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  #16  
Old 11-22-2006, 01:29 PM
NeedForSpeed NeedForSpeed is offline
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I wasn't following how the proposed S2 could run all grades with lots of timing, while the newly proposed S1 wouldn't run all grades [regular] with lots of timing? It has to do with the Z32meter? Fuel programming? Just not tested yet?

The second set of code for S1 with less timing is good for stock displacement 4EAT's running nitrous, regular fuel, higher compression, etc., correct?

You said you will test the new first set of code for S1 with regular fuel. Will the S1 programming reduce timing via knock sensors on regular fuel, or do you expect the programming to run optimal timing running regular fuel; the same advance curve running premium?

The factory programming has less timing, but doesn't really like regular fuel. The reason your programming can run MORE TIMING on LESS OCTANE has to do with the fuel programming changes you have made?


Quote:
Originally Posted by longassname
The stage 2 proved able to run aggressive timing with all grades of gasoline already. Without the z32 meter the stage 1 software may not want to run as aggressive timing with regular unleaded; then again we might get away with running all grades on the 1st. Since it sounds like that is what people want for stage 1 I'll make that software right now and start driving on it with regular to see. I was just figuring to continue making the 2nd set of code have less timing just in case and in case you want to run nitrous.

Is there something else you'd like to put on the 2nd set of code or were you just not seeing the logic?
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  #17  
Old 11-24-2006, 07:34 PM
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I had a question, and maybe this is dumb, but will the chip allow running 100+ octane race fuel? I've read that various racing fuels contain lead, and I understand that might cause a problem, but I don't know why exactly. Can anyone explain it?
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  #18  
Old 11-24-2006, 09:50 PM
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Quote:
Originally Posted by Nemesis Destiny
I had a question, and maybe this is dumb, but will the chip allow running 100+ octane race fuel? I've read that various racing fuels contain lead, and I understand that might cause a problem, but I don't know why exactly. Can anyone expalin it?

It doesn't take too many tank fulls, to coat the catalytic converters, rendering them non working, and to coat the plug insulators.

With lead on the plugs, you can't run the very high voltages, with lean cruise mixtures, they misfire.
Don't know about the chip?

Harvey.
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  #19  
Old 11-26-2006, 11:53 PM
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The factory programming is lean in some places and rich in others. Noticeably it's rich at the combination of high loads and high rpms and leaner than you'd hope for at high loads and low rpms. If we get rid of the leaner areas we can run more timing. With the stage 2 software I accomplished this not in the fuel table but in the maf meter voltage translation table. In the stage 1 software I will be doing it in the fuel table and because the factory meter is less acurate at high airflows there will be larger differences in the ignition timing between cyllinders at the combination of high rpms and high loads.

Quote:
Originally Posted by NeedForSpeed
The factory programming has less timing, but doesn't really like regular fuel. The reason your programming can run MORE TIMING on LESS OCTANE has to do with the fuel programming changes you have made?
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  #20  
Old 11-27-2006, 06:41 AM
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Been driving for a couple of days now with the throttle body bypass restored to the OEM configuration. Stalling problem is much improved. Only issue seems to be very cold days.

Even that seems to have a fix. If the clutch is pushed in, while approaching a stop, while the engine is still above 2000 rpm, I think the ECU gets frantic to cure what it perceives as over-revving in neutral. So it cuts off all air. By the time it can respond to the rev's dropping to 0, the engine may have stalled. Leaving the clutch in as you approach a stop, until the revs drop to about 1000-1200 rpm seems to alleviate even this small problem.

I would be in for the Stage 2 Upgrade. Have to figure out how to get my NA engine to need the 370cc injectors.

Thanks, Mike.
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  #21  
Old 11-27-2006, 09:33 AM
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Quote:
Originally Posted by shotgunslade

I would be in for the Stage 2 Upgrade. Have to figure out how to get my NA engine to need the 370cc injectors.

.

Dan,
I'm with you on this! Maybe we'll just have to run a 125 shot on a normal basis
-Bill
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  #22  
Old 11-27-2006, 11:28 AM
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I really don't think there is an aircut. There is definitely a fuel cut though. I remember mychailo posted some wideband logs of his car with the stalling problem and the fuel cut during what the ecu considered engine braking teritory with the automatic was still evident despite his swearing up and down that the ecu and nuetral switch wiring was right. Now that the majority of the problem is fixed we should probably relook at the wiring and see if we can completely eliminate the fuel cut that way. If not I can massage the fuel cut in the software. I already did some work on it in the stage 3 software for different reasons.

I was also a little reserved in my adding timing to the bottom of the v6 table. It's possible I just mostly fixed the problem in v6 instead of completely fixing it. I've taken the stage 3 f prototype timing table and added in a floor of 20 degrees advance everywhere short of positive manifold pressures. This is the timing table I'm working with now. I'd be interested to see if this completely eliminates the stall problem or if the fuel cut needs to be addressed. Did you install your maf meter connector so that you have both the svx and z32 connectors?

Quote:
Originally Posted by shotgunslade
Been driving for a couple of days now with the throttle body bypass restored to the OEM configuration. Stalling problem is much improved. Only issue seems to be very cold days.

Even that seems to have a fix. If the clutch is pushed in, while approaching a stop, while the engine is still above 2000 rpm, I think the ECU gets frantic to cure what it perceives as over-revving in neutral. So it cuts off all air. By the time it can respond to the rev's dropping to 0, the engine may have stalled. Leaving the clutch in as you approach a stop, until the revs drop to about 1000-1200 rpm seems to alleviate even this small problem.

I would be in for the Stage 2 Upgrade. Have to figure out how to get my NA engine to need the 370cc injectors.

Thanks, Mike.

Last edited by longassname; 11-27-2006 at 11:57 AM.
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  #23  
Old 11-27-2006, 11:32 AM
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You wouldn't accidentally get racing fuel with lead. Racing fuel should be very well labled. They have fuels specifically engineered for every need you could imagine.



Quote:
Originally Posted by Nemesis Destiny
I had a question, and maybe this is dumb, but will the chip allow running 100+ octane race fuel? I've read that various racing fuels contain lead, and I understand that might cause a problem, but I don't know why exactly. Can anyone explain it?
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  #24  
Old 11-27-2006, 12:52 PM
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Another Idea/question...

Do we need two different stage 2's. A stage 2v7 where the 2nd wet of code has the reduced timing map for nitrous and a stage stage 2fv7 where the 2nd set of code runs e85?
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  #25  
Old 11-27-2006, 01:03 PM
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Quote:
Originally Posted by longassname
Another Idea/question...

Do we need two different stage 2's. A stage 2v7 where the 2nd wet of code has the reduced timing map for nitrous and a stage stage 2fv7 where the 2nd set of code runs e85?
Michael,
My vote is for one nitrous map and one map with max timing for 93 oct. I can't buy e85 anywhere locally, thus the rationale for my vote
-Bill
p.s. how would the 370 injectors - assuming we can get "plug-n-play" versions - fit into this?
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  #26  
Old 11-27-2006, 01:43 PM
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Bill I don't think you are understanding right. Each memory adaptor holds two sets of software and you can swtch between them on the fly. I was saying I could make one version of stage 2 that is as you described (max timing on the first set of code and reduced heavy throttle timing on the 2nd set of code) and a second version of stage 2 (call it stage2fv7, f for flex fuel) that has max timing for petrol on the first set of code and code for e85 for the 2nd.

I think what you are saying is yes you would like to have a 2nd version of stage 2 that has the reduced timing for petrol.



Quote:
Originally Posted by SVXRide
Michael,
My vote is for one nitrous map and one map with max timing for 93 oct. I can't buy e85 anywhere locally, thus the rationale for my vote
-Bill
p.s. how would the 370 injectors - assuming we can get "plug-n-play" versions - fit into this?
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  #27  
Old 11-27-2006, 02:12 PM
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Michael,

S2fV7 is my vote. Ethanol is coming to a station near you!

91 Octane is the best in California, how will the max timing table adapt for that?
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  #28  
Old 11-27-2006, 02:15 PM
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I like S2V7f better, more logical for my dyslexia!

Quote:
Originally Posted by NeedForSpeed
Michael,

S2fV7 is my vote. Ethanol is coming to a station near you!

91 Octane is the best in California, how will the max timing table adapt for that?
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  #29  
Old 11-27-2006, 02:21 PM
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fair enough. we will have Stage2v7 and Stage2v7F
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  #30  
Old 11-27-2006, 02:25 PM
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Michael:

The reason I asumed there was an aircut was because substituting a manual valve for the automatic valve on the throttle body air bypass was totally effective at eliminating the stalling problem. If a fuel cut-off were stalling the engine, it would seem that keeping an open air passage wouldn't be so effective at eliminating stall. The only problem with the manual bypass was fairly common episodes of high idle. My clutch pedal is wired to communicate to the ECU when it is depressed. As previously posted:

Quote:
Shotgunslade's car is wired same as mine. Only time the car is reading a neautral position is when the clutch is depressed.

Tom
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