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Practical Standalone Tuning: Step 5: Initial Startup

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Step 5: Initial Startup


00:00 - With all of our ECU configuration as well as our input and output testing completed, it's finally time to actually start our engine for the first time.
00:10 Now remember at this stage all we've done is made a broad table for our fuel where we've set all of the table values to a value of three milliseconds.
00:19 Likewise we've got a fairly basic ignition table with all of the off boost areas of that table set to 15 degrees.
00:27 Now chances are at this point our fuelling numbers may be wildly incorrect.
00:32 And that's not necessarily a problem as we're going to see.
00:35 What we're going to be doing is making some coarse broad changes to the fuelling in order to quickly get our air fuel ratio on target.
00:43 Now at this point as well we may need to use the throttle to physically keep the engine running.
00:49 We've made no adjustments to our idle speed control parameters so at this point just while we're getting the engine up and running and proving everything works correctly, we may need to use a little bit of throttle just to maintain engine speed and keep the engine running.
01:04 So let's jump into our SCal software here and we'll have a look at what we're going to do.
01:10 So right now I'm on our run mode fuelling base injection one table.
01:15 And what we're going to do is highlight a block of values in this table here that represent the areas in vacuum up to around 2000 RPM.
01:24 So this means that when I'm making changes, I can make very large, quick changes to the entire block of cells.
01:31 We're not going to be trying to focus on getting an absolutely accurate air fuel ratio.
01:36 We just simply want to get the air fuel ratio broadly into the ballpark, and at this point I'm gonna be probably pretty happy if my lambda is somewhere in the region of about 0.85 through to maybe 1.0 Now in respect to that as well, we will be using our lambda one value which is being displayed here on our SCal software.
01:57 We also, remember, are running this ECU in closed loop mode.
02:02 So once the closed loop fuel control does come into play, we will also need to keep an eye on our fuel multiplier for closed loop one and this is showing us what effect that closed loop control is having.
02:16 So in this instance if we don't watch this, it's quite possible that our air fuel ratio will be absolutely on target, but we may be using somewhere in the region of plus or minus 20% trim in order to get there.
02:27 So we need to watch both of those together.
02:29 OK so what we're going to do is now highlight the cells that we're going to change, highlighting all of the cells up to 2000 RPM below 1000 millibars, and we're going to try cranking the engine and starting it.
02:42 So let's see what happens.
02:48 OK so straight away the engine fires up and I'm just using a little bit of throttle there just to hold the engine RPM up.
02:54 As I come off the throttle we see that the engine isn't that happy about running.
02:59 And we're just looking at our lambda at the moment.
03:03 And we can see that we're a little bit rich there.
03:06 We're actually pretty good but as I mentioned, we can see also that our closed loop multiplier's sitting at 0.8 so it's removing 20%.
03:15 Now I can make coarse changes at this point by using the plus and minus key.
03:20 And this will make a change of 0.1 So what I'm going to do is just remove a little bit of injection time from our table there, until we get our closed loop multiplier down closer to 1.0 When our closed loop multiplier is sitting at one, this means that the closed loop control is having no effect.
03:39 So we can see we're right there at the moment, our closed loop control is sitting pretty close to one, and our lambda's sitting at about 0.93, remember we do have a little bit of adder there for our cold start target.
03:51 At the moment I'm sitting with just a very small amount of throttle on board, just to keep the engine running, but everything's running quite nicely.
03:58 So at this point there's two checks we're going to make.
04:01 The first is to just check the battery voltage.
04:04 So we can find that over here on our channel list, we can see that our battery is listed as V Batt.
04:12 And we want to see that somewhere around about 13.8 to about 14.2 volts.
04:18 This just indicates that our alternator is charging.
04:21 And also even though we aren't particularly well tuned at the moment, we can also take note of our idle vacuum.
04:28 At the moment we are operating at around about 320 millibars so this is a good amount of vacuum, which is about what we'd expect for this sort of engine being in stock form.
04:40 So at this point our engine is running.
04:42 We're comfortable that everything is operating OK and we've got our air fuel ratio already in the ballpark.