sized injector tonidle fine.

With the abilities of maestro I don't see why you are so worried. ASP got my Seimens 875s (over 1000 at 4bar) to idle like stock the first try.

yeah, my 875s idle great after Chris helped me dial them in.

and the 875s are "pencil" injectors and are actually not designed to be used with multi-valve engines.

[bananas]

Apparently the new Maestro release has ID725 and ID1000 injector profiles (http://eurodyne.ca/forum/viewtopic.php?f=18&t=989#p2096) built in. Not sure of the profile quality.

[MmmBoost]

The injector constants are still out to lunch. I don't know where he's getting them from, but they are not right.

Injector constant = mathematically calculated based on engine displacement per cylinder and injector flow at your system fuel pressure.


it seems as though the numbers are just a blind guess....

Edit: Actually after looking at the numbers for the battery comp values.........they are for 3 bar. NOT 4 bar which our systems run off of.

[pape]

The injector constants are still out to lunch. I don't know where he's getting them from, but they are not right.

Injector constant = mathematically calculated based on engine displacement per cylinder and injector flow at your system fuel pressure.


it seems as though the numbers are just a blind guess....

This is so true I went over the actual BVC (ID1000) and the ones in the injector wizard and they were way off.

I think mabye its like an avarage that is calculated by the program as a starting point.

[SleeperAvant]

Good to know guys.

[MmmBoost]

It's nowhere near where a starting point should be.


I've just emailed Tapp about this issue.......so we'll see what he says

[bananas]

The injector constants are still out to lunch. I don't know where he's getting them from, but they are not right.

it seems as though the numbers are just a blind guess.... lame souce.

[613B6]

There was just an update for ID in Maestro, I think he added them to the wizard or prefiled.

[jinxed]

is it weird that i'm running an injector constant of 0.056780 with siemens 630cc injectors?
my car runs & idles great & block 32 shows 2.6 idle correction & -0.7 partial throttle.
i started out with 0.044976 & kept adjusting untill my partial throttle values came down.

i was also hoping that someone could give me some tips on how to pull out fuel &
bump up timing, since i just added an aquamist meth kit.

i know timing is adjusted through the 'pump gas timing map',
but which map would i use to adjust fuel?
would it be 'full load lambda'?

any tips or suggestions would be greatly appreciated.

thanks,
JAY.

[SleeperAvant]

Main fuel correction.

[SleeperAvant]

Do you guys have a driver for the PowerTap cable? I reformatted my Windows 7 home premium laptop and it now says there is a conflict under device drivers. It doesn't give me an option to update or install a driver. I've e-mailed Chris Tapp about this but wanted to see what you guys do.

[MmmBoost]

When you install Maestro Tuning Suite or Eurodyne Flash it installs a driver for you. That's the little DOS window that pops up for a second after an update.

[SleeperAvant]

Oh okay. Didn't seem to recognize the cable still though. I'll try re-installing again.

[613B6]

Anyone add a bigger throttle body yet? I'm trying a 70mm one out for INA tonight but Im not sure how its going to affect the way me7 calculates load, ve, etc...

[20vturbo]

Anyone add a bigger throttle body yet? I'm trying a 70mm one out for INA tonight but Im not sure how its going to affect the way me7 calculates load, ve, etc...

I have the r32 one

[613B6]

what changes did you make?

[MmmBoost]

You need Throttle Angle vs. Flow map.

.......I've asked for the map to be added.

[20vturbo]

what changes did you make?

nothing much, from what I heard the tb is supposed to be plug and play

[613B6]

disregard your pm Chris didnt see you posted thanks. I was speaking with Tapp this morning and I forgot to ask him. So am I out of luck then here? Should I bother trying?

[613B6]

nothing much, from what I heard the tb is supposed to be plug and play

i meant in maestro

[MmmBoost]

I've asked him to add the map. He said he could no problem......but I don't know how long that will take. He's also working on a new Injector Wizard that I tried out this morning.....works pretty well.

I'll keep you guys posted.

[SleeperAvant]

New injector wizard eh. Interesting.

[20vturbo]

i meant in maestro

i did not do anything

[pape]

I tried flashing a file to my maestro ecu last night and It would always stop at initialization failed no mater how many times I tried. It would ask me to turn on and off the ignition and then say initialization failed. do you guys have any idea why this happens?
I tried contacting chriss today but I was told hi was out of the office all day.

[SleeperAvant]

Try reinstalling maestro as I had connections issues before. Sometimes the driver for the cable doesn't get installed properly.

[CHAOSAUDI]

i meant in maestro
Did you get the larger throttle body to work??? I am still on stock because it runs like crap...preess gas and the engine just suffocates!

[SleeperAvant]

For those who want to run a V8 Bosch MAF, I've come across an interesting change in scaling instead of just selecting the profile in Maestro. I've used bananas' maf scaling tool, and it seems like it still needs to be scaled despite simply choosing the V8 profile in Maestro (green celled values to be entered):

https://lh6.googleusercontent.com/-8YvNkepa9Zw/Tgs5QvIsj9I/AAAAAAAAEiU/u0VPuyXi-IE/s1440

[MmmBoost]

What makes you think that the curve needs scaling?

[SleeperAvant]

Please see above post.

[MmmBoost]

I see the post. What is it supposed to be telling me?

[SleeperAvant]

The green values tell me that the MAF profile is too large than it really is. It is measured as 86mm ID in Maestro when it is really 82mm. That is 10% variance. Maestro's MAF offset is 200, which in the MAF tool says it should be 181.828, which leads me to believe the following:

- MAF is reading too much air than it is really getting,
- causing the ECU to inject more fuel than it needs on start-up,
- bogging the engine and creating popping sounds in the exhaust and it stinks of rich fuel.

Things I will try:

- unplug MAF to see how it starts up; if it starts up fine, then:
- scale MAF in Maestro using the applied values

[MmmBoost]

Directly from Chris' spreadsheet

http://chrispaltzat.com/images/avant/build/maestro/guessed%20diameters.jpg

[SleeperAvant]

The diameter is guessed in Maestro. You need to measure the actual ID and put that into the tool to get the right offsets.

[MmmBoost]

STEVE.............the there is nothing to do with diameters in Maestro.

[MmmBoost]

The MAF profile in Maestro has nothing to do with Chris' scaling worksheet.

You are using an OEM sensor in it's respective housing.........therefore the curve does NOT need scaling and the offset does not need changing despite what you may think. The linearization curve is DIRECTLY out of a V8 S4's ECU cell for cell. And the 200 kg/hr offset value isn't just some random number. All Bosch MAF's (sensor and housing combo) have an offset of 200 kg/hr......because that sets the voltage vs. flow curve to Zero at 1.0 Volts...........So the value at 102.4 on the curve is what the offset should be set at. If you're scaling a MAF, it's a different story.

[SleeperAvant]

That's what I was thinking, so something is wrong.

https://lh3.googleusercontent.com/-rbQPpRupozk/TgPHr6u409I/AAAAAAAAEgo/Q-sWwUJKlb4/June23_flowmeter_correction.jpg

I've talked with Dan and he said he gets the same symptoms, but he is MAFless.

[613B6]

Did you get the larger throttle body to work??? I am still on stock because it runs like crap...preess gas and the engine just suffocates!

I got it to run pretty well, but i was still seeing some major fluctuation in for 02 correction before it would get back into check, and the idle would over correct as small openings of the plate would cause the car to cough for a second. I took it back off and will wait for Chris to add the throttle vs flow map...

[SleeperAvant]

That's what I was thinking, so something is wrong.

I've talked with Dan and he said he gets the same symptoms, but he is MAFless.

I've figured out why my car starts up fine, but dies shortly after.......http://www.eurodyne.ca/forum/viewtopic.php?p=2154#p2154

[Wet0willy01]

How's your MAF voltages at idle with your TIP configuration?

[SleeperAvant]

I don't know. MAF readings at idle are anywhere between 30kG/hour to 50kG/hour.

[Wet0willy01]

Do they stay rather consistent or bounce around? I'm only questioning because I know Doug had issues with his early design of his TIP. His new TIP has a long straight stretch after the MAF. I'm only trying to make a comparison between mine and yours (since yours is running and mine is not) to see if I many encounter issues.

[SleeperAvant]

They stay rather consistent...it only goes up a bit if I give it some throttle input.

[MmmBoost]

you readings at idle should be 12-15 kg/hr not 30-50


something else is wrong there

[SleeperAvant]

I don't know then, that's suspect.

[bananas]

The MAF profile in Maestro has nothing to do with Chris' scaling worksheet.


FYI I just updated V8 S4 MAF on the scaling spreadsheet to 82mm

[gotboost]

Since I am on a stock fuel system, should I keep this checked "on" or ""off"? Currently its checked "on".

http://i49.photobucket.com/albums/f296/yrodin/Untitled-6.jpg

[MmmBoost]

Keep it "on" for returnless

[aaronamerica]

hey guys I finally got everything worked out with the car so now its time for some tweeks

heres the deal i ran logs and found the car knock retard kinda high i guess....at 5800rpm im getting 11.25 knock in 2,3,4 and cyl 1 im seeing 9, this is at 23psi on the 870cc pump gas file, should i pull time where im getting knock or whats the best way to get rid of this

[JumboBlack1.8]

I've got kind've a stupid question..........I've just recently added a B6 S4 MAF to my setup after being MAF-less for over a year, and now, my fueling is totally out of whack. Since adding the MAF, my warmup correction and idle are VERY lean.....and light load and light boost are very rich (I haven't dared taking it into higher loads).

So my question is, how do I differentiate between adjustments that need to be made to my IC and BVC values from those that I should make to my Flowmeter Correction table? I've returned to my original calculated IC and increased the BVC to no avail....

Some advice would be much appreciated.......been running MAF-less cars for 3 years now, so I'm somewhat clueless

[MmmBoost]

Tune one item at a time is the only "real" way to know what to tune.

When I first installed my B6S4 MAF I installed my factory injectors and copied all of the relevant tables from a Stock B6 file. The only problem with that was the stock injectors are so tiny that I could only tune the lower portion of the MAF Correction table. After that was done I put back in my larger injectors and looked at how my O2 corrections were in the portions of my tuned correction table and then made adjustments to my BVC and IC. Then went on to tune the remainder of the MAF correction table.

[JumboBlack1.8]

So, would you suggest returning to the values I used when MAF-less (LTFT were close to 0 in both idle and part throttle), then tuning my Flowmeter Correction from there? I'd think that'd be the only logical step for me, since I don't have many stock parts laying around.

And lastly, for tuning that MAF correction table, do you use the same method typically used for the main fuel correction table (i.e. log, input average correction, rinse and repeat)?

I really need to crack open that Bosch ME7 Documentation file and start reading....

[nein-reis]

Well I took my car in today to get my emissions done. It failed. Everything I had turned off that was supposed to show up as readiness on Maestro showed up as "not ready" ugh. Is there something I'm missing for forced readiness?

[JumboBlack1.8]

GREAT overview of Bosch ME7 Tuning from a member over on Nefarious Motorsports tuning forum. Its a good long read and should help anyone who cares to read it:

https://docs.google.com/leaf?id=0B8oYZ-Uz9mA2ODAwZDJjZDctOTJiMi00NmU2LTliY2MtYjZhZWM5ZWI4 ZWIz&hl=en_US

From here:
http://nefariousmotorsports.com/forum/index.php/topic,62.msg3330.html#msg3330

[SleeperAvant]

Well I took my car in today to get my emissions done. It failed. Everything I had turned off that was supposed to show up as readiness on Maestro showed up as "not ready" ugh. Is there something I'm missing for forced readiness?

Are you CATless?

[nein-reis]

Are you CATless?

Yeah. The cat, SAI, EVAP, N1XX valves, etc... all that stuff I dont have that is supposed to show up as ready on a test came up as "not ready" or "not available"
Everything I do have came up as "ready"

[jinxed]

does anyone here have experience running a manual boost controller? i'm looking for drive-ability comparisons between that & the n75.
i had everything running fine @ 25 psi peak, then @ a trackday today, it kept going higher. i caught it a couple times & let off, but now i'm wondering how many times i missed it. i'm thinking that a mbc might be a bit safer, especially for trackdays when you're not so focused on your boost guage.
i stomped on it a couple times on my way home & in 5th gear, i hit about 28psi before i let off. i don't understand why it would peak @ 25 psi on the way there, then go sky high after even though i made no changes...

any help or input is appreciated.

[bananas]

It spikes higher because you are starting at different rpms when at the track. Don't switch to mbc. Rather, install an mbc in parallel and set it your maximum desired boost to control spikes but retain n75 for drivability.

[SleeperAvant]

you readings at idle should be 12-15 kg/hr not 30-50


something else is wrong there

My idle now is between 12-15 kg/hr. Only during warm-up when the car has a richer air/fuel mixture does the idle MAF readings go between 20-40kg/hr.



Yeah. The cat, SAI, EVAP, N1XX valves, etc... all that stuff I dont have that is supposed to show up as ready on a test came up as "not ready" or "not available"
Everything I do have came up as "ready"

Even if you do pass the readiness checks, you will fail the sniffer test.

[JumboBlack1.8]

Tune one item at a time is the only "real" way to know what to tune.

When I first installed my B6S4 MAF I installed my factory injectors and copied all of the relevant tables from a Stock B6 file. The only problem with that was the stock injectors are so tiny that I could only tune the lower portion of the MAF Correction table. After that was done I put back in my larger injectors and looked at how my O2 corrections were in the portions of my tuned correction table and then made adjustments to my BVC and IC. Then went on to tune the remainder of the MAF correction table.

One last question on this......wouldn't tuning the MAF with the theoreticial injector values (i.e. calculated IC and manufacturers BVC) essentially achieve the same thing? For instance, could I input those values and tune the MAF Correction table without touching the IC or BVC???......Or would I be running the risk of not tuning the MAF to "real" values, but rather simply in relation to the injectors?....The reason I ask is because it seems I'll inevitably run into a similar problem because the stock injectors aren't capable of flowing on the upper regions of the map........I ordered some ID1000's over the weekend, so I'll have an accurate injector flow summary.

Didn't realize tuning an MAF was such a pain in the neck [facepalm]

[Hansi]

Hmm.. If the B6 S4 MAF profile is taken from a stock B6 S4 file, isn't it enough to simply select that MAF profile? No more MAF tuning required?

[MmmBoost]

One last question on this......wouldn't tuning the MAF with the theoreticial injector values (i.e. calculated IC and manufacturers BVC) essentially achieve the same thing? For instance, could I input those values and tune the MAF Correction table without touching the IC or BVC???......Or would I be running the risk of not tuning the MAF to "real" values, but rather simply in relation to the injectors?....The reason I ask is because it seems I'll inevitably run into a similar problem because the stock injectors aren't capable of flowing on the upper regions of the map........I ordered some ID1000's over the weekend, so I'll have an accurate injector flow summary.

Didn't realize tuning an MAF was such a pain in the neck [facepalm]

If you don't tune one changed item at a time, then you're really don't know if you're tuning the right thing. Not to say that it's the end of the world......but when you make multiple changes and then tune yo're really only just tuning to make everything work together which may prove to be more of a challenge since one value may be compensating for another value and in certain situations may cause oddities.

With Injector Dynamics injectors though....you have a much better shot at isolating the MAF as the source of where to tune......especially if you have a rising rate FPR setup.


Hmm.. If the B6 S4 MAF profile is taken from a stock B6 S4 file, isn't it enough to simply select that MAF profile? No more MAF tuning required?


The linearization map and offset map which converts voltage to mass flow will be the same because that is calibrated for that particular sensor/housing combination.......but there is a MAF correction map that is there to correct for any areas of the map which may cause turbulence and affect readings. This will be different from vehicle to vehicle based on intake design/setup. This must be tuned every time.......unless you are running an intake/airbox/accordion hose in exactly the same orientation as a B6S4.

[Hansi]

The linearization map and offset map which converts voltage to mass flow will be the same because that is calibrated for that particular sensor/housing combination.......but there is a MAF correction map that is there to correct for any areas of the map which may cause turbulence and affect readings. This will be different from vehicle to vehicle based on intake design/setup. This must be tuned every time.......unless you are running an intake/airbox/accordion hose in exactly the same orientation as a B6S4.

I see.. How would you recommend tuning a setup consisting of Injector Dynamics injectors and B6 S4 MAF?

I guess the first steps would be calculating IC, set BVC values from received info following injectors, selecting B6 S4 MAF profile, what would be the next step?

[JumboBlack1.8]

If you don't tune one changed item at a time, then you're really don't know if you're tuning the right thing. Not to say that it's the end of the world......but when you make multiple changes and then tune yo're really only just tuning to make everything work together which may prove to be more of a challenge since one value may be compensating for another value and in certain situations may cause oddities.

With Injector Dynamics injectors though....you have a much better shot at isolating the MAF as the source of where to tune......especially if you have a rising rate FPR setup.


I do have a rising rate Aeormotive A1000 fpr, so I MAY give it a shot with the ID1000's when they arrive......For now, I'm experimenting with my EV-14's to see what effect this method can have (theoretical IC and BVC, and Flowmeter Correction table set to 1.0001 throughout).......So far, the only oddities I've experienced are some rev hang when letting off the throttle, and some bizarre intermittent engine load issues on warmup (I MAY need to ask for access to the 2nd warmup correction map to remedy it, if my theory is right)......From what I've read, the downside to this method is that, if you underscale the MAF, you'll get abnormally low load values, which will certainly alter a variety of other tables. With that in mind, I'll try to be prudent with whatever changes I make to the correction table.


I see.. How would you recommend tuning a setup consisting of Injector Dynamics injectors and B6 S4 MAF?

I guess the first steps would be calculating IC, set BVC values from received info following injectors, selecting B6 S4 MAF profile, what would be the next step?

This is EXACTLY what he and I are discussing.....

[613B6]

Im curious too, I dont know how you would "see" turbulenace or problem areas from maf readings and then to make the necessary changes to the maf correction map.

[MmmBoost]

I see.. How would you recommend tuning a setup consisting of Injector Dynamics injectors and B6 S4 MAF?

I guess the first steps would be calculating IC, set BVC values from received info following injectors, selecting B6 S4 MAF profile, what would be the next step?

Put in your values for the injector "knowns" and then get out a log. Keep in mind my BVC values for my KNOWN ID725's still need a little tweaking. I took knocked my values down to 70% or 75% of what the values should be.

This was Tapp's response to me questioning having to do this:


The curve should be correct, so you should preserve it by scaling the whole
series of values up and down together, but you definitely need to adjust the
table anyway... I know because I have tried the same approach.

If tuning were just a matter of plugging in a bunch of theoretically correct
values they wouldn't need adjustable tables in the ecu...

........my issue with the last statement is THEY ARE NOT "THEORETICALLY CORRECT" they are ACTUAL numbers the ID injectors are calibrated to.



I do have a rising rate Aeormotive A1000 fpr, so I MAY give it a shot with the ID1000's when they arrive......For now, I'm experimenting with my EV-14's to see what effect this method can have (theoretical IC and BVC, and Flowmeter Correction table set to 1.0001 throughout).......So far, the only oddities I've experienced are some rev hang when letting off the throttle, and some bizarre intermittent engine load issues on warmup (I MAY need to ask for access to the 2nd warmup correction map to remedy it, if my theory is right)......From what I've read, the downside to this method is that, if you underscale the MAF, you'll get abnormally low load values, which will certainly alter a variety of other tables. With that in mind, I'll try to be prudent with whatever changes I make to the correction table.

Underscaling a MAF means purposely lowering the linearization curve on a small MAF so you're not maxing it out and compensating for less "measured flow" by overscaling injectors. This is a pretty quick and dirty method some people use to "make it work"

Since you're running a proper MAF with it scaled properly you won't have these issues. You're not going to be adjusting the flowmeter correction map +/- 30%.....maybe like 6-8%


Im curious too, I dont know how you would "see" turbulenace or problem areas from maf readings and then to make the necessary changes to the maf correction map.

O2 corrections will be farther away from 0.

The compensation map is to correct for expected mass flow vs. actual. If you normally see +/- 4 O2 correction and then see an area of the %Load vs. RPM map that is adding in +10% ........you know that you have some adjusting to do in that area of the compensation map.

[JumboBlack1.8]

Since you're running a proper MAF with it scaled properly you won't have these issues. You're not going to be adjusting the flowmeter correction map +/- 30%.....maybe like 6-8%


Precisely what I thought.....Thanks! I'll share a snapshot of my map when I get it all squared away

[Audi Skate Snow]

O2 corrections will be farther away from 0.

The compensation map is to correct for expected mass flow vs. actual. If you normally see +/- 4 O2 correction and then see an area of the %Load vs. RPM map that is adding in +10% ........you know that you have some adjusting to do in that area of the compensation map.

Exactly.. Doug and I were talking about this a few days ago. No one ever brings it up on the forums but the MAF needs at least 4-6 inches of straight after it so it will not get any turbulence.

[MmmBoost]

Just wanted to share a bit of info...

I have pretty much had a CEL since last year when I loaded Maestro after my build. P2404 Evaporative Emission System Leak Detection Pump Sensing Circuit

Well recently I've decided to go back to square one again with all of the knowledge and experience I have gained over the past year. In doing so I ended up setting all of my diagnostic detection codes to "on" rather than the "off" for the items I suspected would throw codes.

......well to my surprise I didn't throw 5 codes the first time i turned the key on. So I decided to leave it they way it is. It has now been 3 weeks and I haven't had a single CEL. So some of you guys battling the same glowing orange engine/lightning bolt on the dash may want to give this a shot.

[SleeperAvant]

Good find Chris. I haven't had a CEL on for a long while.

[Dan[FN]6262]

I always get a CEL for a "engine overspeed".... wonder what thats all about....










[:p]

[MmmBoost]

You have you set up your rev limiters properly. There is also an overspeed limit that you have to set above your standard rev limit.

[MmmBoost]

On my file there is a Rev Limiter, Rev Limiter 2, and Overrev Fault.

Rev limiter one did nothing for me and I ended up overspinning my engine past it one day. Awesome......

Rev limiter 2 seems to do the trick.

And I have my overrev fault set to 200 RPM higher than Rev Limiter 2.


Dan, I don't think you have the Overrev Fault map on your file. Ask Tapp to find it for you.

[Dan[FN]6262]

On my file there is a Rev Limiter, Rev Limiter 2, and Overrev Fault.

Rev limiter one did nothing for me and I ended up overspinning my engine past it one day. Awesome......

Rev limiter 2 seems to do the trick.

And I have my overrev fault set to 200 RPM higher than Rev Limiter 2.


Dan, I don't think you have the Overrev Fault map on your file. Ask Tapp to find it for you.


I have Rev Limiter 1 and 2, but I do not have over rev fault.

Rev limiter one works for me, but I had to set 2 above it for it to work. Here is a screen shot.

also, I only get a CEL for that if I hit the rev limiter by accident. LOL. I thought about raising it to 8.7k, because I typically shift when I see the needle go a little past where "8" should be on our tachs

http://i.imgur.com/8dPJ6.jpg

[MmmBoost]

http://chrispaltzat.com/images/avant/build/maestro/revlimiters.jpg

[gotboost]

, I've had the same p2404 code for the last year, I'm gonna try setting everything to on also.


Just wanted to share a bit of info...

I have pretty much had a CEL since last year when I loaded Maestro after my build. P2404 Evaporative Emission System Leak Detection Pump Sensing Circuit

Well recently I've decided to go back to square one again with all of the knowledge and experience I have gained over the past year. In doing so I ended up setting all of my diagnostic detection codes to "on" rather than the "off" for the items I suspected would throw codes.

......well to my surprise I didn't throw 5 codes the first time i turned the key on. So I decided to leave it they way it is. It has now been 3 weeks and I haven't had a single CEL. So some of you guys battling the same glowing orange engine/lightning bolt on the dash may want to give this a shot.

[aaronamerica]

http://chrispaltzat.com/images/avant/build/maestro/revlimiters.jpg

Whats the safe max rpm limit for a stock aeb head?

[JumboBlack1.8]

^^I wouldn't rev above 7k on a stock head......even that might be pushing it, depending on its condition


Got another question......I've dialed in the lower portion of my MAF Correction map (using stock injectors), and I've installed my ID1000's and gotten my idle and cruising AFRs to a good state.....However, things still don't feel right. My injector pulsewidth is way too high (between 1.9-2.1 at idle), and my timing is retarding quite a lot (between 0 and 3.75 at idle). Also, my warm start fueling is reallly lean, and stays that way for a few minutes after restarting. I also log some low-load misfires in 1st and 2nd gear.

My theory is that my minimum injector pulsewidth value is too low, and my TVUB values are probably a bit too high, which are combining alter how my MAF calculates engine load........Would anyone out there with ID1000's mind sharing what their minimum injector pulsewidth values are? I'm currently running .75ms, which is what the base file came with (so its likely VERY wrong)....I'm guessing I need to raise this value a good bit...

TIA. It'd be a big help

*edit*
Also, my cold star o2 corrections oscillate quite drastically as well. Once it reaches operating temps, they stabilize to +/- 1. My LTFT at idle are spot on as well.....but I know something is wrong

[Dan[FN]6262]

Whats the safe max rpm limit for a stock aeb head?

7.5k RPMs

[SleeperAvant]

^^I wouldn't rev above 7k on a stock head......even that might be pushing it, depending on its condition


Got another question......I've dialed in the lower portion of my MAF Correction map (using stock injectors), and I've installed my ID1000's and gotten my idle and cruising AFRs to a good state.....However, things still don't feel right. My injector pulsewidth is way too high (between 1.9-2.1 at idle), and my timing is retarding quite a lot (between 0 and 3.75 at idle). Also, my warm start fueling is reallly lean, and stays that way for a few minutes after restarting. I also log some low-load misfires in 1st and 2nd gear.

My theory is that my minimum injector pulsewidth value is too low, and my TVUB values are probably a bit too high, which are combining alter how my MAF calculates engine load........Would anyone out there with ID1000's mind sharing what their minimum injector pulsewidth values are? I'm currently running .75ms, which is what the base file came with (so its likely VERY wrong)....I'm guessing I need to raise this value a good bit...

TIA. It'd be a big help!

What are your idling lambda values?

Throw up some screens of your TVUB, KFKHFM. Have you tried experimenting with a lower minimum pulsewidth? I had some issues with my idle as well, I did many things thinking it was these maps:

-warmup correction
-cranking fuel correction
-minimum pw
-bvc
-dying fuel filter

All to no avail to fix the lean condition at very low loads / rpms. Finally set my KFKHFM to 1.0 across the board, then raised the lower portion of that area to a higher multiplier so that my engine was getting correct fueling there. My intake and MAF position was causing the ECU to be reading a lot more air than I was actually getting, causing the issues. At least this is what I think, I could be wrong.

[Wet0willy01]

So you changed your TIP again?

[SleeperAvant]

So you changed your TIP again?

Me? No. It's the way you saw it in that build thread of mine when you said the MAF will get angry, lol.

[Wet0willy01]

I hope mine will be okay, but I have a feeling I will have to redo mine.

[SleeperAvant]

Everyone will have to modify their KFKHFM (http://nefariousmotorsports.com/forum/index.php?action=dlattach;topic=555.0;attach=957) as the intake setup is not the same as a stock B6 S4 intake with the accordion boot and box. It's a case by case basis.

[JumboBlack1.8]

What are your idling lambda values?

Throw up some screens of your TVUB, KFKHFM. Have you tried experimenting with a lower minimum pulsewidth? I had some issues with my idle as well, I did many things thinking it was these maps:

-warmup correction
-cranking fuel correction
-minimum pw
-bvc
-dying fuel filter

All to no avail to fix the lean condition at very low loads / rpms. Finally set my KFKHFM to 1.0 across the board, then raised the lower portion of that area to a higher multiplier so that my engine was getting correct fueling there. My intake and MAF position was causing the ECU to be reading a lot more air than I was actually getting, causing the issues. At least this is what I think, I could be wrong.

Before installing the ID1000s, I zero'd all fuel correction maps (Injection correct, main fuel, and MAF correction) to 1.0001 and installed stock AWM fuel injectors. From there, I began dialing in the KFKHFM map using the appropriate TVUB, min. injector pulsewidth, and KRKTE values for those injectors. After about 4 days of tuning, I arrived at a KFKHFM table that produced +/- 3% correction factors at both idle at low rpms.

When I installed the ID1000s, I recalculated my KRKTE, input the supplied TVUB values, and put the Min. Injector Pulsewidth back to .75ms.......Since doing that, I've only slightly adjusted my injector constant (lowered by about 5%) and my TVUB values (might've raised it about .06ms)......I'll post a picture of my Flowmeter Correction Table once my laptop stops acting like a bastard, but there are a fair amount of lean spots in low-rpms between 40 and 90 load. In those spots, I'm adding as much as 8% correction, which is on the high end for what I'd liike.....and its' STILL occasionally lean. So....something definitely isn't right.

As for lowering the Min. Injector Pulsewidth.....I have yet to do so. I'm waiting to hear what values other are running before I play around with it (because it will result in me needing to change a number of other things.......I'd rather not chase my tail on this).

Also, my MAF has about 4" of straight airflow before the 90-degree bend (in a 3.5" to 4" reducer).....my MAF readings are between 14 and 19

[SleeperAvant]

Alright. When I get back home I'll post a pic of my flowmeter correction as well. I had to add quite a bit at the low-rpms in the same areas as you between 40%-90%. Something like 15%. Remember, there has to be turbulence and crap going on when running a huge V8 MAF on a dinky 4 cylinder especially at idle / low loads, the readings will be way off of a stock V8 idle and air flow.

[MmmBoost]

You cannot set your Injection Correction map to 1.0001 and then tune your MAF expecting that all fueling irregularities are due to the Flowmeter Correction Map. The whole point of putting STOCK injectors in was to use injectors with accurate corrections associated with them. You must use the injection correction map for the stock injectors when tuning your MAF.

......on a similar note, you must also use the standard 4-bar returnless style fueling for the injector correction for the stock injectors to be valid as well. Tapps "Injection Correction Map" is Bosch's map FKKVS - Korrekturfaktor Kraftstoffversorgungssystem...which translates to Correction factor of the fuel supply system

[SleeperAvant]

I noticed JumboBlack is a B5, so he is a 3Bar setup.

[MmmBoost]

Ahh. Missed that.


In any case.......you must use the FKKVS map that goes with a particular set of injectors/fuel system.

[Dan[FN]6262]

FKKVS - Korrekturfaktor Kraftstoffversorgungssystem

German Language doesn't fuck around.

[JumboBlack1.8]

You cannot set your Injection Correction map to 1.0001 and then tune your MAF expecting that all fueling irregularities are due to the Flowmeter Correction Map. The whole point of putting STOCK injectors in was to use injectors with accurate corrections associated with them. You must use the injection correction map for the stock injectors when tuning your MAF.



This is precisely what I told Tapp when I emailed him asking for the stock injection correction map for my car......but he assured me that a map base on a "stock setup" essentially wouldn't work for a car with my configuration.........I didn't quite believe that, but decided to give it a shot anyway.....and now, I've winded up with fairly inconsistent results

Here's what he said:
"The injection correction map is supposed to correct for variations in fuel delivery due to intake manifold resonance along with the injector flow.

I doubt a stock map will be correct for a setup like yours."

Now, it appears I've got the results to prove that I have a need for that map.....

[MmmBoost]

Some cars actually do have FKKVS set to 1.

Let me look through my files and see if i can find a B5 A4

This is the actual definition from Bosch

The characteristic field FKKVS corrects errors in the fuel system (pulses in returnless fuel systems)
The map size of FKKVS can be extended to about nmot  tevfa_w = 10  10 auf 16  10.
This is especially important to simplify the application for proportional systems. The speed sample points should match the number and values of the map KFPRG in the function BGSRM

[JumboBlack1.8]

I've just received the map from Chris......so I'm ready to start over......Let me know what you find

[MmmBoost]

And here is a correction map for a RETURN fueling ME7 1.8T (Keep in mind this varies.....and I cannot confirm EXACTLY what vehicle it came from)

This is just for reference. Use at your own risk

http://i.imgur.com/u1lrY.jpg

[JumboBlack1.8]

Thanks Chris.

The map that Tapp sent me is quite a bit different (not drastically....but still different). He tells me that its the stock injection map for the AWM injectors, so I'm gonna go with this one. I'll try posting a snapshot later, in case any other B5ers need the map

[MmmBoost]

Good stuff. I hope it works for you.

Like I said......I cannot confirm what ACTUAL ECU the map I posted came from. As my file did not have an ECU part number.

[SleeperAvant]

Chris is the Man.

[JumboBlack1.8]

Indeed......especially for putting up with all my annoying questions

[JumboBlack1.8]

Sooooo.......is anyone willing to share their ID1000 min injector pulsewidth value?????

Spent the day RE-dialing my MAF.....gonna swap the ID1000s back in soon...

[7speed]

I can't adjust my rev limiter ? Which tab will allow me to change it ?

[613B6]

I can't adjust my rev limiter ? Which tab will allow me to change it ?

the ones that say rev limiter on them..there should be two of them...change them both.

[Dan[FN]6262]

the ones that say rev limiter on them..there should be two of them...change them both.

X2

[Hansi]

Should we try to compile a FAQ? Wiki? Something? [:)]
I've tried making some questions & answers below. Please correct if you see anything wrong and feel free to add comments.

Recommended reads
Audizine.com - "The Great Maestro 7 Tuning Suite Thread (http://www.audizine.com/forum/showthread.php/402750-The-Great-Maestro-7-Tuning-Suite-Thread)
Maestro maps, axes, units, descriptions (http://www.eurodyne.ca/forum/viewtopic.php?f=33&t=689)

Glossary
Short name - full name - Bosch short
BVC - Battery Voltage Compensation - TVUB
IC - Injector Constant - KRKTE

Q: How do I set the rev limiter?
A: There are 2 slightly different approaches, please refer to the following posts:
Post 1 (http://www.audizine.com/forum/showthread.php/402750-The-Great-Maestro-7-Tuning-Suite-Thread?p=6717482&viewfull=1#post6717482) - Picture illustration (http://www.audizine.com/forum/showthread.php/402750-The-Great-Maestro-7-Tuning-Suite-Thread?p=6717520&viewfull=1#post6717520)
Post 2 (http://www.audizine.com/forum/showthread.php/402750-The-Great-Maestro-7-Tuning-Suite-Thread?p=6717509&viewfull=1#post6717509)

Q: I've changed my injectors, what are the main injector related maps?
A: Injector Constant, Battery Voltage Compensation and Minimum injector pulsewidth. These can either be set using the Injector Wizard, or manually.
Refer to the following posts for more info:
Injector Constant (http://www.audizine.com/forum/showthread.php/402750-The-Great-Maestro-7-Tuning-Suite-Thread?p=6040930&viewfull=1#post6040930)
Battery Voltage Compensation (http://www.audizine.com/forum/showthread.php/402750-The-Great-Maestro-7-Tuning-Suite-Thread?p=6039960&viewfull=1#post6039960)
Good post 1 (http://www.audizine.com/forum/showthread.php/402750-The-Great-Maestro-7-Tuning-Suite-Thread?p=5990855&viewfull=1#post5990855)
Good post 2 (http://www.eurodyne.ca/forum/viewtopic.php?f=33&t=830#p1762)
Minimum injector pulsewidth (http://www.eurodyne.ca/forum/viewtopic.php?f=33&t=1003&start=20#p2400)

Q: How can I verify my Injector Constant, Battery Voltage Compensation and Minimum Injector pulsewidth is correct?
A: View your LTFT (Long Term Fuel Trims) using Eurodyne Flash Client - Measuring Blocks - it displays block 001 default in the first row. In the second row, first column, write 032 and push Enter. The first value relates to Battery Voltage Compensation (idle), the second is for Injector Constant (part throttle).
Please refer to the following posts for more info:
Good post (http://www.eurodyne.ca/forum/viewtopic.php?f=33&t=830#p1762) - You might want to read this thread as well.

Q: Block 032 shows 0?
A: Please refer to the following thread:
Thread 1 (http://www.eurodyne.ca/forum/viewtopic.php?f=33&t=1004)

[AudiA4_20T]

good idea Hansi! I gave WetWilly access to my small Google website I made for Mastro users, perhaps he can add stuff there

[Hansi]

Thank you Clint [:)]

Yeah, I've been thinking about asking what happened to that site as well, would definately be nice to get some more cars/files added there.. I would add mine if it was up and running. Hopefully soon.

[Dan[FN]6262]

good idea Hansi! I gave WetWilly access to my small Google website I made for Mastro users, perhaps he can add stuff there

speaking of which, I went to post up my tune on there, and I can't remember what I was about to ask you.. damn my memory.

do I email you my file? or do you want to give me teh perm15510n5 also?

[Hansi]

There are quite a lot of cars in the spreadsheet which are not added to the site btw, might want to add the cars in the spreadsheet to the site, or?

And I think it's a good idea with some more administrators. I don't know how the Google sites permission system works, can you add the subpages from the spreadsheet and give the email address in the spreadsheet permission to edit their subpage? Are they then allowed to upload file revisions themselves?

[JumboBlack1.8]

Sooooo.......is anyone willing to share their ID1000 min injector pulsewidth value?????



Found some more good info from the guys at Injector Dynamics:
http://www.injectordynamics.com/LowPulseTech.html

[Wet0willy01]

Sent me the info and files and I can update... Sorry haven't gotten around to reach out to people to get Clint's page up to date since he game me "teh perm15510n5 "

everyone please email me here- wet0willy01 at gmail.com

[Dan[FN]6262]

how about you go and pound sand? how about that?!?!?

[Wet0willy01]

That's not very nice, I'm putting you in time out Dan!

[Dan[FN]6262]

[o_o][o_o][eek][eek][eek][=(][=(][=(]

[pape]

Found some more good info from the guys at Injector Dynamics:
http://www.injectordynamics.com/LowPulseTech.html

Thats some really good info that shows why the lower injector pulsewidths dont work that good. "we are not in 1985 any more" hahahaha

[SleeperAvant]

Before installing the ID1000s, I zero'd all fuel correction maps (Injection correct, main fuel, and MAF correction) to 1.0001 and installed stock AWM fuel injectors. From there, I began dialing in the KFKHFM map using the appropriate TVUB, min. injector pulsewidth, and KRKTE values for those injectors. After about 4 days of tuning, I arrived at a KFKHFM table that produced +/- 3% correction factors at both idle at low rpms.

When I installed the ID1000s, I recalculated my KRKTE, input the supplied TVUB values, and put the Min. Injector Pulsewidth back to .75ms.......Since doing that, I've only slightly adjusted my injector constant (lowered by about 5%) and my TVUB values (might've raised it about .06ms)......I'll post a picture of my Flowmeter Correction Table once my laptop stops acting like a bastard, but there are a fair amount of lean spots in low-rpms between 40 and 90 load. In those spots, I'm adding as much as 8% correction, which is on the high end for what I'd liike.....and its' STILL occasionally lean. So....something definitely isn't right.

As for lowering the Min. Injector Pulsewidth.....I have yet to do so. I'm waiting to hear what values other are running before I play around with it (because it will result in me needing to change a number of other things.......I'd rather not chase my tail on this).

Also, my MAF has about 4" of straight airflow before the 90-degree bend (in a 3.5" to 4" reducer).....my MAF readings are between 14 and 19

Just curious, are you running a BOV or DV plumbed back into the intake with your MAF setup? Running a BOV venting to atmosphere will really mess up your MAF readings.

[Dan[FN]6262]

Just curious, are you running a BOV or DV plumbed back into the intake with your MAF setup? Running a BOV venting to atmosphere will really mess up your MAF readings.

Internet myth.

[SleeperAvant]

5857;6758964']Internet myth.

Well it definitely helped my car run better when I plumbed my DV back into the intake with my MAF setup. Faster boost response in between gear shifts, and no rich conditions at idle / part throttle.

[Dan[FN]6262]

that's cause you were running a dv open like a BOV, that's a no no lol.

if you have a proper BOV that's designed to work with a MAF car (dual piston design) you'll have zero issues.

[SleeperAvant]

Ah okay.

[JumboBlack1.8]

I'm running a Tial QR diverter valve, recirculating back to my intake

[Wet0willy01]

http://www.tialmedia.com/Exploded/Q%20and%20QR.jpg

How is the Q and QR different less the housing open to atmosphere verses ported to a round outlet?

[Wet0willy01]

I'm running a Tial QR diverter valve, recirculating back to my intake

I will be once my TIP verified to be working okay with stable MAF readings and other clearance issues etc

[JumboBlack1.8]

It's not different. According to the tial sport website, you can purchase the lower housing (with recirculating port) and use it with you other Tial Q hardware......However, they don't list it for sale anywhere on the website. You may need to contact them directly.

[Wet0willy01]

Good to know, but I plan to keep it as a DV

[Dolphin18T]

Finally got my base file today.

Please bear with me... [headbang]

I loaded it up and changed the IC value for my ID725's to .044 after calculating for 2008cc. I also attempted to scale the MAF for my 3" housing but I'm not sure if i'm doing it correctly. I used Bananas' spreadsheet but I'm not quite clear on if I'm implementing it correctly. Basically, I'm not sure if the values are saving to the maps or not. I choose the 2000 S4 MAF in Maestro and then input the correction values but I don't know where to get confirmation of the change.

Anyways. The idle is not too bad, but the minute I fully engage the clutch after rolling from a stop, I get no throttle response and the car either dies or just coasts at idle speed.

Any help?

[MmmBoost]

If you plan to use the scaling method you MUST choose the STOCK MAF profile for your car.......THEN scale.

If you have the sensor for the S4 MAF just run the whole MAF and sensor combo. Save yourself the trouble of trying to scale. Scaling yields "meh" results. If you're ok with "meh" for the primary value for your fueling ccalculations then roll with it.

[Dolphin18T]

If you plan to use the scaling method you MUST choose the STOCK MAF profile for your car.......THEN scale.

If you have the sensor for the S4 MAF just run the whole MAF and sensor combo. Save yourself the trouble of trying to scale. Scaling yields "meh" results. If you're ok with "meh" for the primary value for your fueling ccalculations then roll with it.


I'm trying to run the stock B6 A4 1.8T sensor in a 75mm housing. Is this possible? I assume I choose the AMB profile and then scale from there?

[MmmBoost]

Scaling up the teeny AMB sensor that much is going to yield a MUCH larger % error than scaling into a TT225 (60mm) housing for example.

Seriously.....if you have the S4 sensor run it.


Choose the AWP scale which is the same as the AMB. I don't know if the AMB is listed. Been a while since I've looking into MAF linearization curves in Maestro.

[Dolphin18T]

Understood. I'll pick up an S4 MAF and run that in my housing.

Unfortunately, Even with the MAF unplugged right now I experience the symptoms I described above.

Perhaps this is to be expected?

[MmmBoost]

After you let off the throttle your engine adds in some fuel. this is normal and natural.

I suspect that your Battery Voltage Compensation table values are too high as well as your Minimum Injector Pulsewidth value.

What are your values for these?

[Hansi]

You might want to consider using a matching MAF sensor/housing that has a profile in Maestro, I've read it's quite difficult to scale MAFs, haven't tried myself though.

[Hansi]

Do I have to change Injector Constant, Battery Voltage Compensation and Minimum Injector Pulsewidth if I want to tune for E85 instead of gasoline?
I'm fairly sure I'll have to change at least Injector Constant from reading this thread (http://nefariousmotorsports.com/forum/index.php?topic=856.0), but what about BVC and minimum pulsewidth?

Does the O2 sensor "convert to E85 readings" (from lack of better ways of putting it, english isn't my first language), so that I still tune for almost the same AFR?

[Dolphin18T]

After you let off the throttle your engine adds in some fuel. this is normal and natural.

I suspect that your Battery Voltage Compensation table values are too high as well as your Minimum Injector Pulsewidth value.

What are your values for these?

These are as I left them from the ID725 base file.

http://i.imgur.com/wasqv.jpg

[SleeperAvant]

Ryan, PM'd.

[MmmBoost]

Wow...... Those are the values from the base profile on the ID725s??? I'm shocked they're so close to looking "right"

Ryan without knowing your complete hardware setup, it's pretty hard to make a judgement on what else the issue could be. Could you please list out the specs of your car/engine?

[Dolphin18T]

2008cc stroker w/ fully built head
ID725's
75mm maf housing w/ AMB sensor
GT28RS
APR exhaust manifold and TIP
Bosch F5DP0R plugs
Custom catless exhaust
AWE FMIC

Am I forgetting anything of importance?

[MmmBoost]

AMB intake mani and throttle body?

Cams?

[Dolphin18T]

AMB intake mani and throttle body?

Cams?

Stock cams, stock AMB intake mani, stock TB. The head is a mildly ported AMB.

[MmmBoost]

What are you running for a fuel system?

[Dolphin18T]

What are you running for a fuel system?

Stock system with a Bosch 040 drop in pump.

[MmmBoost]

Have you checked your fuel pressure at the rail at idle?

[jinxed]

try re-flashing.
same thing happened to me & chris suggested flashing the ecu with the base file again.
i tried it & it worked.

[Dolphin18T]

Have you checked your fuel pressure at the rail at idle?

Looks to be the same problem as you had, Chris...

What exactly did you do to remedy this?

I don't think this is my immediate problem though. The car was at least running before with different software.

http://i.imgur.com/ZZHEM.jpg

[Dolphin18T]

I'm not sure if this is of any relevance, but I failed to mention that it will only flash in medium or low communication speeds.

[Dolphin18T]

try re-flashing.
same thing happened to me & chris suggested flashing the ecu with the base file again.
i tried it & it worked.

Tried this... several times. No luck.

EDIT: This was the problem after all! Apparently if you attempt to flash the same file it only verifies the checksums. I was sent a different file and it worked. The throttle now responds! IT LIVES!

Thanks for the help. It's nice to know you guys are here!

[MmmBoost]

As soon as you said what pump you had I figured this might be the case.


I drilled out the plastic tube inside of the filter on the return port. 3/16" is the size that worked best for me.

It is all explained in my thread: Fuel-pressure-too-high... (http://www.audizine.com/forum/showthread.php/419394-Fuel-pressure-too-high...)

[Dolphin18T]

Chris, what is the benefit of using the 60mm length adapters on the ID injectors? Stock is 48mm, correct? 60mm requires you to space the rail like you have.

I'm running mine without the adapters right now. Am I missing something?

http://www.injectordynamics.com/ID725-48-14.jpg

[MmmBoost]

The 60mm adapters have small filters in them. It's the only reason I'm running them.

.........that and I kinda like the anodized purple.

[Shayneduboulay]

Chris could my 005 fuel pump be causing my rich idle and also making it hunt for an ideal A/F?? I'm gonna order a fuel pressure gauge from issam I think which might be a good idea. Is yours from 034?

[SleeperAvant]

Tried this... several times. No luck.

EDIT: This was the problem after all! Apparently if you attempt to flash the same file it only verifies the checksums. I was sent a different file and it worked. The throttle now responds! IT LIVES!

Thanks for the help. It's nice to know you guys are here!

Ryan, what was different about this file?

[MmmBoost]

Chris could my 005 fuel pump be causing my rich idle and also making it hunt for an ideal A/F?? I'm gonna order a fuel pressure gauge from issam I think which might be a good idea. Is yours from 034?

It depends on some other values in your tune, but it's pretty possible. .....but you really need to get a gauge on there and verify what your fuel pressure is.

The pump or the gauge? My 005 is from 034. It was the "drop-in" kit........which wasn't exactly drop-in. The gauge is a Fuelab dual scale gauge....0-8 Bar/0-120 PSI.

[Dolphin18T]

Ryan, what was different about this file?

Apparently there is a reoccurring problem with late model B6 that causes the initial flash to have the symptoms I described. I attempted to reflash but flashing the same file only verifies the checksums, it does not actually write over everything. I was sent a different file to flash and it worked. I don't think it was important what the other file was, it just had to be different from my original base. It happened to be a 630 file and I just changed it to match my 725's.

I'm actually very, very impressed by how well the base file is running. I thought I would have to put in quite a few hours just get the thing to make it around the block. All of the information I've gotten from others helped a lot though and I was able to input calculated values right off the bat that are pretty darn close so far.

[SleeperAvant]

Apparently there is a reoccurring problem with late model B6 that causes the initial flash to have the symptoms I described. I attempted to reflash but flashing the same file only verifies the checksums, it does not actually write over everything. I was sent a different file to flash and it worked. I don't think it was important what the other file was, it just had to be different from my original base. It happened to be a 630 file and I just changed it to match my 725's.

I'm actually very, very impressed by how well the base file is running. I thought I would have to put in quite a few hours just get the thing to make it around the block. All of the information I've gotten from others helped a lot though and I was able to input calculated values right off the bat that are pretty darn close so far.

Nice! I'm interested in some logs.

[Dolphin18T]

Nice! I'm interested in some logs.

Here's an initial log. I'm a little lost on where to start tweaking but I'm continuing to read as much as possible. I'm more interested in getting my lambda values correct and dialing in O2 correction, rather than making power at the moment because I need to pass emissions before Sept. 23. My previous tune was pretty ragged and was running far too rich to pass emissions.

Any suggestions based on the log are very appreciated! Keep in mind I'm running the AMB maf sensor in a 75mm housing and I have the AMP map running with no scaling.

First Maestro Log (https://spreadsheets.google.com/spreadsheet/ccc?key=0ArMRbqb_106NdG5hVGgtX2JXS1FfeVBFSmhSN3BuV 1E&hl=en_US)

Reference:
2008cc stroker w/ fully built AMB head
AMB intake manifold, stock TB, stock cams
ID725 injectors
75mm maf housing w/ AMB sensor
GT28RS
APR exhaust manifold and TIP
Bosch F5DP0R plugs
Custom catless exhaust
AWE FMIC
Drop in Bosch 040 fuel pump on stock system

[Dolphin18T]

.........that and I kinda like the anodized purple.

Aha. I thought that might be it. Haha.

[Dolphin18T]

When tracing a histogram for average values, do you have to let it run through the entire logdata in real time or can it simulate it quicker somehow? I absolutely love this function so far but it's just a little painstaking on a 20-30 minute log.

[7speed]

Yes, I bricked my ECU. Do I have to send it to Tapp to have the stock file placed back on it or has anyone found a way around this yet ?

[Dolphin18T]

Yes, I bricked my ECU. Do I have to send it to Tapp to have the stock file placed back on it or has anyone found a way around this yet ?

How did you happen to do that?

[7speed]

I loaded the wrong file onto the ecu

[613B6]

I noticed the throttle angle vs air flow map has been added, anyone play around with bigger TB yet?

[Wet0willy01]

I eventually will with my 75mm r32 TB. This is good news...

[Dolphin18T]

Somehow between this morning and this afternoon I developed this error trying to load logs in Maestro. Anyone else??

http://i.imgur.com/X8T1h.jpg

[MmmBoost]

Make sure your log has the correct column headers.

[Dolphin18T]

Make sure your log has the correct column headers.

This happens with all of my logs. Even those I was previously able to load.

EDIT: This was actually the problem. You can not load log files that do not have the correct headers. Such as those created by the Maestro Logger during a session that overruns the data limit for a single file.

[MmmBoost]

Sounds like you need to uninstall Maestro and re-install.

The only time I've seen that error is if my logs are missing headers or if I try and save or open and then hit cancel instead hitting OK.

[Dolphin18T]

Actually, you were right, Chris. I was trying to load log files that were created as an extension because of the data/time (?) limit they must have for a single file. All the files created after the first one for a single session do not have the headers in place.

[loaded613]

Hey im pretty new to the tuning stuff and all the stuff in this thread is Chinese to me. I just have stock turbo but i intend on reflashing my car very soon as i now have a few mods that i wanted such as intake exhaust hfc and injectors. I really dont think i would know what to do with all this and the program. Is it easy to figure out and use or since im local and tapps shop is a 2 min drive from we would you think it would be best for me to bring it to him in person so he can tune it himself? I think he charges somewhere in the 800's for a tune but i know he gets it bang on. Would it be worth it for me to just have him tune it or would it be more cost effective if i just purchased it for later on down the road and figure out how to use the software? i plan on leaving my car the way it is with mods besides and intercooler for a couple years. What would you guys suggest?

[SleeperAvant]

If you don't have aspirations to move up to a bigger turbo, just get the stage 1 chip tune from Chris Tapp since he's near to you.

[CaRtharsis]

Good luck with getting Chris to tune your car. He is far too busy. Even those of us that have worked with him in the past have difficulty getting him to do it.

[loaded613]

If you don't have aspirations to move up to a bigger turbo, just get the stage 1 chip tune from Chris Tapp since he's near to you.

i plan on going gt28 somewhere down the road but not at least for a year or two!



Good luck with getting Chris to tune your car. He is far too busy. Even those of us that have worked with him in the past have difficulty getting him to do it.

yeah thats the other thing he has ridiculous amount of work and is always hard to get a hold of him and such. I may just go with one of the basic tunes from apr or giac or something along those lines but id much perfer to have tapp do it. One of my buddies a while back got his jetta chipped from there and i kid you not it was the fastest jetta around for just an intake and chip . It ran 14.5 the track which i though was pretty damn good for the mods he had. Im hoping to hit at least that with intake turbo back exhaust injectors and stage 2 tune. And i know if chris did it, it would defiantly be possible.

[MmmBoost]

Hey im pretty new to the tuning stuff and all the stuff in this thread is Chinese to me.........

........What would you guys suggest?


Don't tune your own car unless you are willing to put in a LOT of time figuring this stuff out.

Motronic 7.5 is not straight-forward like an aftermarket stand-alone unit would be.

Robert Bosch doesn't fuck around

Period.

[loaded613]

Don't tune your own car unless you are willing to put in a LOT of time figuring this stuff out.

Motronic 7.5 is not straight-forward like an aftermarket stand-alone unit would be.

Robert Bosch doesn't fuck around

Period.

Yeah thats what i figued. im really impatient and just generally not good with things like that. Just wondering what you guys would think. When i get my car back from the body shop im going to try and get a hold of chris to see if he has any time within the next couple months. Like i siad im impatient so hopefully he will have some time to do it cause id rather not have to get something like apr thats just a generic tune.

[MmmBoost]

Impatient + Maestro (any tuning actually) = Terrible combination

[loaded613]

Impatient + Maestro (any tuning actually) = Terrible combination

precisely what i figured. Thats why im gonna leave it to the pros. Rather pay to play then blow up my car cause i could see that happening if i did my own "tuning"

[Dolphin18T]

Well, I've been generating about 2 revisions a day for the past week or so, logging during my commute to and from work mostly.

I've got my LTFTs down to 3.375% and 0% with an IC of 0.03649839 on my ID725's (2008cc). This constant is quite a bit lower than my originally calculated value, but fueling seems pretty good now.

I still have yet to fix my restricted fuel pump issue that is causing erratic fuel pressure at idle.

I have yet to mess with the boost or timing at all and I'm getting some pretty bad boost creep from 0-5psi. I'm not sure what the cause is, but it was happening with my old tune as well. I have a new N75, but I haven't installed it yet.

[Wet0willy01]

This thread got me through a lot of setting up my base file. Thanks everyone!

I just need a new oxygen sensor that doesn't read a fixed 14.7:1 AFR and allows the ECU to read whats really going on and make O2 corrections....[facepalm]

Lots to learn, lots to read, but I love learning. Especially if its about something of interest of me.

[JumboBlack1.8]

Well, my MAF died last night.......that's the last time I buy used.......anyone know if its possible to buy just the sensor itself without the housing?

[Wet0willy01]

I bought mine used as well ... Do you have logs at idle with your MAF for me to compare?

[JumboBlack1.8]

I'm stumped.......Can anyone explain WHY I'm detecting knock in such low loads????

https://docs.google.com/spreadsheet/ccc?key=0AsoYZ-Uz9mA2dGZNZXR1MFUyRDhUTTU4cml5MU5LN1E&hl=en_US#gid=0

At the moment, I'm running somewhat close to a base file, as I'm dialing in a new S4 MAF (so the Flowmeter correction table is the only fueling table I've made corrections to). Currently running ID1000 set to the values provided with the flow sheet.

Any advice would be MUCH appreciated....

[Wet0willy01]

Where you having issues with this on your previous MAF?

[JumboBlack1.8]

Yes I was......it seems I'm running lean at the spots where knock is present. But, at other times, there is a rich condition that ALSO produces knock in those same spots.......so, whether I increase or decrease fuel, I seem to be getting the same results

*EDIT*

Also, I'm not sure if this is relevant, but I'm running a TEMIN (Min. Injector pulsewidth) of about .74 ms

[pape]

I'm stumped.......Can anyone explain WHY I'm detecting knock in such low loads????

https://docs.google.com/spreadsheet/ccc?key=0AsoYZ-Uz9mA2dGZNZXR1MFUyRDhUTTU4cml5MU5LN1E&hl=en_US#gid=0

At the moment, I'm running somewhat close to a base file, as I'm dialing in a new S4 MAF (so the Flowmeter correction table is the only fueling table I've made corrections to). Currently running ID1000 set to the values provided with the flow sheet.

Any advice would be MUCH appreciated....

what injector constant are you using? and when you used the ID dead time table at what psi did you use it at?

[JumboBlack1.8]

Used the numbers at 43.5psi. Since I've got 2009cc, my injector constant is .036852. I haven't changed either yet because I tuning one thing at a time.

[JumboBlack1.8]

I thought I was getting the hang of this Maestro thing, but apparently I still suck:
https://docs.google.com/spreadsheet/ccc?key=0AsoYZ-Uz9mA2dG5iWnZ5ZFh0aWpzTm5CVm9kb2x3cFE&hl=en_US#gid=0

Somebody please give me some advice before I burn this son of a bitch....

[Hansi]

I thought I was getting the hang of this Maestro thing, but apparently I still suck:
https://docs.google.com/spreadsheet/ccc?key=0AsoYZ-Uz9mA2dG5iWnZ5ZFh0aWpzTm5CVm9kb2x3cFE&hl=en_US#gid=0

Somebody please give me some advice before I burn this son of a bitch....

Change permission?
I won't be able to help you, haven't used Maestro enough, but I hope you manage to get it running right.

[Bische]

How do you know its knocking? Is it audible?

[Wet0willy01]

Are your knock sensors torqued properly to spec?

[Audiguy1234]

So after receiving Maestro I deleted my SAI, evap and PVC. Is the p2404 code able to be turned off by the evap? I emailed Chris, but no response yet, just wondering what others think, bc I have mine turned off but I still get that code.

[JumboBlack1.8]

Are your knock sensors torqued properly to spec?

When I refreshed the block a few months ago, I retorqued them to spec. I haven't heard any audible knocking. But the knock detection is coinsiding with very high ,o2 corrections......so I believe its REAL knock as a result of wildly incorrect fuel mixtures

[Wet0willy01]

You running resistor plugs?

[Bische]

When I refreshed the block a few months ago, I retorqued them to spec. I haven't heard any audible knocking. But the knock detection is coinsiding with very high ,o2 corrections......so I believe its REAL knock as a result of wildly incorrect fuel mixtures

Are you running a BOV or a non circulated DV?

[Wet0willy01]

He is running a TiAL Q-R dv recirculated to the TIP last I heard him say

[MmmBoost]

When I refreshed the block a few months ago, I retorqued them to spec. I haven't heard any audible knocking. But the knock detection is coinsiding with very high ,o2 corrections......so I believe its REAL knock as a result of wildly incorrect fuel mixtures


Are you confusing knock with timing correction. Just because the ECU is showing timing correction that does not mean you are getting knock. The ECU will pull timing for a wide variety of reasons.

If you want to monitor real knock, you have to look at knock sensor voltages.

[JumboBlack1.8]

I suppose I am confusing the two.....I have yet to log knock sensor voltages, but I will do so soon. However, the ecu is atill pulling as much a 6 degrees in low loads. I think its definitely a result of some fueling value being way off. Any ideas why I'm running SO lean at low rpm? I can post my values and maps if necessary

[Wet0willy01]

So you running ID1000s on a 3 bar fuel system? Static or raising rate?


Side note what intake manifold are you running?

[JumboBlack1.8]

Yup. 3 bar rising rate with an aeb manifold

[Wet0willy01]

Off topic... You have fitment issues on the injectors with the AEB manifold and injector adapters?