Practical Standalone Tuning: Step 9: Full Power Tuning

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Step 9: Full Power Tuning

28.35

00:00	Alright, for the final step of our process on the dyno, we're now going to perform our wide open throttle, full power ramp run tuning.
00:07	And what we're going to do before we start this is just make a few adjustments to our map to essentially make it just a little bit safer.
00:14	So, what we're going to do here is start with our base fuel tuning and I'm going to essentially highlight all of the areas above 80 kPa here and we'll just press the P key and we'll add 3% fuel here, just making it a little bit richer and hopefully this is going to mean that we are richer than our target and everything's going to be nice and safe.
00:37	Likewise we'll come across to our ignition timing table and we're going to essentially do the same thing.
00:41	Above 80 kPa here, I'm just going to start by removing 2 degrees.
00:46	Now, hopefully we should be able to creep that timing back in and we should be able to remove that fueling, but again we're just starting from a position where we should be a little richer than we need to be and we should be a little conservative with our ignition timing.
00:57	I'm going to be leaning here on the logging and playback functionality in the Haltech software and this is just going to make it quick and easy to find out exactly where we were accessing in the fuel and ignition maps during these ramp runs.
01:11	Of course, during the ramp runs I will be using knock detection equipment just, so I can hear if we do have any knock creep in.
01:18	Now, the other thing we do need to address here is our boost limit and our RPM limit.
01:23	You'll remember that we started with conservative numbers there and we're obviously going to end up bumping into those, so let's just go through our engine functions here and we'll come down to our main limiter and we're going to now set that out to 7500 RPM and that should be basically where we want to end up running the engine.
01:47	And we can leave at 120°C, we're a bit more conservative there, 5000 RPM, I actually bring that down to 3000, obviously if we're out at that sort of temperature, something's gone wrong and we want to safeguard the engine, and down at 20° I might not want the engine being driven that hard, so maybe we want to set that at 6000 RPM.
02:06	A lot of this really comes down to personal preference.
02:09	We'll also look at our overboost cut pressure, so we've got that set at 100 kPa.
02:14	Let's bring this up to let's say 160 kPa which should be higher than we're going to be able to run anyway given the current wastegate on the car.
02:23	Alright, so let's head back to our dyno setup here and what I want to do for a start is obviously, we've tuned out to 4500 RPM, so we should be pretty comfortable that the tuning should be in the ballpark out to that RPM.
02:38	I'm actually going to take us out though to 6000 RPM just to speed this process up a little bit for the purposes of our tuning.
02:46	And this again is really up to how comfortable you are with the tuning process.
02:52	Obviously, if we go past 4500 RPM and things aren't right, maybe we've got some knock occurring or maybe our fueling is way too rich or way too lean, we don't have to stay in the throttle and complete the ramp run.
03:03	We can clutch in, abort the run, make some changes and come back and revisit it.
03:07	So, I'm comfortable here going out to 6000 RPM, we might find that our fueling isn't quite right, but again if I'm not happy with anything, I'm just going to abort the run and come back and look at what changes need to be made.
03:21	So, let's get our first run underway now.
03:36	OK, we've got our first run complete there, 250 horsepower at the wheels, 267 pound foot of torque.
03:44	And I did actually abort that run exactly as I was explaining, we can see that on the dyno trace, our lambda was targeting pretty nicely around our target 0.8, 0.82 or thereabouts and we can see up above 5000 RPM it just started to taper lean and by 5500 RPM we're up to about 0.90 lambda and that's when I aborted the run, so that's as easy as it is.
04:07	But we did get out to 5500 RPM, let's have a look at our log viewer here and we're just using the playback function here because the nice feature of this is it does show whereabouts we were accessing in the map at any particular time.
04:21	And we can also see up here we've got our lambda versus our target.
04:26	So, what I'm going to do is essentially go through here and just make appropriate changes as required.
04:32	So, looking at our lambda, we're probably a little bit lean here.
04:37	So, what we'll do is we'll add 2% into here and just going to step through essentially.
04:42	So, what I want to try and do where possible is basically be in the middle of a cell where I'm going to make a change.
04:50	You can see 0.87 on a 0.86 target, so we'll add 1 % here and I'll just copy that across here because there's a little bit of interpolation.
04:58	And at this point here, we should go a little bit rich here.
05:03	So, what I'm going to do with these two cells here is I'll take 2% out and might copy that up as well.
05:12	And looking through here, actually with the 3% that we've added in, we actually did need that fuel, looks like we would have been a little bit lean otherwise.
05:24	0.83 on my 0.83 target here, although we are now getting down to 60 kPa.
05:30	So, our boost's dropping away, 0.84, everything's looking pretty good here.
05:35	0.87 now on a 0.85 target, let's just come back here.
05:40	So, we're about 1% lean here.
05:44	Now, when we're making changes above 4500 RPM, instead of making individual cell changes, I'm going to make the cell changes to the entire column.
05:54	Basically, on the premise that if we're a little bit lean at this particular point under boost, chances are that whole column might be a little bit lean.
06:01	We're splitting hairs though, it is 1% sort of within the realms of error here.
06:07	And just coming through to 5500 RPM, 0.89, so now about 4% lean.
06:15	So, because we're lean here, I'm actually going to also highlight all of the columns out above and we'll just add in 4% fuel there.
06:24	Alright, so we've made our changes, had no audible knock, so I'm happy with that.
06:29	At the moment we just want to focus on getting our fueling dialled in all the way up to 7500 RPM.
06:33	So, let's close down our playback, log playback and we'll perform another ramp run.
06:52	OK, second run complete there, we've managed to get all the way out to the end of our run.
06:57	This time still going a little bit lean, but not quite as bad as the last run.
07:01	248 horsepower, 269 pound foot of torque although I'm not too worried about that at the moment.
07:05	Let's jump into the log playback and we'll see what we've got here.
07:09	So, again if I just essentially cycle through here, for the most part we're always within about 1% of our target, little bit lean there, I'll just add in a little bit of fuel here, we'll just add 1%.
07:24	Let's just go through here again.
07:27	I'll add 1% at 5000 and then it's really at 5500 RPM and above where we're starting to drift a little bit leaner.
07:38	Getting out to, yeah still only 1% here, maybe 6000 RPM is where we really need to make the bulk of our changes.
07:46	Yeah so 6000 RPM and above again I'm just going to add 4% there.
07:51	So, because we are getting our fueling at least close enough to the ballpark, now, I'm going to extend the RPM range and again I would probably suggest initially just creeping out in 500 RPM increments, just to speed the process up here though, we'll go all the way to 7500 RPM and we'll get another run complete.
08:23	Alright, so again I haven't quite made it all the way up to the end of the run, we can see that our fueling, pretty good up to about 5500-6000 RPM now and then it starts to taper lean again, so this really all comes back to those guesses we made when we were filling in our VE table and we've simply overestimated there how much the VE was going to fall over, but that's OK, we can fix it.
08:46	Looking at our power, 266 horsepower now, again I'm not really too worried about the specifics of that right now.
08:53	Let's jump into our log playback and we'll have a quick look through this.
08:57	So, again just looking at the areas that we've already adjusted, pretty much within 1% here, so I'm not going to be too fussy about that.
09:06	At this point here, so 6000 RPM, we're about 2% lean there, 0.87 on a 0.85 target.
09:15	So, we'll add in 2% to 6000 RPM and we'll come up to 6.5.
09:23	Now, we are 0.91 on a 0.86 target, so about 5% now, so we're definitely a little bit out of the ballpark here, so we'll add 5% there.
09:35	And right at the end of our run, not quite up to 7000 RPM and now we're 0.93 on a 0.86 target so 7%.
09:46	So, what I'm going to do is just add 7% here and then I'm just for the moment going to copy and paste this column out to 7500 and 8000 RPM.
09:56	Now, we will expect it to drop away, maybe we'll take a little bit out of 8000 RPM and a little bit out of 7500, but basically we're seeing consistently we are a little bit too lean at that point, so we want to just try and address that.
10:12	Alright, let's see if we can now get through to 7500 RPM.
10:31	Alright, on that run, I did stay in the throttle to 7500 RPM.
10:36	We are tapering away slightly leaner again, but again I'm not too worried about this also given the low boost that we are running, we haven't really talked about that at this stage, but if we look at our log playback here, the yellow line here is our boost pressure and we can see that we peaked there at about 75 kPa and we also see that due to the factory turbo sizing and the lack of any control at the moment, we're dropping all the way back down to 60 kPa so 0.6 of a bar positive boost, so, it's not a lot of load here.
11:06	And we can see at this stage we are now about 3% lean out at 7300 RPM.
11:14	So, let's go through and again we'll just have a quick look at our numbers.
11:18	If I'm within 1% I'm pretty happy here.
11:20	Be completely fussy, let's just add 1% here to 6 and 6500 RPM.
11:27	Coming out to 7000 RPM now, we're about 2%.
11:31	We seem to have been underestimating here, so what I will do is just add 3% this time so, we aren't really chasing our tails too much.
11:39	And again 3% at 7500 RPM, so I'll just add 4% out there just to try and overestimate a little bit, we've got quite a flat VE curve at the moment which is a little unusual, not exactly what I would have expected from this engine, but ultimately we have to give the engine what it actually wants.
11:57	Alright, so at this stage we should have our fuelling pretty much under control.
12:02	And normally I would suggest getting your fuelling completely dialled in before making any further changes to your ignition timing.
12:09	Again just to speed this process up a little bit, let's try adding a couple of degrees of timing here, remember we did take a couple of degrees out, so just looking at where we're running though, we started at just under 80 kPa as we've already mentioned and we actually dropped down to 60 kPa, so we actually hadn't taken any timing out of that particular row.
12:32	So, we might not see any change here, but what we'll do is first of all we'll add back in the two degrees, let's just close down our log viewer, our log playback I should say and what we'll do is we'll add back in those two degrees we've taken out.
12:47	And we'll just try this for a start, but remembering we're only kind of briefly interpolating up into that 80 kPa row, so this might not have too much change.
12:57	Once we're comfortable with this, what I'll try doing is actually adding in two degrees at 60 kPa as well.
13:03	So, let's get another run underway.
13:25	Alright, run complete there, we actually didn't see any noticeable change, but remembering we were only going to be interpolating up into that 80 kPa row right at the very start where we reached peak boost and even then we haven't seen any gains.
13:39	However, we know that that timing was safe as well, we've got no knock occurring, we will go through and try adding two degrees at 60 kPa and just see what that gives us.
13:48	Just looking at our fuelling which we're still just dialing in a little bit and just scrolling through here, essentially right on our target we've got a little lean spot here at 6500 RPM, so I'll just add 2% there.
14:03	And just coming through to seven, pretty much spot on our target at seven.
14:10	And then as we get up to 7500, again spot on our target there, so reasonably happy there.
14:15	We can dial this in as you can see quite quickly.
14:18	So, let's come through to our ignition timing and we can see, particularly at the end of the run we are squarely in the middle of our 60 kPa row, so what I'm going to do here is just add two degrees to the 60 kPa row.
14:32	I'm honestly not expecting to see much improvement from this, but for the sake of completeness, let's just test.
14:38	What I will do is I will get rid of our previous, the two runs ago that we were comparing against and now we'll just be comparing over our last run and this will make it really obvious if we are seeing some gain, so let's get another run done.
15:08	Alright, we could see those two runs overlaid directly on top of each other, so if we added two degrees it's made absolutely no difference, so we're simply going to come in and remove that timing, so let's take that two degrees back out.
15:22	So, we know we're pretty much right at MBT.
15:25	Looking at our fuelling, again pretty close everywhere.
15:29	Might add another percent here at 7000 RPM, but of course that will require us going back to our fuel table, so we're not making a change to our ignition timing.
15:37	OK, so now we've got our ignition timing and our fuelling dialed in at our minimum wastegate spring pressure.
15:45	But of course we want to add some boost here and creep up on this and see what everything's doing.
15:50	So, how are we going to do this and again this is not covering the boost control tuning in detail.
15:55	I'm going to make this very simple for our worked example, if you want to learn more about boost control, we do have webinars covering that as well as our boost control tuning course.
16:03	So, what we're going to do is come down to our engine functions here and boost control and all we want to do is come to our open loop duty cycle table and make a change here.
16:14	What I suggest is to start with, just make small changes.
16:18	You're probably going to want to start with maybe a 10-20% increase in your duty cycle.
16:23	When you're starting at zero, generally there is a dead band with most three port solenoids, so you won't actually see much if any change until you get up above about 10, maybe 15%.
16:33	Again because I know this car quite well, I'm going to make a slightly more bold change here and we're going to step this up to 30%.
16:42	What we really want to do ideally is we want to sort of step up just one row in terms of our load, in terms of our kPa, so we're not going straight from let's say 10 psi all the way up to 20.
16:55	We want to creep up on this and that way we're going to be able to get an idea of the trends in our table are correct and it's doing what we want.
17:03	So, let's get another run underway now and hopefully we should have a little bit more boost and a little bit more power.
17:24	Alright, so we can see there, 277 horsepower.
17:27	We've seen a modest increase in our power obviously as a result of that boost pressure.
17:32	Lambda on the dyno screen's looking pretty good, let's jump into our log playback and see what we've got here.
17:38	And we can see for a start, our yellow line here which is our boost pressure, we peak now at just on 83 kPa, so yep a small increase, this is about the increase that we'd sort of realistically want.
17:51	So, we're now squarely in the 80 kPa row although of course the boost will taper away, so just looking at our lambda here, I'm pretty happy with this, it's if anything a little bit on the rich side, but I'm happy with this, we are going to be increasing our boost further, so I'm not too concerned with this at this stage.
18:11	Looking at our ignition timing here, I'm actually going to leave this as it is as well because again we're still sort of interpolating through the same rows that we've already been dealing with, so no need to make a big change here.
18:21	So, basically looking at this, we peaked at 83 kPa and by the end of the run there, we're down to 66 kPa.
18:29	Now, I could use the boost control here to manipulate that curve a little bit but what we're actually going to end up with as you'll see is stepping this all the way up to just 100% duty cycle.
18:39	The wastegate on this is a little bit soft and I can't actually get the boost pressure that I want out of it, so a little bit of a compromise needs to be made there.
18:48	Let's come back into our open loop boost control, it's duty cycle table and let's just make another 30% change here, let's go all the way up to 60, that should give us a reasonable increase in our boost and we'll perform another run.
19:16	Alright, another increase there, 293 horsepower this time.
19:20	Looking at our lambda on the dyno, looks pretty good, possibly a touch rich in a spot here and there, but let's have a look at our log playback and see what we've actually got.
19:28	So, first of all looking at our peak boost, we're just under 100 kPa or one bar of positive boost pressure, dropping away to just under 80 kPa there, so again that same trend.
19:41	Looking through our air fuel ratio, generally we're all within about 1% here, pretty happy with that, this spot here.
19:50	Possibly a little bit rich here, so what I'll do is I'll highlight from 80 kPa and above and we'll take 2% out of that particular area.
20:02	Looking at that, probably again we will take another 2% out here as well, it's actually 3% but just be a little bit more conservative here, don't mind it being a little richer than my target and yeah 7000 RPM and above, no let's actually have another look at that.
20:22	So, 7000 RPM we want to take 4% out, but again I'll just underestimate that and take 3% out and then 7.5 which not quite getting there, but close enough.
20:34	So, 7.5 and 8, I'm just going to take another 3% out.
20:42	OK, so everything's looking pretty good, no knock at this stage, let's go ahead and increase our boost one more time and again I'm making bigger jumps here than I'd suggest, but for the sake of just keeping this worked example manageable, we'll go all the way to 100% so, this is the maximum boost we are going to be able to achieve.
21:03	And let's get another run underway and see what this results in.
21:21	Alright, our run complete there, 325 horsepower at the wheels.
21:25	Lambda does need some work now.
21:27	You can see that we were on the dyno a little bit lean between about 3500 and 4000 RPM and it looks like we taper a little bit rich up above about 6000 RPM, so let's again have a look at our log playback and see what needs to be done.
21:41	Alright, so something that is worth noting here is we can see that our yellow trace for our boost, and we can see this on the dyno as well, we've got a dip in both torque and power as a result, of this little boost drop away.
21:53	There's nothing we can actually do about this, this is a mechanical aspect of the boost control system, can't actually tell you why that's happening, but we are commanding maximum duty cycle from the boost control solenoid and that dip I cannot fix, so that's just something that we're going to have to deal with.
22:10	Looking at our fuelling there though, we can see that when we hit peak boost, we're actually pretty good up until the point where we hit peak boost and then we are quite lean there.
22:20	So, what we're going to do here is make a change and we will highlight 120 kPa and above and we're about 6% lean there, so we will add 6% in.
22:32	I'm just going to copy this down as well and just I will linearise these numbers, so we've got something, we know that we were good at 80 kPa, we can right click here and we can use the linearise vertical or we can use the V key.
22:48	OK, so let's just keep moving through here and see what we were doing at 4000 RPM.
22:55	Little bit lean, but not too bad here.
22:57	We are interpolating down into the 100 kPa site, so what I'm going to do is add 3% to those cells and above.
23:04	Again we'll get ourselves out to 4500 RPM here.
23:09	And about 3% lean there, so we don't want to make a change to the whole column.
23:16	So, we only need to take this down to 120 so 3% there.
23:22	And then 5000 RPM, looks like we're just about coming right here.
23:29	Need another 2% here.
23:32	And then I think we're pretty much on our target from 5500 RPM.
23:37	If I'm going to be really fussy, which I will be, we'll add 1% anyway.
23:43	6000 RPM, now we've gone a little bit rich.
23:47	Not too bad, we'll take 1% out there.
23:51	6500 RPM again, just 1%, really not too much of an issue.
23:57	Again obviously safer to be a little bit rich than a little bit lean.
24:03	And maybe 1% out, 1%, 7.8, 7.9.
24:10	Splitting here is really a bit of noise on that lambda trace, so what I'll do is I will take out just 1% here.
24:18	Alright, so we're essentially out at our maximum boost that we can run.
24:23	What we want to do now is see if the engine will accept some more timing.
24:27	So, let's have a look at what we were actually running through in our timing map.
24:31	So, we obviously peak out here just above 120 kPa and then by the end of the run, we are down here at just under 100 kPa.
24:44	So, what I'm going to do for a start is just highlight that entire area, 100 and 120 kPa and what we're going to do is just add 2° in there and we'll remove our previous run at lower boost, so it just keeps it nice and clean.
25:01	This will overlay directly on top of our last run and in real time we'll be able to see if we've got a gain from that additional 2° of timing.
25:24	Alright, with that run, picked up a little bit of power again, 329.5 horsepower.
25:30	What we could see is we didn't really start seeing an improvement from that additional timing until we were out about 4000 RPM, we added it from 3500, didn't really seem to make much difference, so of course if we've added timing and it hasn't made a difference, we're going to simply remove that, so we'll just take those 2° back out at 3500 RPM.
25:50	Before I go further with the timing, let's have a look at our fuelling and see we've got a little bit of noise on the trace here, so I'm not going to be too specific about the actual numbers, but if we click through here, we're essentially now always within about 1% of our target, so I'm pretty happy with that.
26:09	Little bit lean potentially down here at lower RPM now, but let's just do one more run and see if we're getting run to run variations in there.
26:18	What I'm going to do now, just in the interests of testing, I don't think we're going to see much of a difference here, from 4500 RPM and above, again the area that we're running in, I'm going to add another 2°.
26:29	Now, the reason I don't expect to see much of a gain here is twofold.
26:33	First of all, we didn't really see a huge improvement in power and torque from that last 2° and also we can see the numbers that we've got here at 80 kPa, 18°, I would expect as we move from 80 to 100 kPa, we'd probably need to remove some timing.
26:49	So, the fact now that we've got consistent timing at both 80 and 100 kPa, normally a sign that probably either we're not going to get an improvement with that additional 2° or potentially we were maybe a little under advanced at 80 kPa which didn't really seem to be the case.
27:05	Let's get another run underway though and we'll see what we're dealing with.
27:25	Alright, so we've seen a modest improvement there from that additional 2°.
27:30	I've got no knock, but given such a small improvement there, I'm not going to be chasing every last horsepower here, so I'm simply going to come back in and take that additional 2° back out, I'd rather be a little conservative here with this engine.
27:45	Let's have another look at our fuelling here and we can see again as I click through, we're basically within about 1% everywhere, so I'm going to leave my fuelling as it is as well.
27:56	Once we're actually off the dyno and I'm happy with the tune we've tested in the real world, I will also be enabling closed loop fuel control on this and that's just going to allow the Haltech ECU to make changes on the fly if we are a little too rich or a little too lean.
28:12	But essentially if I'm within 1% of my target, I'm pretty happy here.
28:16	So, at this point we've got a tune that's complete, it's conservative, I'm happy with it, the fuelling's on target, we've got as much boost as this wastegate can provide, we're done with our dyno session and we can now head out into the real world and see if everything lines up on the racetrack.