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I'll start tweaking that table and I'll report back here if it cures the hesitation issue.
I'm really looking forward to see how much your load figures will increase with the new intercoolers and MAFT.
Thinking of going the MAFT route myself later on but right now I need to replace my turbos as my poor 11b's have reached their limit. I've ordered a set of billet 15G/16T turbo from Tim Park (Boostmore). They should hopefully give me a bit more boost at higher RPM's.
I already tried the MAFT zeroed out and doubled the MAF size in Chrome. The load went to 320 at like 60% TPS and the stock boost / vacuum gauge maxed out whenever I hit the throttle. Also it rarely hit the lowest vac readings. I think ECU boost wouldn't work well with those settings since the highest load target you can set is 160 and the highest load offset is also 160.
That made me think what I should do is set Chrome back to EVO or stock MAF and set the MAFT to a higher injector value. More like Ray and Forest are doing. With two knobs to turn the actual load numbers are sort of meaningless but the 2 byte limitations in Chrome are a factor.
Good luck with the Boostmore stuff. We have a guy in our group that has RMA 3 times with Tim. The problem could be his car though since he never has looked at the bottom end and his first tuning step was to run a Supra pump without a hot wire.
That turbo RMA experience sounds worrying, lets hope the ones I get work fine. Initially I was going to order DR650 turbos but Matt would'nt accept PayPal payments for customers outside of the US and I didn't feel comfortable transferring that amount of money via a simple wire transfer.
I've been fiddling quite a bit with the ECU boost tables and it works really well when you get all values dialed in. However getting there is a tideous process. I'm thinking of letting the lcdbc control my boost while I tune the car and then revert to ECU boost control when I'm done tuning all other tables.
my maft is not set to a higher injector value. It is set for 360s. stock maf size adder, etc.Quote:
Originally Posted by Jimvr4
Thanks. I guess I was confused. I'll be setting things up like you have it and retuning.Quote:
Originally Posted by Forest Gump
So that means the load values are scaled just the same as when using the MAF?Quote:
Originally Posted by Forest Gump
If thats the case then it makes this MAFT approach even more desirable since it would reduce the amount of fiddling needed in other tables which get affected when the scaling of the load values changes.
Not exactly. The MAFT even zeroed out pulses less than a stock MAF. You still run into the same issues like running any piggyback were the load values are much much lower thus part throttle leaves you with high timing numbers.Quote:
Originally Posted by Unlogic
After adjusting MAF size back to stock and with the MAFT zeroed I'm not seeing a problem with load too low. I'm seeing about 220 load at 15 psi.
I saw that with my stock 9b car at 18ish psi.Quote:
Originally Posted by Jimvr4
Too many variables to compare load values, depending on how its tuned, intake setup, etc.
I was only seeing 250 to 260 load at 22 psi on dr750s.
If the maft is adjusted to the same afr as the stock maf was giving then it had to be outputting the same pulse or the afr would be different.