Practical Standalone Tuning: Step 9 : Full Power Tuning ( Laptop )

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Step 9 : Full Power Tuning ( Laptop )

39.53

00:00	Alright, finally at the sort of more exciting part of the tuning process which is of course is our wide open throttle ramp run tuning.
00:07	And again we're breaking this down into two separate modules, we're going to start by covering off this process if we're using the laptop tuning software.
00:16	Following that we'll jump into looking at how we can deal with this if we're going to be using the touchscreen.
00:21	So, what we're going to try doing here is initially do some ramp runs out to maybe 3500 RPM past where we'd steady state tune.
00:29	So, you'll recall we've steady state tuned out to 3500 so chances are because we've added some shape to our VE table, we've extrapolated our ignition timing values out, they might not be quite right but we're probably going to be safe enough to at least explore out 500 RPM and past where we'd actually steady state tune to.
00:48	Once you're a bit more familiar with this, generally I'll actually go out to maybe almost as far as I intend to go, 5500 or 6000 RPM, something like that.
00:57	And all I'll do is I'll be listening for knock and I'll be watching my air fuel ratio.
01:03	If everything's tracking nicely, particularly as far as the fuelling goes it should given the closed loop control, we can safely run the engine all the way out through to the rev limiter in one go but I'd certainly start, recommend that you start while you're learning, just going in 500 RPM increments, it's just a little safer and gives you a bit more control but remember you can always back off the throttle, clutch in if it's a manual transmission, if something isn't going how you want and you're not happy with the fuelling or you do hear some knock occurring.
01:35	Now, that we know what we're going to be doing, let's jump into the tuning software and have a look at a couple of changes I'd recommend making.
01:41	So, if we start on our VE table here, what we're going to do is we're going to highlight the entire wide open throttle operating area here so we'll go down to 95 kPa and we'll use our offset function here and what I want to do is just add a little bit more fuel just for some safety so maybe only as much as 2% or 3% should be sufficient.
02:02	So, let's enter a value or multiply symbol and then value of 1.02, that will of course add 2% so we're just richening things up a little bit.
02:11	We can also just check our target air fuel ratio here and make sure that we're still comfortable with these numbers, nothing's really changed so we absolutely should be.
02:19	And another little feature I haven't actually mentioned yet, you can use this little tick box here and that will change your values from air fuel ratio units through to lambda.
02:29	Personal preference there, I'm going to leave this in air fuel ratio units because this ECU is so US centric and I know that the majority of US tuners do tune in AFR units.
02:42	It's irrelevant, the process is still exactly the same but if you prefer lambda, that's how you can change it.
02:48	Alright, we'll also jump into our base timing table here and again I know that these numbers are going to be conservative but at least for the start what we'll do is we'll highlight that same area that we just highlighted in the VE table and again we'll use the offset, this time the minus symbol and we'll just pull 2° out of there just again to start from a position where the timing is nice and safe and conservative, a little on the retarded side of MBT and likewise we should be a little bit richer than our target and we've got our closed loop coming into play there as well.
03:23	Alright, so we're ready for our first ramp run, let's just have a quick look at our dyno setup.
03:27	And this is a new version of the Mainline dyno software, it looks a little bit different to what you'll have seen previously if you've watched any of our other worked examples but the process of tuning and how we use the dyno's really the same.
03:41	The important part here is we've got our start speed, we've got our end speed which as I mentioned I've taken that out to 4000 RPM and we've got our ramp rate so how many RPM per second we're going to be accelerating at.
03:55	So, I've left this at 500, we just want to choose something that realistically replicates the speed that the engine will accelerate when we're out under real world conditions.
04:04	Alright, so nothing really remains here except to get our first ramp run out of the way.
04:09	However, I will just point out we are going to be using the datalogging features of the Holley Sniper software and in order to activate that we can click this little clipboard symbol that will start datalogging, so we can do that now and you can see that's turned red, indicating that it is logging and once we've finished our ramp run, we can click it again and it'll prompt us to save our datalog.
04:31	Alright, so let's get our first run underway.
04:44	Alright, so our first run complete there, fairly uninspiring 148 horsepower but clearly this engine is never going to be setting world records.
04:52	We'll come back into our laptop software here and we'll click the datalogging icon again and just call this something that's going to make sense so run one close enough.
05:02	Alright, so one other thing I'll just point out there, I haven't got air fuel ratio on the dyno for the purposes of our tuning today which I normally do, however during the ramp run, what I was watching here on our tuning, interestingly this is our idle tuning but doesn't really matter as long as we've got the data available, target air fuel ratio, measured air fuel ratio and then also to get a sense of how far out the tune is, I was also watching the closed loop compensation.
05:30	So, basically if I see anything I don't like there, in other words the engine's going excessively rich or lean, I can choose to abort the run.
05:38	Alright, let's open our log file and take a look and see how things went.
05:42	And to do that we want to go to our datalog drop down menu here and click on open datalog and we'll open the run that we just saved.
05:50	Now, when it opens by default it's going to have a lot of channels being displayed and our phase value looks a little bit confusing.
05:57	We don't need most of those for our purposes here though so what I'm going to do is come over and click the toggle off button and then we can choose just the ones that are irrelevant to us for the moment.
06:07	So, we'll click on RPM.
06:09	We can click on throttle position but realistically you can see that I'm wide open throttle the whole way through the actual ramp run so doesn't really make much difference to us.
06:19	Can be useful just to check our injector duty cycle just to see exactly what that's doing but at the moment we're only hitting, let's see, our maximum value there, 24%, we can see that's being shown up here.
06:33	So, nowhere near the limit of the injectors as we'd expect so we'll turn that back off.
06:38	We do want to have a look at our closed loop trim though, our closed loop compensation and then of course the next two, our measured and target air fuel ratio.
06:46	So, these are really the pieces of information that are relevant to us at the moment.
06:50	Now, we can also manipulate the way everything's being displayed, we've got the ability to zoom in and out to get a better look at how things are going.
06:57	Once we do that we can sort of manipulate what we're actually looking at by dragging ourselves around the entire log file.
07:04	So, straight away the takeaways are that for the most part our purple line which is our measured air fuel ratio is sitting very very close to our target so that's great.
07:14	However, the yellow line which is our closed loop, we can see that the closed loop is doing a little bit of work, particularly here before the actual start of the run, if we click here, we've got an 11% positive trim.
07:26	We can see right at the very top end, we've got minus 4% and that was at 4000 RPM, we know that we haven't got out there so not that surprising.
07:35	Interestingly though if we look at the areas we had tuned under steady state conditions, 1% error so it's actually all working pretty well.
07:43	Now, we do need to consider this little rich dip in here and this is actually most likely been induced by the way I started that ramp run so it's not very realistic and I'm not going to try and fix it just yet.
07:56	I've already mentioned that at the start of the run, before we actually started ramping up, we had an 11% trim but what we can see as well is that that trim was trending down.
08:06	And this is quite likely just a result of some heat soak or something of that nature.
08:10	I've been sitting here with the engine running without the fan going, talking and that's probably just some heat soak.
08:17	And well the result of this is that when we actually started the ramp run, it's got a positive trim in there and we can see that our fuelling's gone rich until our closed loop trim's come back and sort of sorted all of that out.
08:28	So, for the moment I'm going to ignore that aspect.
08:31	But ultimately everything's looking pretty good here.
08:34	So, what we'll do is we'll just minimise this and another feature that's quite helpful is to use the datalog activate overlay feature and we do need to go offline here so we can do that by clicking the little online toolbar in the toolbar and now what happens is that when we click somewhere on the log file, it will actually show exactly where we were accessing inside of the table or the tables at that particular point.
09:03	So, it makes it really easy to be nice and pinpoint accurate.
09:06	So, as I mentioned I'm not going to try and deal with anything in this area, we'll see if we can get a cleaner run on our next run but let's just look through here and we've got at 3000 RPM, a 1% error, I'm going to leave that for the moment, that's within the bounds of what I'd expect anyway so I'm pretty happy with that and we're still on 1% here up to 3400, 3500 RPM which makes sense because again we've tuned in steady state to that point.
09:33	Let's now sort of look at where we start dipping a little bit richer here and 3750 RPM, minus 2%, not too bad there but we can make a change.
09:43	So, what we'll do is we'll click back up into our VE table.
09:46	Now, because at 3750 we haven't steady state tuned at that point, instead of just making tuning changes under the wide open throttle areas, what I'm going to do is make this change to the entire column and we'll just come back and confirm at 3750, arrow keys to get across, minus 3%.
10:07	OK so we'll come back, we'll use the O key for offset, the multiply symbol, 0.97 is the same as removing 3% and we'll click OK.
10:16	Come back into our datalog now and we want to get out to 4000 or as close as we got to 4000 and at that point we can see that we are trimming out 4%.
10:28	Come back and make that change but I'm also going to extrapolate that change out and to the right.
10:34	So, I'll highlight the entire table, this is just guessing here that if we're rich at 4000 RPM, chances are we've overestimated our VE to the right as well and we'll just try and speed up the process by sort of extrapolating the change that we are making.
10:49	So, again the O key for offset, multiply and 0.96, take out 4%, click OK and we're done.
10:58	Alright, so what we'll do now is we'll close down our datalog file.
11:02	We'll remove our overlay and we'll link back to our ECU.
11:07	Of course, it's telling us that the file on the laptop and the file in the ECU no longer match and that's failed so what we want to do of course is send those new changes through to the ECU.
11:18	Alright, that should have us good to go there from the ECU standpoint.
11:22	We'll turn our fan on and what we're going to do now is just extend our end speed RPM.
11:28	So, again totally up to your personal preference and how comfortable you are.
11:33	You can just creep out in small 500 RPM increments.
11:37	In this case just to speed our job up a little bit, what I'm going to do is go out to 5000 this time, well actually 20,000's probably a little bit optimistic.
11:47	Let's try again, OK 5000 so now it's going to be a 6.4 second ramp run.
11:52	This time I will give the engine a little bit more time to sort of stabilise, get rid of any heat soak so let's get ourselves up and running and ready for our next ramp run.
12:01	Not forgetting to start our datalogger before we do so.
12:05	Alright, this time before we start our run we've got our compensation down to essentially right on zero so we should get a more representative run.
12:12	We've got our datalogger running, let's get our run underway.
12:24	Alright, second run complete there, we'll let the dyno stop, 166 horsepower.
12:29	Again, we're not really chasing power for the moment, we can see that it's overlaid directly on top of our previous run right up to the point where obviously we only went to 4000 on the last run.
12:40	Everything's looking pretty good and just watching our closed loop trims there during the run, everything was looking pretty good till right out at the end of the run, I think I saw about minus 5% pop up.
12:50	So, what we'll do is we'll save our second datalog file here and we'll get that open and have a look at our results.
12:57	Alright, so looking at our log file here, let's do the area of our ramp run, sort of here through to about this point, we can see that straight away, just like our previous run, realistically, our air fuel ratio is always really close to our target.
13:12	This is a bit more representative of what I was mentioning after our previous run.
13:16	We can see that we've got, if I click right here, at this particular point we are a little bit richer than our target but then straight away, almost the next sample, we are just a little bit leaner than our target so everything's moving around a little bit.
13:31	I'm just going to be mentally smoothing that line to decide what needs to be done if anything.
13:37	Looking at our closed loop trims now, so again we didn't really get a representative run on our last run because of that heat soak that I mentioned, should have probably picked that up before we started so we're going to see some changes needed potentially in areas of the map that on the last run didn't show any need for change so it's all about trying to get the most representative run possible.
13:56	Still, minus 3%, totally in the ballpark, minus 2% as I click through here, realistically I'm going to be aiming for zero but plus or minus 1% to 2% is absolutely acceptable.
14:08	We've got 5% there at 3800 RPM but then we pop straight back up to a minus 1 at 4.2 and then right at the top of the run, as we're starting to get out into that untuned area, 4750 RPM, we didn't quite make it to 5000, we've got a little bit of a discrepancy with our diff ratio, I'm not going to bother with that, it's just a minor situation here between the dyno and the data but what we're looking at is the laptop data which is accurate.
14:37	So, minus 5% right at the top of the run there, minus 6% there or thereabouts.
14:44	OK let's go ahead and make some changes here so we'll just minimise this so we can get this down below our VE table and what we're going to do again is just go offline, click on datalog and activate overlay and now that we've got some decent data that we can rely on, we'll have a look at making some changes right from the start of that run.
15:05	So, 2250 is our first breakpoint here and we can see we're pulling minus 2%.
15:11	Again, this is starting to get within the realms of the region that I'd be comfortable with anyway but for the sake of demonstrating this, let's just make a change.
15:19	So, we'll use our offset function, multiply 0.98, that's going to remove 2%.
15:25	Now, we'll step through to our next breakpoint here at 2500 RPM and we're minus 3% here.
15:32	You can see that's again just a little tiny spike in here so I'm just going to make that same change of 2%, not the actual 3% so again it's about how we interpret that data.
15:43	So, offset, multiply sign, 0.98, 2% removed.
15:47	And here I'm only making those changes in the area that we're actually running under wide open throttle.
15:53	Alright, we'll come back again, go to our next area which is 2750 RPM and now we're sort of getting down into the minus 3% region, it only lasts, actually we'll make that change through to 3000 as well just to speed it up so highlight those two areas, offset, multiply 0.97, 3% removed, done.
16:18	Now, we'll come across again, 3250 RPM, minus 2% and that carries on out to our 3500 RPM as well, I'll make minus 2% to those two areas.
16:39	OK 4000 RPM.
16:42	So, remembering above 3500 we're making changes to the entire column, coming out to 3750.
16:53	Now, we've got this hole here so this is minus 4%, I'll just cycle through, minus 5% at 4000.
17:00	Again, I prefer to make smaller changes and creep up on it so both of those, I'm going to make a 4% change, not that 5%.
17:14	0.96, that will remove 4% of course.
17:17	OK let's get back into our data here.
17:19	So, that was sort of a bit of a rich area in the map and then we get out the other side of that, out to 4250 and we're back at 1%, I'm not even going to make a change there, we'll just leave that.
17:30	OK coming up to 4500 RPM, minus 2% and then finally 4750, minus 5%.
17:40	So, just go back here, minus 2 and then minus 5 so let's go ahead and make those changes.
17:46	Again, full column at this time.
17:49	So, 0.98 for that one and then 5% and remembering again we're going to make this change right the way out to the end of our map.
17:58	Offset, multiply, 0.95.
18:01	OK so now we can disconnect our datalog, remove our overlay and close down our datalog.
18:09	And we can go back and link back up again, of course our fuel is different, the configs don't match so we're going to send that through to our ECU.
18:19	Now, sometimes when we make changes like this we can inadvertently bring in some steps or areas of the map that are no longer smooth so we can see a couple of examples here where we've made those changes only to the wide open throttle running area.
18:34	So, for example at this particular point here we've got a value of 72 and as we add more load, 71.7 and then as we add more load, 72.7.
18:43	We can fix that by just highlighting across that area and just interpolating.
18:48	So, what we're going to do there is go fill column value C, that'll just smooth that out and I'm going to do exactly the same in this area here as well.
18:57	So, there's a few ways we can fix those small errors, they're very minor and whether or not that would even cause any issue, it's probably unlikely but of course we can end up with bigger steps than that as well.
19:07	OK let's get our datalogger running and we'll head across to our dyno and of course what we're going to do as well is make another change to the RPM that we're going to run out to, in this case we'll go all the way out to 6000 RPM.
19:20	Because we've got that slight ratio error between the dyno and the car, it's probably not going to have us all the way out to 6000, maybe more like about 57 but that's probably as far as I really want to rev this engine anyway.
19:33	Alright, let's get our run underway.
19:50	Alright, our run complete there, we'll just stop our datalogger and get ourselves back into neutral and we'll save our run.
20:01	Now, everything was looking pretty good there, looks like our trims again right towards the end of that run were starting to get a little bit negative, pulling a bit of fuel out but let's open our datalog and see how good or bad it actually was.
20:14	OK so again at a glance straight away, our air fuel ratio trace overlays really nicely with our target and looking at our close loop, we can just click into a few places here, probably the biggest error we've got in the parts of the log that we've already been through, sort of in the region of plus and minus 2% so that's looking really really good.
20:36	We can see right out at the end of our run and as I suspected, we don't quite get to 6000 but 5600 RPM, we can see we're already past peak power there, I'm pretty happy with that and we're pulling minus 6% there so pretty good, we're going through one more round of changes here and we should have this pretty well dialled in so let's just minimise that window for a moment, we'll slide that out of the way and we will again go offline and activate our overlay.
21:07	Alright, so let's just work through, I'll just do a couple of these again discussing what I'm doing and then from there we'll just speed up the process because you've already seen it in action.
21:17	So, just clicking at the start of this run here, 3100, we're seeing a 1% trim, I'm not going to make changes to anything that's plus or minus 1%, we're simply going to be chasing our tail because you'll see that sort of error creep in run to run so I'm only really going to be making changes if we're 2% or more error and the first of those that we see is at this point here, 2%.
21:40	Now, what we can see actually if we look at where we're accessing, we're at 4122 RPM and you can see on our VE table, we're right between rows.
21:51	So, we do need to figure out how to interpret this.
21:54	Remembering that the closed loop trim is reactive, it's not predictive so it can't make a change until we're already too rich or too lean.
22:02	And what we can see here is that at that particular point, we are a little bit leaner than our target, 13.3 with a 13.0 target.
22:11	So, what's going to happen there is that the closed loop trim is going to start adding fuel and that's exactly what it does, gets to positive 3% actually right there.
22:22	But it's probably reacting, well it is reacting and as a result it's most likely this particular area here at 4000 RPM, that's the culprit so what I'm going to do is highlight that and again we'll use our offset, multiply that by 0, sorry not in this case, we're adding fuel, 1.02.
22:41	I'm not going to add the full 3%, just make a slightly smaller change in creep up on it.
22:45	So, then it just comes to whether or not we're going to also need our fueling to be adjusted at 4250 RPM.
22:54	We can obviously just leave it as it is, do another run and that will help guide us.
22:58	What we can see here is we've still got that 2-3% positive trim in here but we can actually see, if we click right here, we can see that we're actually sitting at 12.7 on a 13.0 target.
23:10	Chances are all of that error was from the 4000 RPM column and it's just taken 200 RPM essentially to clean itself up and I'm going to leave that for that particular reason.
23:23	Right from here I'm just going to continue going through and making any changes, remember I'm only making changes if the error is more than plus or minus 1%.
23:30	OK we've made all of our changes there so we'll just remove our overlay there and link back up to our ECU and we'll just have a quick look and see how that's affecting the shape of our VE table, make sure we haven't got any sort of big holes or glaring errors creep in and it's best to do that looking at it graphically.
23:50	And straight away we can see we've got a few areas where there are some inconsistencies in the shape of this but we'll deal with that shortly, for the moment let's get another run underway and we'll check out how that latest round of results has gone.
24:03	Remembering I'm not going to be running the engine any further on the dyno so we'll leave it with our dyno set to 6000 which we know is giving us a bit over 5500 RPM.
24:12	We'll get our datalogger running again and get our next run underway.
24:33	Alright, our fourth run complete now, 167 horsepower and from looking at the closed loop control while we were doing that run, everything looked like it was pretty close so I think we're in pretty good shape at this stage but let's pull up our datalog and actually have a look at the results.
24:49	Alright, looking at our log file, again we can see our air fuel ratio, our measured and target are overlaying really nicely.
24:56	Closed loop looks like it's quite tight now but let's have a look through here.
25:01	To start we're sort of sitting at 0, 1%, we do now have a couple of areas where we're actually seeing sort of 2-3% positive trim in areas we didn't see this before.
25:11	So, we do have some run to run inconsistencies here and realistically what I'd probably do here is simply run the engine again and see if that's repeatable, if it's not, I'm not going to make any changes.
25:24	Problem is if we're not getting repeatability in our fueling, and this can come down to some of the limitations sometimes of this particular EFI system in terms of the fact it's throttle body injection, it's possibly not able to do a perfect job of modelling the actual air temp past the valves and we may have flow distribution issues.
25:43	So, some of these run to run inconsistencies can just be a result of this particular style of throttle body injection but again we could run the car and just confirm that if this is repeatable then obviously we're going to make changes.
25:56	However, in this case our run is so close, we're all within sort of plus or minus 1-2 % for the most part with these couple of outliers at 3%, I'm actually going to leave this now and we're going to move on and have a look at our ignition timing.
26:10	So, let's shut that down, we are still online here.
26:14	Now, I did mention some of the inconsistencies that have crept into the map here so let's have a look at those.
26:21	So, for a start we can actually see in the heat map here, we've got some of that creeping in here and that corresponds, if we go to our graph, to this particular area here.
26:32	So, a few ways we can do this.
26:34	It's not obviously going to be perfect and what we could do in essence is come back and re-evaluate this area of the map under steady state conditions.
26:43	I'm just simply going to grab this particular area here from 95 kPa, we're just going to creep that down and then we're going to right click here and we want to use the C or fill row values and what that's going to do is just interpolate those numbers down, have a look and see if that's smoothed that out.
27:02	We can see that that's exactly what that's done.
27:05	We've also got this step here.
27:06	This is realistically not important simply because we're never going to be operating the engine there but exactly the same goes for that.
27:16	We can do a little bit of smoothing in that area, we'll highlight that area, bring it down there, C and we'll have a quick look at that on the fuel graph, you can see that's smoother.
27:25	The other option we've got there is that we can just use the smooth function and let the ECU do some of the smoothing for us but as I've mentioned before, you want to be very mindful of how you're using that smooth function.
27:40	Overly smoothing, it's going to give you a really pretty looking graph but that doesn't necessarily mean it's what the engine's actually going to want.
27:48	Alright, so with our ignition timing, let's head over to our timing map and we know that we already removed two degrees from the entire wide open throttle operating area just to safe up our tune a little bit so what we're going to do is start by simply adding that back in so if we press the O key plus two degrees, this is essentially back to the timing that we found, at least up to 3500 RPM that the engine was happy with.
28:14	We obviously don't know what it's going to want beyond that but let's just now overlay on top of our last graph, so we haven't made any fueling changes so what we want to do is A, was the fueling errors that we just saw in our last run repeatable? If so we'll deal with them.
28:30	But B, with just this timing change, what is that going to do to our power and torque? So, to make this nice and clear, what I'll do is I'll delete our previous run so we're only overlaying on top of that last run and we'll get our data logger running and get ourselves underway and see what two degrees has done for our power.
29:07	Alright, so we can see that we have got a couple of those errors are repeatable.
29:12	Remember that at 3200 RPM we had 3%, this time we've got 4% so it does look like we have got a repeatable trend in there.
29:21	3% there at 4100 RPM and then the rest of it's actually looking all pretty good.
29:28	Just for the sake of clarity, I'm not going to confuse matters now and go back and make tuning changes to our fueling but essentially you've seen the process to make those changes, it would just be a rinse and repeat of that process but for now we're just simply going to concentrate on our ignition timing.
29:45	Alright, so now we're going to make a further change, we know that adding two degrees there gave us a nice little increase in our power and torque.
29:53	So, what I'm going to do is I'm going to increase the timing under the entirety of that ramp run.
30:01	So, we're starting at about 1800 RPM, I'll make this change from 2000 in the wide open throttle running area and we're going to use our offset and add an additional two degrees.
30:11	We also need to understand here that just like our fueling, we haven't made any changes past 3500 RPM so what I'm going to do is also highlight the entire area, 3750 RPM and above and we'll also make that same change of two degrees there and then we've also made that same change at 3500 RPM so what I'm going to do is just interpolate that area as well so we've gotten a nice smooth shape to that curve.
31:01	OK so we've got a further gain there, we've gained about another 3 horsepower now up to 173.6.
31:07	A more important aspect though is just looking at how the power and torque have changed relative to our last run and if we look, it's easier to actually see with the torque graph just because the numbers are a little bit larger but we can actually see that essentially right through the run, we've picked up a little bit of torque everywhere.
31:25	Not much though granted but it has made gains so under those conditions, if we're still continuing to see more power and torque, we're just going to continue to go a little bit further so what we'll do now is go back into our laptop software and we're going to add another two degrees in that wide open throttle area.
31:44	Alright, so this time I'm highlighting from 1800 here.
31:47	So, we are increasing our timing in the lower RPM area that we steady state tuned so of course again this is going to create a bit of a step, we'll deal with that shortly.
31:56	So, I've come from 2000 where I made the change last time, just so I don't end up with a big four degree step, I've now made that change from 1800 RPM so again we use the offset and plus two.
32:08	Again, I'm just going to make that change out into the entire wide open throttle.
32:14	Again, we need to consider what we need to do in that higher RPM area that we didn't steady state tune.
32:20	And here I'm looking at the numbers that we've got already in our high RPM low load area, 44 degrees, that's probably as much as I really want to run there and as we've already discussed several times, the plateau around NBT is quite high on this engine so there's no need to really go chasing our tails trying to get every last newton metre of torque out of this but what I don't want to do is create a step which is what we've got here.
32:47	So, what we can do, as we've already seen, is we can use our interpolate function.
32:52	So, basically I'm just going to pull this down to an area where we've got timing values that are more advanced and we'll use the C function there and we can just have a look at the timing graph, we'll drag that around and make sure that we've got something that's looking reasonably smooth and we can see we do have some work to do in here but for the most part at the moment for what we're interested in under wide open throttle, everything is looking quite smooth, we've got one little bump here but nothing that I'm overly concerned about so let's get another run underway here and see what we end up with.
33:43	Alright, so just to make things a little bit harder to distinguish there, I haven't deleted our previous run so we've actually got three runs on the board at the moment and when we're doing this we really only want to overlay with our last run.
33:56	So, now that we've got rid of our earlier run, we can actually see that there's not a dramatic difference, particularly at lower RPM.
34:03	What I'm going to do is we'll just temporarily add in, we'll just add in another plot here so we've got our RPM trace visible and what I can do is at any point basically click and that'll show us the before and after.
34:16	So, for example at this particular point here, 2500 RPM, we can see that we're at 95.4 versus 96 horsepower.
34:25	I mean that is literally a run to run variation, there's nothing in it.
34:30	148 versus 147.6.
34:33	So, not until we get out further here, around about, let's try 4500 RPM, yeah from there we've got 169.5 versus 171, that's right out at the higher RPM though, now we've picked up 4 to 5 horsepower so that's starting to get a bit more realistic.
34:55	So, what I know is really we didn't gain anything in the low RPM so let's jump back in and see how we need to deal with that.
35:02	So, we took, added 2 degrees all the way from 1800 RPM so what I'm going to do is highlight that and we'll go out here, 4500 is about where I want to start adding that timing in.
35:16	So, up to 3750, let's call it 4000 RPM, we're going to highlight that area, we just added timing and we will take out that same 2 degrees.
35:27	Now, what we're going to do at 4250 RPM, we're going to leave that where it is and at 4500 RPM and above, actually 4500 RPM I'll leave it, then from 4750 RPM and above, we're going to add that 2 degrees so again just going to do a little bit of smoothing here, use our offset plus 2 and again for the same reasons, I don't really feel the need to add any more additional timing in the low load areas so we'll just do a little bit of smoothing here.
36:02	Basically, just pull this down to a point where we've got about the same values, use the C key and we can also undo some of those changes we did here as well.
36:12	This is where your workflow really comes into this.
36:16	Typically it's actually easier if we just do the wide open throttle running area first and that way if we add some timing and the engine doesn't like it, we can easily remove just that timing from the wide open throttle running area.
36:29	If we've done that plus we've done this manual smoothing down and then we find out the engine doesn't want it, it gives us a little bit more work to do so again there's no real strict right and wrong way to do this, it comes down to a little bit of your own personal preference.
36:43	Alright, so we've got that done now so we've essentially removed that timing that didn't result in any more power and torque and we've added timing again in the area where the engine seemed to be responding to it.
36:55	So, let's remove, now we won't make the same mistake again, we'll remove our previous run there and we're only overlaying on the top of our last run.
37:02	Let's get another run underway here.
37:21	Alright, so we can see there essentially no gains at all from that additional timing.
37:25	So, we've found MBT, so when we find that we've added timing and the engine hasn't responded, what we really want to do is go ahead and remove that timing so I'll do exactly that.
37:38	We'll come back into our timing map and what we're going to do from 4750 RPM, we're just going to take out the two degrees we put in.
37:48	So, offset and minus two and again what I'm going to do is just do a little bit of smoothing here and again just to reiterate why sometimes it's beneficial to get our wide open throttle dialed in before we start going and making changes to the lower load areas of the map.
38:11	In this case that's what we'll do with that.
38:13	Alright, so let's have a quick look at our base timing graphically and see what smoothing if any we need to do in here.
38:22	And we can see we've got this particular area here, we've got a bit of a step in it so I'd like to do something to just clean that up a little bit and the other thing we've got in here is a bit of an inconsistency around this area and again here.
38:37	Because this engine is not knock limited and it's quite a lazy engine, we already know it's not that sensitive to timing, what we can do here is just try using the smooth function.
38:51	So, if I just click smooth all, we can see in one click, that's essentially removed all of the areas that I was concerned about.
38:59	Obviously, you can do this manually or you can do it using the smooth function, totally up to you.
39:04	Doing it manually, granted it's going to take a little bit longer but it does give you a little bit more control.
39:09	Where I'd be a little bit careful with the smooth function though is engines where they are very knock prone, you can inadvertently end up with a little bit more timing than the engine's happy with than you expected the engine to end up with by using that smooth function so a little bit of care is required.
39:26	Alright, so at this stage we've completed the wide open throttle ramp run optimisation on the dyno and we're ready to take the car out into the real world and see how we can use the features of the Holley Sniper 2 to help us fine tune everything out on the road.
39:42	Before we do that though, we'll revisit this now using the touchscreen in order to perform our wide open throttle ramp run tuning.