Practical Standalone Tuning: Step 9: Full Power Tuning

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Step 9: Full Power Tuning

46.50

00:00	Alright, we're finally at the step of the process where we can start dialling in our full power tuning and we're going to be doing this using ramp runs on our Mainline dyno.
00:08	This is the exciting part of the tuning process where we're going to be starting to see the power and torque numbers jump up on the dyno screen which is always really rewarding.
00:17	Before we actually get started though, we'll just talk through a few aspects that I want you to keep in mind.
00:22	Jumping across to the tuning software, we can see that as we discussed in the last step, we've still got our closed loop lambda enabled.
00:28	This is a personal preference, I'm going to leave it enabled because this will help the ECU pick up some of the pieces if we find that as we move into the untuned areas above 4500 RPM, that perhaps our fuelling is moving away from our target a little bit and it will just allow the ECU to make corrections on the fly.
00:47	We just need to keep this in mind though because we need to account for those corrections or any corrections when we are making adjustments to our VE table.
00:56	Otherwise, it could look like our fuelling is perfect and following our target perfectly, however, we might end up with maybe a plus or minus 15% trim from the closed loop system in order to get us onto that target.
01:08	So, just need to account for that and we'll see in the logging how that works anyway.
01:12	Relatively quick and easy to accomplish.
01:15	The other thing we're going to do here is just come back into our ECU settings and we're going to come down to our engine protection and we're going to change some of our limits, so you'll remember that we set up a relatively conservative RPM limit and we can leave it here and start creeping it out, but I'm comfortable at this stage that basically everything's working as I'd expect.
01:36	So, what I'm going to do is pump the limiter up to 7800 RPM for the moment.
01:42	I'm intending to run this to 7500 RPM, you'll remember there's a 200 RPM control range, so that just allows us to get up to 7500 RPM without touching that.
01:54	The other aspect here, now that we know that our boost control system is working, is we can come in and make some adjustments to our map limit table.
02:03	Again we could creep this up as we go, but for the moment what I'm going to do is just set this up to 270 kPa, so that's 170 kPa of positive boost, but remembering again that there's a 10 kPa control range here, so it'll actually come in a little bit earlier.
02:19	So, we can bring that down to 260, I'm expecting this will peak at about 240 kPa.
02:25	Alright, so we'll make those two changes and we can store those.
02:29	Let's also head back into our fuel table and while we're getting started here, what I'm going to do is just make some adjustments to the wide open throttle running area.
02:37	I'm going to make this from 160 kPa and above and what we'll do is highlight the entire table, I say above, but I mean above in load, obviously we're going down in this table as we've already discussed and what we'll do is let's just add for the moment, let's add 3% here.
02:53	So, what I'm doing is hopefully just making sure that we are safely rich as we start doing these ramp runs.
03:00	Likewise we'll come to our ignition timing table and exactly the same here, what I'm going to do is just for the moment take out 2° timing from everywhere.
03:10	So, again just trying to start here with a conservative safe tune.
03:15	Now, that we're ready to perform our ramp run, we can head across to our dyno and what we're going to do is go to our ramp run settings and you can see our settings here for our start speed and our end speed.
03:25	Now, we don't necessarily want to be going through to 7000 RPM on our very first attempt.
03:31	And what I would suggest is at least for your first attempt, just 4500 RPM which we know we should be pretty safe because we've already been out to that under steady state conditions, that should be very very safe.
03:43	If you are a little bit more advanced, you can always leave this set to 7500 RPM or whatever you intend to finally run to and just back out of the throttle before you get to the end of the ramp run, but at least when you're getting started, I would be a little bit more conservative like this.
03:59	Alright, we're ready for our first ramp run now, so let's get everything underway.
04:11	Alright, so our first run there complete, an uninspiring 202 horsepower, but don't worry, we've got a lot further to go with us yet.
04:19	Let's just have a look at our PC logging and this is a really powerful aspect of the Link G5 ECU, so we can head over to our logging tab.
04:29	I should have mentioned you can activate this by pressing the F8 key and that will start the log file and then press F8 again and that will stop it and I did that obviously before we started that ramp run.
04:40	So, we'll head over to our logging and the information that I've got on here is basically all I need to look at at the moment.
04:45	At the top here we've got our RPM, so we can see the start of our run and we can see the end of our run there.
04:52	And then we've got our lambda trace and this is two parts, we've got our target lambda which is in green, so this is what the ECU's asking for and then we've got our measured air fuel ratio in yellow.
05:05	So, we can see that it actually matches pretty well.
05:08	A little bit rich, but remember we did add that 3 % so we could probably back that off a little bit.
05:12	We can see there is this area here as we're starting to ramp up onto boost which is a little bit lean.
05:20	That's OK for the moment, we will look at how we can address that.
05:23	And then we've got our manifold absolute pressure here in green and we can see that at the moment, 170 kPa so 73 kPa of positive boost.
05:33	So, around about 10 psi of positive boost, remember we are on our wastegate at the moment, wastegate spring pressure I should say at the moment.
05:42	We've also got our closed loop lambda, so just looking at what that's doing, we can see not much which is always great.
05:48	We can see that at the end of this it's sort of basically back to zero.
05:52	So, as we'd expect given this was in a tuned area of the table, really there's not much work to do.
06:00	What I'm going to do here is make one little change here.
06:03	We can see as I mentioned, this area here as we're ramping up onto boost is possibly a little bit lean still.
06:10	So, I'm not going to change that just yet, but we'll come back to our tuning.
06:13	And one of the real big advantages with the way the logging works on this ECU, we'll just turn our colour gradient off again for a moment.
06:21	As we can see that it gives us a little square pink box here which references whereabouts we are looking in the log file.
06:29	So, we can straight away see exactly where this particular point here was in the log file, so we can make pinpoint accurate changes to our fuel and our ignition tables.
06:38	So, what I'm going to do here, we'll just actually store those changes and we'll come across to our fuel table.
06:45	And what I want to do here is from 160 kPa and above, that was where we made those changes to our fuelling.
06:52	And what I'm going to do is just pull 1% out of that for the moment.
06:55	So, that should get us back a little bit closer to our target.
06:59	I'm not going to make any further changes for now.
07:00	So, because our fuelling is good and we had no sign of any knock audible, what we're going to do is creep our RPM range out.
07:09	Now, I would suggest here that you move out in possibly 500 RPM increments, particularly if you are very new to tuning.
07:16	However, to just speed things up a little bit here, I'm going to go all the way out here to 6000 RPM.
07:23	Now, the aspect that we do need to keep in mind here is just because we're going out to 6000 RPM, if something's not right and I'm not comfortable with how the run is going, that doesn't mean I need to stay in the throttle until 6000 RPM, I can back out, put in the clutch, come back to idle, make appropriate changes and try again, so we never need to feel like we're obliged to complete a run.
07:44	But how far you decide to go in these iterations of steps is totally up to how confident and comfortable you're feeling.
07:51	What we'll do is we'll press F8 here to start our log file and we'll perform another ramp run and see what we end up into those untuned areas.
08:14	OK, so our second run complete there, we got a little bit better with 246 horsepower, 264 pound foot of torque.
08:22	What we can do is jump back into our logging software, our log file here and we'll just zoom in on our actual run.
08:29	And again really looking at our fuelling here, it's pretty good.
08:34	If we look at what the closed loop's doing here, we've got a maximum positive trim here of 1.4%, we still do have this area here which is a touch lean because we haven't addressed it.
08:42	That's OK, we'll get there.
08:44	And if we click through this log file, essentially we're always basically within a percent of our actual target.
08:51	Right, at the end here we can see that we're adding 1.5% in here and we are still a little bit lean.
08:57	So, let's see how we can address that.
09:00	What we'll do is we'll just scroll back through and we'll come down to, I like to try and choose an RPM range here where we actually have a break point.
09:09	So, we know we've got a break point at every 500 RPM, so I'm just going to scroll back through the log file until we get to 5500 RPM which is exactly where we are now.
09:19	And looking at this, we've got a positive 1% trim here and we are still around about 1% lean of our target, so what I'm going to do here is add in 2% at this particular cell.
09:32	So, let's go back to our tuning page.
09:34	Now, because we are above the area that we're steady state tuned, instead of making the change to just the cells, I'm going to make it to the entire column.
09:44	So, we'll just add 2% into 5500 RPM, come back to our log file and our calibration for the dyno hub speed is just slightly out, so we're not quite getting 6000 RPM.
10:00	I'm not going to bother adjusting that really, 100 RPM is neither here nor there but 5900 RPM and if we just scroll through here and see what we've got, again we're about 1% lean and we've got a 1.5% trim there, so what I'm going to do is come in here and what I'm going to do is actually, make this change preemptively out to 8000 RPM, so we'll add 2.5% to that area.
10:26	Might not be quite right, but it's going to definitely be an improvement.
10:30	Seeing as we are now making some changes, let's come back and we'll see what we can do in this area here.
10:34	So, looking at where this particular point is, OK we are sort of interpolating awkwardly between four cells here.
10:43	But let's come back to our first point and we are lean here at about 2200 RPM.
10:49	Looking at that point here, so what I'm going to do here is simply highlight all of those cells out here and we'll add in 4% there and see how that cleans that up.
11:00	We'll just press F4 to save those changes, get our logger running again using F8 and let's perform another run.
11:07	This time we're going to go all the way up to 7500 RPM.
11:28	Alright, our latest run, 259 horsepower at the wheels and jumping into our log file, we can see again everything's looking pretty good.
11:35	We are still a touch lean on this area, ramping up onto boost, but definitely closer than we were and our closed loop trim is really doing very little work.
11:45	We'll just mention here where we can get ourselves into a bit of trouble with this closed loop control.
11:51	Some of this comes down to the update rate for the control and the gain that's being used but what we can see here is that the control is a little slow to essentially try and adapt for this lean area.
12:06	We can see that it starts to ramp up, but it actually picks up to 1.7% at a point here where essentially we've already met our target and that is why we actually end up a little bit too rich here, we're about 0.82 on a 0.83 target.
12:22	And then we can see that the closed loop trim starts to pull back.
12:26	So, there is a bit of latency and a bit of delay in there.
12:29	Some of this can be improved with some of the settings, but I don't want to get too far down the rabbit hole and stick to the actual main target for our worked example here.
12:39	What we can also see is from about this point here which is 6200 RPM, the area that we hadn't got into last time, we've got a positive 1% trim.
12:50	Interestingly, that actually drops away here to zero and we can see as a result, once we're above 7000 RPM, our lambda does actually move a little lean, we're about 2% lean there, 0.86 on a 0.84 target.
13:04	Now, it's interesting that the closed loop control has dropped to zero there.
13:08	We can just have a look at our closed loop settings and just see if there's any reason why that should be the case.
13:14	So, if we look through here, we've got some lockouts.
13:17	Basically, when the system is able to operate.
13:20	It's worth checking these.
13:22	So, it'll operate between 30 and 100°C and we know that we've got no problem there.
13:26	With our manifold absolute pressure it will function between zero and 300 kPa.
13:32	So, we know again we're OK there.
13:34	And then our RPM lockout, so between 500 and 8000 RPM.
13:38	So, we were within that range and then also we've got zero to 100% throttle.
13:44	We've also got some lockouts for delta on our throttle and manifold pressure.
13:49	So, basically if either are moving at more than 10% or 10 kPa per second, per 100 milliseconds I should say, that will lock out the closed loop control.
14:01	So, everything there looks like it should be pretty much on the money.
14:05	So, I'm not actually sure at this stage why that wasn't functioning.
14:08	But that's OK, we're going to fix that problem anyway.
14:11	So, let's go back to our log file.
14:12	Essentially what it looks like from here is that from about this point here where we do have this slight lean spike, which is just after 6000 RPM, we probably need to add about one, 1.5%.
14:24	So, we'll do exactly that.
14:26	We'll do that to the entire table.
14:29	So, we'll add 1.5% so we can do that by multiplying by 1.015, that'll add 1.5%.
14:37	And then coming back to our log file, this point here, we had 1.5% trim and actually probably any closer to 2%, so that's another 0.5% from 7000 RPM and above.
14:49	So, let's go back and do that.
14:51	Just highlight 7000 RPM and above and add another 0.5% and we can press F4 to save that change.
14:59	Let's do another ramp run now and we'll have a look at the results.
15:17	Alright, jumping straight into our log file this time, we can see that that has cleaned up most of the high RPM error that we were seeing.
15:25	Still very slightly lean, so let's just have a quick look through here.
15:28	We appear to be maybe at the most about 1% too lean, so I'm going to make a change here, again from 7000 RPM and above and we'll just add another 1.5% just to be a little bit on the safe side, we'll just go a little bit beyond and coming back here, let's have another look at this area down in the ramp up to boost area.
15:51	So, it looks like for the most part through this area we're around about 1% to 2% lean and I mean I am being pretty fussy here.
15:59	We're only transitioning through this, there's not specifically anything wrong with this but let's just have a look at that anyway and see if we can get a little bit closer to the mark.
16:08	We'll come back into our log file and look at our second point here.
16:12	And what we're going to do is basically highlight all of those cells and we'll add another 2% in there, just also copy that out as well.
16:22	Alright, so at this point we've got our fueling where it should be.
16:27	And what we're going to do now is make some changes to our ignition timing.
16:31	So, I'd taken a couple of degrees out from 160 kPa and above.
16:36	So, we know that that should have been safe, we've got absolutely no sign of any audible knock, so what we're going to do is just simply start by putting that 2 degrees back into the table.
16:44	This time if everything works we should be seeing an increase in our power and torque.
16:49	And what we'll do as well is we'll just get rid of everything except for our last run.
16:56	So, now we're going to be overlaying directly on top of our previous run.
16:59	We'll make it very easy to straight away see if we've made more power and torque or maybe we've just plateaued.
17:06	So, let's get another run underway.
17:23	Alright, so we can see that we have picked up a little bit of power and torque and essentially what we were seeing there is basically we were making more power and torque everywhere which is always a good sign.
17:32	Let's just quickly check our log file and we can see that we have now cleaned up the fueling at high RPM.
17:40	Our closed loop trims are sitting, so close to zero that I'm not really concerned.
17:46	We do still have a slight lean spot right here.
17:50	Let's go see if we can, I'm being super fussy here, let's go see if we can just address that as well.
17:56	So, again we're awkwardly between four cells here, so I'm just going to highlight all of them and add another 1.5% into our fueling.
18:06	Alright, let's jump across to our ignition table again.
18:09	And we've just added two degrees everywhere.
18:12	So, we're just going to go and add another two degrees again.
18:16	So, actually before we do that, let's just also just check where we are running in this table.
18:21	So, this is our peak boost, 171 kPa.
18:25	You can see that actually by the end of the run we have dropped a little bit, we're down to 158.
18:29	So, basically 160 kPa and above, that's going to basically be adjusting everywhere where we are at maximum boost.
18:39	So, let's just leave that highlighted and again we'll add another two degrees into that.
18:45	Let's run the car again and see if we see any further improvement.
19:03	Alright, so what we can see from this is that up until about 4000 RPM, basically we were overlaying directly on top of the previous run.
19:14	There is this little discrepancy here with our torque and power as we're ramping up onto full boost, but you'll remember we didn't actually add timing until we had reached 160 kPa.
19:23	So, that won't be a result of that and this is something we can see with turbocharged cars.
19:28	Basically, as we run the car more and more and we build more heat into the exhaust, we tend to see the turbocharger respond quicker, so it can actually build boost a little earlier and that will be what we're seeing here.
19:39	So, this isn't anything to do with our ignition timing.
19:42	But yes we can see a small, but noticeable gain in our torque and power from about 4250 RPM and above.
19:51	So, how are we going to address that? Well, what we can do for a start is come back into our table.
19:56	We added two degrees here and it made no difference.
19:59	So below, from 3500 RPM and below, I'm just going to remove that additional timing, it didn't help, so we don't want it there.
20:08	4000 RPM is about the point where we start interpolating out and we start seeing a small gain, so I will leave 4000 RPM as it is because we had no knock.
20:16	Then what I'm going to do here at 4500 RPM and above, I'm going to add a couple of degrees and try again.
20:23	Now, in this instance, because we did do some tuning at 4500 RPM steady state, but it wasn't overly obvious whether we were seeing actual gains and from 5000 RPM and above, we haven't really done anything here, so what I'm going to do, rather than just making changes from 160 kPa and above, I'm going to highlight the entirety of the table from 4500 RPM and we'll add another two degrees.
20:47	So, at this point now, we've got an additional four degrees, let's go ahead and see what that results in on the dyno.
21:10	Alright, so we can see there essentially it just overlaid directly on top of that previous run so no gains, no improvements, so of course what we're going to do is go back into our table and we'll remove the two degrees that we just added.
21:23	That first change though was effective, so I'm going to leave that in place, we'll press F4 to save our changes.
21:30	Let's just have a quick look at our log file and see exactly what we had with our fuelling which I suspect is going to be pretty much on the money and it absolutely is.
21:40	Everything's looking really good there.
21:42	Interestingly, now we're actually pulling a little bit of fuel out in that area that we were a little bit lean, so potentially we might have gone a little bit far there.
21:50	We're talking 1.3% so I'm definitely not going to be too concerned about that.
21:56	And likewise, just run to run variations really that we're seeing here, we're now pulling 1.3% out there at 7000 RPM as well.
22:05	Again I'm just going to leave that as it is for the moment.
22:07	Alright, so at this point essentially we've found the maximum power and torque that the engine is going to be able to make given the amount of boost that we currently have.
22:16	Fortunately though, we can raise the boost, so let's go ahead and do that now.
22:20	And I will mention here, this particular worked example is not about boost control, so I'm not going to be going into this in too much detail and for simplicity, we're just going to leave this setup as an open loop table.
22:31	I just want to show the process of tuning fuel and ignition to suit the increase in boost rather than the specifics of the boost control.
22:39	So, what we'll do here is we'll go into our boost control table and what we want is our wastegate duty cycle one table.
22:47	And we're going to just highlight the entirety of this table.
22:50	And obviously to start with, we don't really have a solid understanding of what this is going to do as we increase the numbers in here.
22:58	So, we want to start conservative and typically I would recommend maybe adding 10-15% in one go.
23:03	So, again just for a little bit of simplicity and to make this course, this worked example not take several hours, I'm just going to speed this process up a little bit, I already know this car fairly well.
23:15	So, we're going to go to 25% here on our duty cycle table.
23:19	So, what we need to understand now is that we're going to be moving further down into both our fuel and ignition tables into those untuned areas.
23:27	And we want to be a little bit mindful of making sure that these are set up sensibly.
23:31	So, we know that we're sitting at about 170 kPa peak and we can see that as we move down this table, our numbers are actually tapering off quite quickly.
23:41	Particularly if we look at 180 kPa, we've gone from a two degree drop from 140 to 160.
23:49	From 160 to 180 we've dropped four degrees, that should be really conservative.
23:53	We've dropped another four degrees as we go down to 200 kPa.
23:55	So, I'm pretty comfortable that this should be very very safe.
23:58	And likewise with our fuelling, we just want to make sure that these numbers do increase and they do for the moment.
24:05	So, what we're again as always trying to start from a place where we are conservatively rich and conservative with our timing being somewhat retarded.
24:14	So, again remember you're just going to be monitoring both boost pressure and air fuel ratio during this and if anything goes outside the area that you're comfortable with, you can simply abort the run.
24:23	So, let's get our run underway.
24:40	Alright, so with our boost increased a little bit we can see that we haven't gone too crazy with this, it has stepped up a little bit, we actually only end up reaching about 180 kPa peak.
24:50	So, we've gone up about 10 kPa, so this is the sort of modest increase that we'd like to see anyway.
24:56	So, we can creep up on our calibration without ending up jumping too far out into these untuned areas.
25:01	Good news is that we have picked up a small, but important gain in both power and torque, we're up to 275, 276 horsepower at the wheels now.
25:11	Let's jump into our log file and have a look at that.
25:14	And with our log file here we can see that we are now a little bit rich through the majority of the file here, particularly where we drop back to our closed loop dropping out at 7200 RPM.
25:28	We can see that we're not crazy out of the ballpark, but around about 1% too rich.
25:34	This gets to be a tricky position though because we are now interpolating between cells and problem is we're going to be making adjustments to the exact same cells that we've been adjusting for our last run.
25:47	What we can see here is that right at the end of the run here, this is where we were operating, so, we were about 163 kPa, let's just go back to our log file and be exact, yeah 163 kPa.
26:02	If I loaded up the last file where we had the wastegate duty cycle set to zero, we would have found that we're about 157 kPa at that exact same point.
26:11	So, I'm not actually going to get too fussy with this at the moment, what I want to do is get to a point where we've stepped up into a truly untuned area.
26:18	So, we want to step up those 20 kPa, so that we can get that calibrated correctly.
26:23	Also we need to be a little bit mindful of how important this area of the map is.
26:26	And the answer here, not that much.
26:30	Because we are going to be running a fixed boost pressure, we're only going to be transitioning through these areas of the map.
26:37	We should be ending up somewhere in about 230 to 240 kPa peak and we should be dropping away to maybe 180, 190 kPa, maybe 190 to 200 kPa at higher RPM.
26:51	So, this area is not actually super critical at this stage and I just want to make my life a little bit easy here rather than trying to chase every increment as we go.
27:00	At the moment the important thing to know is that we have no knock and that we are slightly on the rich side if anything.
27:05	So, we'll come back to our wastegate duty cycle table here and what we're going to do is set our duty cycle now to 50% throughout the entirety of the table.
27:16	So, another big jump here, but again just in the interest of keeping this worked example manageable in length, we're going to take a big bite at this.
27:24	So, let's get another run underway and see what that's given us in the way of boost.
27:44	Alright, with our latest run, 294 horsepower at the wheels, again a good gain over our last run, we've stepped up quite dramatically now and everything's looking pretty good.
27:55	Jump into our log file and we can see, let's start by addressing our boost.
27:59	So, we've got our peak boost at 195.6 kPa, just under one bar of positive boost pressure and then at the end of the run here we are now up to 174 kPa.
28:11	So, we're definitely going in the right direction.
28:13	Looking at our fuelling, closed loop's definitely doing some work now.
28:16	We can see particularly at this point here, we're quite rich with the closed loop trim pulling 4.4% out.
28:23	I've actually gone back to zero here which is where we can see now we are rich, we're unsurprisingly about 4% rich there and we've gone through and basically closed loop trim seems to be dropping in and out.
28:37	Which is interesting, but I'm not going to focus too much on that, we're just going to make the corrections we need to.
28:42	So, let's start at the beginning of our ramp run here.
28:46	We've got about a 1% trim here, I'm not going to get too caught up in.
28:50	About from this point here, right the way through though, I'm going to pull out 2%.
28:56	So, let's start by looking at where we're running there in our fuel table.
29:01	So, 4500 RPM.
29:03	I'm not going to make changes above this point here in terms of the lower load area because we already did that when we were doing our wastegate boost pressure run.
29:12	So, what we'll do is we'll just highlight this entire area and multiply by 0.98, so that's going to take 2% out of that area.
29:20	Looking at our log file again, if we just come back a little bit, we'll come back down to 4000 RPM.
29:29	See what we need to do here.
29:31	We're on our target, but of course that is because we've got a 1.5% trim coming out of the closed loop system, so we'll go back to our tuning.
29:39	And what I'm going to do is actually make this change out to 3500 RPM as well.
29:45	So, just check our trim.
29:49	1.5% so multiply that by 0.985 and that will make that change.
29:57	Now, we've taken 2% out at higher RPM, but we do need to factor in that we actually ended up at about this point, about 4% so that's at 6000 RPM.
30:07	So, 6000 RPM and above, I'm going to take out an additional 2%.
30:12	So, we'll just use the A key, shift and A key in order to do that.
30:16	I'll press F4.
30:18	I'm going to do another run with the same boost pressure and just make sure that we have got our fueling cleaned up here a little bit.
30:24	We're starting to get 2% and above, that's something that I definitely would like to address inside of the map.
30:46	So, unsurprisingly on the dyno, our power is exactly the same, I wouldn't expect any difference from that subtle change.
30:52	Let's have a look at our log file and we'll see the effect on our fueling though which is really what we're more interested in.
30:59	So, now we can see our closed loop is looking much better, we're basically sitting very close to zero, we've got a couple of areas that do need to be addressed.
31:05	We can see that the closed loop trim ended up here minus 1.8% but it's actually a slow response here to this point here which is about 5500 RPM which is where we are a little bit rich.
31:18	So, let's just have a look at that first, 5500 RPM and what we'll do is we'll pull out 1.5% there.
31:26	Looking back at our logging.
31:28	Now, we are probably still a little bit rich at this point as well.
31:34	We're on our target now, very slightly leaner than our target, but that's with almost 2% being pulled out.
31:40	So, I'm going to split the difference there for these particular cells.
31:43	We'll come in here and we'll pull out 1%.
31:46	Looking back at our log file, we're pretty good here, maybe a little bit rich actually still at 6300, so we'll call that 6500 here, we are interpolating between some cells.
32:01	And then finally pretty much everything else I'm happy with, there's a 0.5% trim in here but we're right on our target, right through.
32:10	So, pretty happy with that.
32:12	Let's have a look at where we're operating now in our ignition table.
32:15	And we'll head over to that.
32:18	So, again tricky because we are sort of interpolating through the same cells that we were operating in the last time.
32:25	But what I'm going to do here is just try creeping in a couple of degrees of timing from where we reach peak boost.
32:31	Come and find that particular spot.
32:33	So, what we'll do is from 3500 RPM and 180 kPa, what I'm going to do is just add in two degrees.
32:44	Let's do another run, we'll be monitoring for knock and we'll see if that's given us an improvement in our power and torque.
32:50	And for clarity what I'll do is remove all of the other runs except for our last run.
32:54	So, we're only overlaying on that last run, so essentially here our only real change has been the ignition timing.
33:00	Yes, I did make a small adjustment to the fuelling, but remember we were still basically on our target thanks to the closed loop trim anyway.
33:22	Alright, so looking at the two runs overlaid on top of each other, we have seen a small but noticeable improvement in torque and power.
33:30	Most of the gain seemed to actually be through the mid range, there was a very small amount at the top of the run.
33:35	Given the very small gains that we see there, my suspicion is that we are probably pretty close to our maximum, pretty close to MBT and I don't believe that we're going to see much further improvement.
33:48	Because here I'm erring on the side of being a little bit more conservative, I'm not going to try creeping any more timing into it.
33:56	Looking back at our log file we can see again our fuelling is looking pretty good, about a 1%, 1.4% trim here.
34:04	And for the moment again I'm not going to make any further changes, so what we're going to do is come back to our wastegate duty cycle table here and again in the interest of speeding this up a little bit, what I'm going to do is just set the entire table to its maximum and again I know this car well, I know that this is actually going to give us a little bit less peak boost than I'd actually ideally like to run and that is an aspect of the wastegate currently fitted to the car really requiring more preload than it currently has.
34:33	But let's do our next ramp run and see what boost we end up with in this setup.
34:56	Alright, so quite an increase this time, 335 horsepower at the wheels, but that was obviously quite a large change that I made to our boost control duty cycle table as well.
35:05	So, exactly what we'd expect.
35:07	Now, watching the air fuel ratio during that ramp run, it was pretty damn close to my target the whole way through, but let's have a look at our log file and see what was actually going on here.
35:17	First of all, what we want to do is monitor our maximum boost pressure and we can see that that hit 222 kPa, so approximately 18 psi.
35:26	So, again a little lower than I would probably want to run or usually run, however that's OK because we can see that we were dropping down to 193 kPa, so just under one bar of boost at the top of the run.
35:39	Worryingly as well, and I definitely would not recommend leaving this set like this, we can see that our injector duty cycle was sitting at almost 100%, 97%.
35:48	Generally, I would not suggest running your injectors past about 90% duty cycle.
35:54	It's not necessarily going to damage the injector, but it just doesn't give you any headroom, so this is going to be a case of just demonstrating what I typically would not actually, recommend doing.
36:04	For the purposes of our worked example, that's absolutely fine.
36:09	OK, let's have a look at our fuelling here.
36:12	We can see that now that we're moving into some untuned areas, we've got a little bit more work to do, so let's just step through this and what we'll do is we'll try and focus in on the specific break point.
36:23	So, I'll just come down to 3500 RPM to start with.
36:26	And let's go and have a look at what we've got.
36:29	Actually, we'll probably start even a little lower.
36:32	Let's look at 3000 RPM because this is where we're starting to actually get a little bit of the trim, a little bit of a lean area, so we'll come into our fuelling here.
36:42	And it's probably unlikely we're actually seeing this high last time around, so what I'm going to do is just add in a couple of percent at 3000 RPM and then we'll come back to 3500 RPM.
36:59	Alright, 3500 RPM, we've now got a 2% trim with our closed loop control.
37:04	But we can see even with that 2% trim, we're still actually about 3% lean.
37:09	So, total error there is closer to 5%.
37:12	Not necessary that we have to do this in one go.
37:15	But what we'll do is just come into here and clean this up as best we can.
37:20	I will try a multiplication of 1.05 and we'll just see what that gives us.
37:27	Next come back into our log file and we'll just work along here in 500 RPM increments.
37:32	So, we want to get out to 4000 RPM of course.
37:35	Come out to 4000, now we've got a 3% trim.
37:38	And we can see that our 3% trim, actually we are also about 2% rich at this point.
37:47	This is why we need to watch the closed loop and our actual measured lambda as well.
37:52	So, with that in mind, what I'm probably going to do here is just add in 1%.
37:58	And we can start to see we are interpolating here as well.
38:02	So, I'll just use the shift and A key.
38:04	Interpolating between a couple of cells.
38:07	Coming along here to 4500 RPM.
38:11	Now, we can see we're at 2%, 2% positive trim here.
38:14	We're right on our target, so that's pretty good.
38:17	We'll come back to our tuning, our fueling and we'll just make this change to both cells.
38:23	There's a little bit of interpolation going on there as the boost is wobbling around.
38:27	I'll just go back to my logging and make sure I'm making the right change.
38:30	Yeah 2%.
38:32	OK, that's made the change at 4.5, let's move through to 5000 RPM now.
38:38	And 5000 RPM, we've got again 2% trim and we're very slightly richer than our target, but there are thereabouts.
38:47	Again I might just make a 1% change here.
38:50	Don't need to necessarily get it spot on in our first go.
38:54	We can creep up on this, there's plenty of time to come back and readdress this.
38:59	We'll go to 5500 RPM.
39:00	Now, we can see at 5500 RPM, say if we average out the noise on the lambda plot, we are probably very slightly too rich, so let's go back and have a look at this.
39:14	We'll just pull out 1% there, go back to our logging, let's go to 6000 RPM now.
39:22	6000 RPM, no work to be done here, we're right on our target, we've got a 0% trim, 6.5, we've got probably a little bit rich here so 6.5, we'll just pull a little bit of fuel out.
39:36	Just 1% for the moment.
39:38	And then head up to 7000 RPM, this is where we're quite rich, we can see it actually starts about 6000, yeah just on 7000 RPM.
39:50	Let's just have a look at what we've got here.
39:52	About 5% rich there, I'm not gonna go a full 5% though, let's just have a look back at where we're operating.
39:59	What I'm gonna do here is pull out 3% and we'll just test and see what that gives us.
40:10	So, let's perform another ramp run.
40:12	Now, at the moment I'm just gonna get the fueling cleaned up before I try touching the timing.
40:33	Alright, so really no change in our power and torque as we'd expect.
40:37	Let's look at our log file though and we are definitely moving in the right direction, we can see that our fueling is much much closer than it was.
40:45	Still overall probably just a touch rich, I would say probably in the region of about 1% rich which is definitely not a bad place to be.
40:53	So, what we're going to do is just make an across the board change there of 1% so let's go back into our tuning and we'll just make sure that we are making this change to the correct area.
41:05	So, I'll basically pick the highest and lowest areas of the manifold pressure and we can make a change across these areas here.
41:16	So, what we're going to do, for 3500 RPM, just take, in this case 1.5% out there and store this.
41:24	Now, we're going to, because our fueling is pretty close to the ballpark, we're not going to see any changes in power and torque with the changes to the fueling that I've made, so what we can do now is also have a look and see if our engine is likely to accept any more ignition time.
41:37	I've got absolutely no indication of any knock, it's absolutely perfectly smooth.
41:43	Which is kind of what I also expected and basically mentioned at the start with the fuel that we are running on.
41:48	So, let's again jump back into our ignition table.
41:51	So, you can see that we've got 8 degrees here, probably a touch conservative and we are at the end of the run, again just, so we're basically covering all of our bases, we are coming back, there's a bit of interpolation going on here, but what I'm going to do here for the sake of simplicity is we'll just come out to 3000 RPM and I'll start by adding 2 degrees to the entirety of that table.
42:16	Let's go and do another run and see how that affects our power or if we end up with the onset of any detonation.
42:38	Alright, so we have picked up a bit of power there, pretty much just about right through the entirety of the run.
42:43	We can see if we look at our torque curve, yeah there is a nice improvement.
42:47	We are seeing some run to run variations, this is just around the boost control system, there's nothing we can really do about that, but we just need to understand whether the change we're seeing is a run to run variation or if it's actually being affected by something we have changed.
43:01	But yeah right through the run we've seen a small, but noticeable improvement.
43:05	It really does seem to step up from about 4500 RPM, we've got a small gain at lower RPM but definitely not that significant.
43:13	We've got no knock, so we can of course go and add more timing, but before we do that, let's have a look at our log file.
43:20	Looking at our lambda plot, looking really good, still got this slight lean area here which again I'm not too concerned about.
43:26	Looking at the closed loop trims now, everything is really really close to zero, so pretty happy with how that's all looking.
43:34	Again let's just look at where we are, I'm going to add a little bit more timing from 4500 RPM so we'll just have a look at that particular cell there.
43:42	And we are again interpolating a little bit, probably what we can expect to be able to do here is step up the timing in this area, sorry not that area, let's just highlight it using the keyboard.
43:56	Probably in this area here we can see that we've basically got flatline here at 12°, quite a step down from the 16° that we have above.
44:06	So, what I'm going to do is just add 2° into that particular area.
44:12	I'm going to leave the 220 kPa area untouched because we're only just tipping into that and then dropping back anyway as we come through the ramp run.
44:22	Let's look at where we end up.
44:25	And yeah we're sort of interpolating back down here.
44:29	Again in the interest of being a little bit conservative, I don't need to try and chase every single horsepower out of this either.
44:36	So, let's try one more run and see where that gets us to.
44:57	Alright, well interestingly that actually didn't show any improvement at all.
45:01	So, we're at that plateau where we're at MBT timing, so as usual if we haven't seen any gain from our timing, we're simply going to remove that.
45:12	So, we will go ahead and do exactly that.
45:15	Now, at this point I am going to also just go ahead and make some further changes to this.
45:20	We've got the same ignition timing basically from 210 kPa here.
45:25	I'm actually sure now why we have a 210 kPa zone.
45:29	That's OK though, we can just remove this.
45:31	That one slipped through while I was setting up the base table, but I do not see the need to have an additional row in there and we'll just allow that to interpolate which will have no effect on our tuning.
45:43	So, what we want to do here is basically just be a little conservative out above the areas that we are running in.
45:49	And to do this I'm just going to highlight, in this case we'll come into our 260 kPa row for a start and we'll take out three degrees and we'll come into our 240 kPa and take out the same three degrees.
46:03	Now, we shouldn't be getting to 240 kPa, we know our peak was around 220.
46:08	This is just something I like to do to safeguard ourselves if there is a failure in the boost control system and we end up running a little bit more boost than we expect, but maybe not hitting that map limit.
46:18	But at this stage we're going to store those changes, we will have one last look at our log file and just see what our fueling was looking like during that run.
46:27	And my sense is that it's probably going to be pretty good and it is.
46:31	So, everything's looking really nice now.
46:34	As far as I'm concerned, we're done with the dyno segment of our tuning exercise here.
46:39	So, let's take the car out on the racetrack, put it through its paces and make sure that everything we see here on the dyno stacks up under real world conditions.