Resumen

En este seminario web, presentaremos el sistema EFI Sniper 2 de Holley. Está diseñado como una solución rentable para las conversiones EFI. Explicaremos cómo ajustarlo con el software para portátiles, cómo configurar un mapa base y cómo aprovechar al máximo la función de autoajuste.

00:00 Hey team, Andre from High Performance Academy here, welcome to another one of our webinars and this time we're going to be diving into the world of Holley EFI.
00:08 We've got our 1966 Chev C10 that I'm sitting in at the moment and we've had this for a few years now and it's got the classic 350 Chev, it was running a Edelbrock carburettor.
00:21 It's probably to the best of our knowledge a completely stock, unmodified engine with god knows how many miles on it, so it's definitely not at the peak of performance, it's just a cruiser but we did want to do an EFI conversion on this and we've been having people cry out for Holley EFI information for a good few years now so it was time to take the jump and learn that system ourselves so that we can present some information, particularly a worked example, which I am just in the final stages of completing now.
00:54 So, what I want to do is just start by talking a little bit about what the Holley EFI world is like and specifically the Sniper 2 which is what's fitted to this vehicle.
01:06 So, basically the Holley ECUs can be split into the Sniper, the Dominator and the Terminator range and basically the more advanced Dominator and Terminator are going to give you a lot more flexibility and a lot more control.
01:21 Now, the Sniper 2 is very much a dumbed down system designed for simplifying EFI conversions and it actually does a really good job of that.
01:31 The Sniper 2 really is designed for those who don't want to end up using a laptop to do their tuning and their claim to fame with that unit is that it will self tune so literally it says on the box, no laptop required.
01:45 Now, when I hear something like that, straight away my spidey senses start tingling and I'm a little bit sceptical.
01:54 So, it was interesting to sort of get my head around how that actually worked and see how well it does pan out in the real world.
02:01 And I'm actually surprised to say it did a better job than I'd expected.
02:05 So, what we're going to be doing here, obviously we're looking at the Sniper 2 system because that's what's installed.
02:12 The software look and feel though between the different ECUs that Holley offer is very similar, just obviously with the more advanced ECUs we do have some more advanced functions.
02:22 So, even if you're not dealing with the Sniper 2, the basics of what we're going to be looking at today will still be 100% applicable or if you're in the market and considering buying one of these ECUs again, you're going to learn a ton from today's webinar.
02:36 As usual we will be having questions and answers at the end of the lesson so if there's anything I talk about relevant to today's topic that you'd like more information on, then please feel free to put those in the comments and we'll get to those at the end.
02:51 Right so let's talk a little bit quickly about that Sniper 2 system and how it works.
02:57 So, really it's essentially an electronic four barrel carburettor.
03:01 And as I mentioned, it's designed to simplify EFI conversion.
03:05 So, from the install standpoint, it's literally a case of unbolting your existing four barrel carburettor and then putting the Sniper 2 system in place.
03:14 It'll take a conventional air filter assembly just like your existing carburettor did.
03:21 Almost all of the sensors required as well as the ECU are incorporated inside of that unit and we've also got the four injectors fitted to it as well.
03:31 So, from the rest of the installation, all we've got to do is hook up a coolant temperature sensor, we do need to make some changes to the fuelling system because obviously we've gone from a low pressure carburettor fuel system to something that's now running at, or highly recommend, 60 psi.
03:48 And the upshot of this as well is that we also are going to need to incorporate either a fuel surge tank or a fuel tank that's more specific or more designed around EFI.
03:59 Now, again those are a little bit outside of today's topic, I actually did a webinar, I think it's 367, which is on the process of EFI conversion.
04:09 And that's a more thorough understanding of what's required.
04:13 So, I won't go too much further into it.
04:15 One of the key elements though with an EFI conversion is getting a trigger input to the ECU so that it knows engine speed and engine position.
04:25 And these are two of the most critical signals that the ECU relies on because that gives it all the information it needs to know about which cylinder is firing at any particular time and the RPM obviously is also critical for its fuel and ignition calculations.
04:40 Now, the Sniper 2 simplifies this because as I mentioned, that's one of the more complicated parts of an EFI conversion.
04:47 It is a throttle body injection system, it's not multipoint, meaning that the four injectors are housed in the throttle body.
04:55 So, we don't have sequential fuel here and we're relying on an existing distributor or an upgrade to the electronically controlled Holley hyper spark distributor.
05:05 So, we don't have direct fire ignition.
05:09 So, this makes the requirements for our trigger input or trigger information to the ECU much much simpler.
05:15 For a start, the ECU doesn't need to know where abouts in the engine cycle it is because as I mentioned, we can't do individual cylinder spark, direct fire spark, and we're not doing sequential injection.
05:27 So, we can get away with essentially just an RPM signal.
05:31 So, in its simplest form, if you're retaining a stock distributor, something that's mechanically advanced and we're not touching that electronically, all we need is a signal from the coil negative so from an electronics installation standpoint, I think there's five wires at a minimum to hook up and you're essentially good to go.
05:49 So, it really doesn't get much simpler than that.
05:52 The system as it comes out of the box is really designed for those people who don't want to break out the laptop and it does have a 3.5 inch LCD touchscreen that you can do, I wouldn't call it tuning.
06:06 Calibration or basic setup would probably be what I'd call it.
06:10 So, you can make your configuration and make small changes but you can't get down into the nitty gritty tuning individual cells.
06:19 The other claim to fame here as well as the self tuning though is how simple it is to get the base configuration ready to go so your engine will actually start and run.
06:27 There's a bunch of questions which come down to engine capacity, aggressiveness of the cam, target idle speed, air fuel ratio with what fuel you're running on and fuel pressure.
06:41 And basically the calibration wizard, I hate that term, we've worked really hard over about 12 years now to try and prove that tuning isn't magic and then we have these wizards coming along and ruining all the hard work we've done but I kind of get it, it makes sense.
06:56 The calibration wizard will create a fuel and spark table that's basically going to be enough to get you up and running and from here this self tuning process should kick in and basically do all of the heavy lifting for you.
07:10 And as I mentioned, it actually does work pretty well.
07:14 To give you sort of an example of this, this is a little off topic for today because I'm not dealing with a hand controller.
07:20 But if we jump across to my laptop screen, as part of the worked example that we've just finished filming, this is one of the ramp runs that I did using the LCD hand controller.
07:32 And this is the first full power ramp run or full throttle ramp run that I did all the way out to, it was about 5700 RPM.
07:40 And while I wouldn't get too excited about the outright power number, clearly it's not going to be winning any dyno comps any time soon, what I wanted to focus on here is the air fuel ratio.
07:51 And this was after me steady state tuning up to about 3000 RPM.
07:55 So, sort of in that area, I still got up to wide open throttle.
07:58 So, that part should have been OK but essentially all of this out to the right here, I'd never been there.
08:04 So, we were only starting from this base calibration that the calibration wizard had created.
08:10 It's not perfect, there's a little bit more work to do but we can see that it was safe enough for me to perform a wide open throttle run on my very first go.
08:18 And if we compare this to manually tuning, it took me about 6 pulls to get all the way out to 5700 RPM tuning manually and just creeping up on the tune.
08:29 So, I was actually pretty impressed.
08:32 On that note though, just before we carry on with the EFI system and the laptop tuning software, who is the Holley Sniper right for and who is it wrong for? Clearly it's not a solution for every application.
08:44 I would say it suits nicely mild to modestly modified engines.
08:51 So, something that's relatively stock, if you've got 11.5, 12.1 compression, a big aggressive cam or power adders, it's probably not the tool that I would be choosing for the job.
09:03 That's not to say it won't get it done but there's probably better solutions out there.
09:07 But for something like our Chevrolet C10, it's a low power cruiser, until it got on the dyno for this worked example, I don't think it had ever seen 5700 RPM in its life.
09:20 This is actually a pretty worthwhile solution and the self tuning did actually exceed my expectations.
09:28 Alright, but let's get back to our topic of today which is more around the actual EFI system itself when we're laptop tuning it.
09:37 Unfortunately if you do want to do this, it does require you to buy an additional CAN cable to connect up between the Sniper 2 and your laptop.
09:46 I can't remember, I think it's about $70 or maybe $80 USD for that cable.
09:52 The cost is not so much of a concern as the fact if you're expecting to be able to tune it out of the box with your laptop, it turns up and you find out you're wrong, depending where in the world you are, it took us about a week to get that cable out of the US so just something to keep in mind.
10:09 Let's have a quick tour of the software here so we'll jump onto my laptop screen and basically at the moment I've got the calibration open that I've sort of finished off with on our C10 at this point, still just needs a little bit of trimming work on the road but we should be pretty good to go.
10:27 What I'll do is I'll just go online here.
10:32 And every time we go online, like I just did there, what it does is it compares what is on the laptop versus what is in the ECU and makes sure that they match.
10:40 In that case it did, the little box opened, everything went green and then it closed.
10:44 If you've got some changes on the laptop that haven't been synced to the ECU, you've got the option there of doing so, you can send your calibration or configuration from the laptop through to the ECU or alternatively you can read out of the ECU.
11:01 This is the other way you would also send a new configuration through to the ECU.
11:06 You'd be offline and you can control that here with this little online button up in the menu bar.
11:13 So, if I click on that, we'll go offline and then when it goes back online, there we go, all good to go.
11:19 So, if we're offline, we open a configuration and then we go online, obviously it will say that they do not match and at that point you can send that configuration through to the ECU.
11:29 So, what you can do here, if we come up to file, the process is slightly different to create a new configuration if you're using the laptop software versus the touchscreen.
11:40 With the touchscreen, as I've mentioned, you go through this little calibration wizard but the process here is simply to open a configuration.
11:46 They recommend opening a configuration rather than actually starting from scratch.
11:51 Tells me I can't do that while I'm online, fair play.
11:54 So, we will go offline and open a configuration.
11:57 And then we want to go, we actually wanna go into our base cals here.
12:05 And we've got a range, it's a fairly simple range but you can choose one from there.
12:11 Let's go stock cam sniper.
12:13 I don't need to save those changes.
12:15 And then what we want to do is, at the moment as it opens, we've got nothing visible.
12:21 So, how are we going to make some changes here? Well let's just start with our little EFI system individual configuration file.
12:30 And what we wanna do is make sure that these parameters match what we're actually trying to tune.
12:35 So, for example if we click on engine parameters, very very simple, they've kept it as simple as they can which I do appreciate.
12:41 The more complexity we add, the harder it is for tuners to get their head around.
12:46 So, it is very much a bare basic system here but it does do quite an impressive job from what I've found so far.
12:54 So, number of cylinders, pretty self explanatory and then the engine capacity.
12:58 And then also the cam type.
13:01 Now, why is this necessary? So, first of all, the number of cylinders, we obviously need to understand that because if we're triggering for an RPM signal of the coil negative, then the number of pulses per engine revolution is going to be dependent on the number of cylinders.
13:19 Engine capacity, that is critical to the volumetric efficiency table of our engine or the fuelling setup of our engine and so is our cam type.
13:28 So, a more aggressive cam is going to have better volumetric efficiency at higher RPM, it's probably almost certainly going to lose a bunch of efficiency down low.
13:36 So, if we look at our drop down menu here, it's not too granular but we've got stock, mild, street strip and race.
13:44 Ours is stock, nice and easy.
13:46 So, that's obviously not going to get you a perfect solution but it should be enough to at least get you up and running.
13:52 Then the other aspect here is our ignition system.
13:55 So, again coil negative would be the default if you're retaining a stock mechanical advanced distributor.
14:02 We drop down here, in our case we'd come down and choose the hyperspark.
14:06 In which case we've got a couple of other configuration options here.
14:09 Our reference angle which from the manual, don't know why it actually comes up with 45 from the manual, 57.5 is the number you put in here and an inductive delay.
14:20 What's an inductive delay? Well there is a bit of latency in the ignition system from the ECU wants the spark to occur till it's actually occurring and essentially what happens if we ask for a fixed ignition timing, let's say 15° and we're looking at the front harmonic damper with our timing light and we're at idle, let's say 750 RPM and it's right on 15°, what we can find is if we then use the throttle and accelerate the engine RPM up to let's say 5000, we can see the timing drift a little bit due to this inductive delay.
14:52 Meaning that at high RPM we're not actually getting the timing that we're expecting.
14:57 So, we may need to change this inductive delay value in order to correct that.
15:01 This is actually pretty common on a lot of ECUs so definitely nothing too new there.
15:06 Then our output setup here, and again just in the interest of keeping things simple, by default the dwell time is just a single value, in this case by default 2 milliseconds.
15:17 You can also enable a table if you want but in our case let's just keep that nice and simple, we'll change that to 3 milliseconds.
15:26 This is going to be dependent on your ignition system.
15:29 Generally, somewhere between maybe 2.5 and 3.5 would be typical but there are definitely coils that will be outside of that.
15:36 So, that's our first setup done.
15:38 Not particularly taxing at all.
15:40 Next, we're going to come over to our EFI parameters, we'll click on that.
15:43 And first of all our system type.
15:47 So, Sniper 4 injector and you've got a range of options in there.
15:52 This has a built in wideband and in this case there's not a lot of options in our dropdown because the Sniper 2 is really locked down.
16:00 But it does have a Bosch LSU 4.9 lambda sensor.
16:03 Same with the MAP sensor, it is internal, no adjustability there.
16:07 Our fuel type, again related to setting up the fueling versus our volumetric efficiency, we've got the option of gasoline versus ethanol.
16:15 And also the other aspect here is our actual system pressure.
16:19 So, we want to make sure that whatever our measured fuel pressure is, matches this, otherwise essentially all bets are off because if the fuel pressure is dramatically different to what the ECU thinks it is, then the amount of fuel, mass of fuel delivered for a given pulse width is not going to be what the ECU expects.
16:38 Of course, it's not going to be able to deliver the fueling properly.
16:41 We've got fuel injector information here and again with the Sniper 2, really this is all locked down.
16:48 It's the injectors it comes with, we don't really need to make any adjustments but of course for other systems you've got more adjustability in there.
16:57 Alright, so again, not particularly strenuous to set this up, it's all pretty straightforward.
17:02 We've got our basic inputs and outputs here and in its simplest form, I've actually got nothing going on.
17:09 So, we've got the ability to have a couple of fans, we can control our air conditioning.
17:13 We don't have air conditioning in a 1966 C10.
17:16 If you're hot you wind the window down, if you're cold you wind it up and that's about as advanced as the thing gets.
17:21 We've got a viscous fan being run off the harmonic damper so again we've got no electric fan so pretty much for us, we can turn all of this off.
17:31 You can also run a secondary fuel pump if required.
17:35 Let's jump into the closed loop learning which is really, as I've mentioned, kind of one of the key claims to fame for this unit here.
17:42 And it's got essentially, I would call it a short term and a long term trump.
17:47 It's pretty smart how it all works.
17:50 So, at the moment we are on our closed loop parameters.
17:55 And we can first of all enable or disable closed loop.
17:58 I'll talk about this briefly because some of this comes down to personal preference of how you like to tune.
18:04 If we are hand tuning using laptop software, some tuners will turn the closed loop off because they want to actually see the fuelling error and then manually make changes.
18:14 I prefer to leave the closed loop enabled but the key to this is if we've got the closed loop enabled, and particularly if we have the closed loop plus the learn enabled, which you'll understand that in a moment, we need to be really mindful of what changes we need to make to our VE table because if everything's working, we should see that our air fuel ratio is going to be absolutely spot on our target.
18:35 But we may find that the reason it's spot on its target is because we've got a closed loop trim of maybe minus 5% and maybe a learn table value of minus 35% so we're actually more like 40% off the mark.
18:48 But that's all kind of being masked by the closed loop side of things.
18:51 So, it's just a case of understanding what's going on and how to deal with it.
18:56 So, I would typically leave our closed loop enabled and we can also enable a minimum coolant temp for closed loop.
19:03 One of the frustrations I do have with this system, and I get it, it's very US domestic market centric, we have no way of changing the units for temperature.
19:13 And try as I might, I do not understand Fahrenheit.
19:17 I know that 180 Fahrenheit as far as coolant temperature is our normal running temperature of about 80°C but beyond that I do not understand it.
19:26 So, that's been a bit of a frustration but again I do understand that this is predominantly a US domestic market model and probably everyone listening to that from the US is thinking well that's fine, I don't understand degrees C so we're even, fair call.
19:39 Alright, we've also got some ability here to basically control when the closed loop comes in in terms of an enable RPM, throttle position, etc.
19:50 I'm going to leave all of those zeroed because realistically I want this operating at idle and I want it operating at wide open throttle.
19:57 Then we've got the actual table itself.
20:01 And this, from my standpoint, it's actually pretty scary.
20:05 This gives the closed loop control system the power to go plus or minus 100% from the starting point.
20:13 Probably a little excessive but I get that they're also starting from a base calibration that could be a fair way off so we do need to allow a reasonable amount of control.
20:23 It's OK, the way I've sort of dealt with this is starting with it at plus or minus 100, that'll allow the closed loop system to really quickly dial things in even if we're out of the ballpark.
20:35 And then essentially what I would do with this once I've finished my tune or I know that I'm really close, I'll pull this down to something a bit more realistic.
20:43 And generally what I like to do with that is have these numbers, let's say we're naturally aspirated here so 79 to 105 kPa, I'll go all the way up, that might be plus or minus 5%.
20:55 If we're needing more than plus or minus 5%, essentially we've either got a problem with the system or we haven't done our job properly in the first place.
21:04 So, no need for more power than that.
21:07 However what I would also say is that down in the idle area, we might want a little bit more control, maybe plus or minus 20% because at idle we do tend to be a little bit more affected by heat soak.
21:20 So, plus or minus 20%, factory systems will be plus or minus 25% at the point that they pull an error code so not too excessive and then maybe I might be plus or minus 10% in the cruise areas and path throttles.
21:34 So, something like that would probably be more in line with what I would expect.
21:40 Alright, so that's our closed loop, so I call this short term.
21:42 So, this is an instantaneous response to error.
21:45 Now, if we come across to the next part of the closed loop control strategy which is the learn parameters, so the learn table is really what I'd refer to as a long term trim table but this stays in solid state memory, it doesn't lose the numbers in the learn table when we key the car off.
22:03 So, the idea with this is that between the closed loop short term trim and the learn table, basically over time the ECU is going to basically improve the quality of its auto tuning.
22:16 So, at the moment this is enabled and again personal preference here, what I would do and have done is that when I am on the dyno tuning, I will actually disable the learn table because I want to be manually tuning the fuel table.
22:30 And then once I've got everything dialled in on the dyno and I'm sort of within plus or minus a couple of percent of my target, then out on the road I would enable this, the nice thing is that you could turn this on for a couple of weeks, drive it around, do a few hundred miles on it, get as much data as you can, and then what you're going to end up with is a learn table which we'll have a look at in a moment that will be filled with all of these errors and you can then transfer those across to your base VE table.
23:00 And from there whether you choose to leave the learn enabled or disabled, again personal preference, just like our closed loop trim, we also have the learn compensation limits and again these are plus or minus 100 so these act on top of the closed loop so we can actually have plus or minus 200% which is a pretty wild amount.
23:21 Probably again for the sake of sanity, if I was going to leave this enabled, once the engine is essentially tuned, I'd probably be limiting this more to plus or minus 10%, you've got that again remembering on top of the closed loop trim.
23:36 I still haven't really decided if after that initial tune period I'd leave this learn table enabled.
23:43 We do always see some variations over time, seasons, day to day with the fueling.
23:51 But whether we want that dealt with with a learn table or a closed loop short term fuel trim, again really there's no strict answer here on how that should work.
24:01 Just to give you a little bit more insight though, what happens here is let's say we're idling at 800 RPM and we're too rich.
24:08 So, what will happen is immediately our closed loop trim will pull out let's say 10 % fuel to get us where we want to go to.
24:15 Once we're on that target, over time, it's actually quite quick here, the closed loop trim will be transferred into that learn table.
24:23 So, the learn table's always trying to get back to the point where our closed loop short term fuel trim is sitting at zero and just cycling up and down.
24:31 So, that's kind of how the system works.
24:33 Alright, so that's the basics there.
24:35 What I'm going to do is we'll just go online and you'll see now because it doesn't match, it says basically everything has failed here.
24:45 The only thing that matches is the sensors.
24:47 So, we'll get from the ECU here.
24:50 And that brings back our previous calibration that's actually running on this vehicle at the moment.
24:56 So, what we want to show here on the left hand side, at the moment we've got that system's parameters that we've already looked at.
25:04 Let's just close that, go offline again for a moment.
25:06 So,me of these things can't be changed when we're online.
25:09 So, you would see the little sensor icon here.
25:13 When I go online, that's greyed out, we can't actually get to it.
25:16 So, we'll just go offline temporarily and have a quick look at that.
25:19 Again, with this particular system, there's not a lot to do here.
25:23 It comes preconfigured, it comes with all of its sensors.
25:26 But you can click through these, coolant temperature sensor, you can see our temperature scaling in Fahrenheit.
25:32 And we can set sensor warnings et cetera as required.
25:36 I've got our RPM here as well.
25:39 And basically nothing I need to do here so I was just showing you that for the sake of completeness.
25:44 We'll go back online here.
25:47 So, let's have a look at fuelling.
25:49 So, I click on the fuel icon here and then it brings up our little fuel panel here with our options available.
25:57 And we'll work through these in order.
26:01 So, for a start we've got our VE table.
26:03 And one of the first things that I noticed is obviously it's an incredibly high resolution in terms of the breakpoints of the table.
26:11 So, if we look down here in the idle region, we've got 5, 6, 7, 8, 900, 1000.
26:17 Then it starts getting a bit broader, 1200, 1400.
26:20 Likewise, if we look at manifold absolute pressure, we're sort of 11, 15, 18, 22 kPa.
26:27 Again, there's not a lot of black and white when it comes to EFI tuning but as part of our EFI tuning fundamentals course and our practical EFI tuning course, my recommendation here with most of these tables is that we set our breakpoints for RPM around every 500.
26:44 I'll add a little bit more detail, a little bit tighter cropping of our breakpoints down in the idle and off idle area where we want a little bit more control.
26:52 And for our load axis I would generally be every 10 or 20 kPa.
26:57 Again, might have slightly tighter through the cruise area and idle where we want a little bit finer control.
27:02 Because by adding all of these breakpoints, essentially we're just doing the same job that the ECU's doing of interpolating between zones.
27:10 We don't need them that tightly and all we're doing is making more work for ourselves.
27:14 But for two reasons I've decided to keep this as it is.
27:18 The first of these is that Holley do not make it entirely easy to change the breakpoints, we can't resize the table, we're stuck with the breakpoints we've got.
27:28 So, in an engine that's only going to rev to 6000 RPM, if I wanted 500 RPM breakpoints, we're going to end up with a whole bunch out here sort of turfed out of the way where we're never going to get to them.
27:39 Which is fine but a little awkward.
27:42 Likewise, there's no easy way of sort of manipulating the axis.
27:48 We can go in and change an individual cell, that's 1400 at the moment, let's change that to 1250, I've already got one at 1200.
27:57 Job done.
27:59 That's going to be time consuming and a bit messy.
28:02 The other thing you might have noticed there is when I did that, it didn't actually change any of the numbers in that particular column.
28:07 So, it doesn't interpolate when we change these breakpoints, I'll just take it back to where it was before I forget.
28:13 And the key part of that is you want to make sure you've got these breakpoints locked in before you go and tune the engine because if you tune the engine and then change the breakpoints, it will affect our tuning.
28:23 Now, Holley users that are probably shouting at their keyboards right now, yes there is a interpolate function essentially which we could use but again, I'm going to leave it like this because I believe that this will probably be how most Holley tuners are going to work with the system.
28:41 So, why don't we just do what everyone else is doing? It's going to give a better worked example when we get to the end of it as well.
28:48 The other aspect, because I have been talking with Holley about this, they claim that this is part of the, the reason for this is partly to do with their self tuning.
28:57 So, I'm not 100% sure what's going on in the background there.
29:00 They probably know more about their system than I do so I'll take their word for it.
29:04 But there you go anyway, there's your very very tight breakpoints.
29:08 We can look at our fuel graph graphically and I mean this is probably like just about any ECU you've seen.
29:16 You can manipulate this and sort of see where abouts you are.
29:20 It's always nice to have a graphical view because it can be very difficult if we jump back to our three dimensional table view.
29:28 While there is a heat map here we can sort of sense the scale of the numbers, it's quite difficult sometimes to sort of see very obvious steps which show up when we're looking at it graphically.
29:40 Right so that's our base fuel table and our fuel graph.
29:43 We should probably talk about how we can make some changes to these numbers so let's go back to our numerical table.
29:51 So, let's click on a cell.
29:52 Another frustration for me is that with the engine running which we'll show shortly, we do have a little cursor showing where we're accessing at the moment.
30:03 We're powered on but not running so we're sitting at atmospheric pressure, zero RPM.
30:06 There isn't a jump to cell key on the keyboard which again most ECUs have but that's what we're dealing with.
30:14 Alright, so there's a variety of ways of manipulating our data.
30:18 Probably one of the quickest and easiest is if we hold down the control key and press the up arrow, I'll just circle this so everyone's aware of where we're working.
30:27 What that's going to do is add 1% each time we make a change.
30:30 If we do the down arrow of course that's going to go the opposite way.
30:34 If we want to make a slightly coarser change, the control and left arrow will remove 5% and control and right arrow will of course add 5%.
30:42 That's probably how most people will use it.
30:45 There are some other options though.
30:47 If we click the O key which stands for offset, this basically gives us math functions so it gives you a bit of an understanding here of how you're going to use this.
30:58 So, for example let's say we've got a block of cells, we're not going to do this for an individual cell but we've got a block of cells and we want to add 5% to them so we'll just click add 5 or plus 5, click OK, job done.
31:11 Offset again, or actually the other thing that's worth knowing is control Z will undo a change which is always nice if you make a change that you didn't like.
31:19 And then of course we can also make percentage changes as well.
31:22 So, if we put in the little asterisk symbol for multiply, 1.1, that's going to multiply that by 1.1 or in other words add 10%, job done.
31:33 So, a few ways we can manipulate the data and then of course there's the old fashioned just direct entry.
31:39 So, whatever suits you, you can make those changes.
31:43 We can also, there is some interpolate and smoothing functionality here as well.
31:48 So, let's say we want to, we've got a value of 60 here and we've got a value of 50 here and we can highlight between those cells.
31:58 I can't remember off the top of my head the hotkey for this but if we right click, fill column values, so this is a column, so C is the hotkey.
32:07 Fill to me is maybe not a very intuitive term but fill is going to give us an interpolation there and that's exactly what's happened.
32:17 So, you can do that horizontally as well.
32:20 And then the other function is we can smooth.
32:23 So, we can smooth the entire graph here or you can smooth a selection.
32:28 So, if we highlight a selection of cells, right click here, the S is the hotkey for this, smooth selected.
32:34 We can also offset selected as well which is what we just looked at.
32:39 Smooth, let's talk about that.
32:41 This is something that I'm always a little bit on the fence of, any ECU that has an option to smooth the table values.
32:50 There's a place for this though, particularly when we're dealing with self tuning, this is a case of garbage in, garbage out I think would be a good way of explaining it.
33:00 So, what I mean by this is we want to be, to get the most out of self tuning, we want to be mindful of how we tune the vehicle, how we drive the vehicle.
33:07 So, what we want to do is try and make sure that we stay smooth on the throttle, we don't want to be bringing in acceleration enrichment or tip out in leanment, that's going to affect everything although the self tuning does have the ability to basically ignore data for moments after that so we don't end up getting mess in our learn table.
33:27 But we want to be as smooth as we can and then we also want to try driving the car as central in the cells as we can to give it the best chance of basically doing its job as it should.
33:39 So, you're still likely to end up with some sort of irregular shapes to your fuel table and this is where the smooth function can be helpful.
33:47 But I think there's been a misconception now in the tuning world that a properly tuned engine is going to have an absolutely perfectly smooth fuel and ignition table.
33:57 And the reality is that maybe, maybe it will be but maybe it won't be.
34:02 We really want to just give the engine what it wants and the shape of the fuel and ignition tables at the end of that is irrelevant to me as long as the engine has the correct ignition timing and fueling.
34:12 And where we will see the potential, particularly in the volumetric efficiency for quite sharp changes, is if we've got a very very aggressive cam with a lot of duration and overlap, what we'll find is that at low RPM we're going to see that if cam is inefficient, it's not working properly, we'll have a lot of reversion and the volumetric efficiency will end up looking like a mountain range.
34:35 And if we smooth that out, I mean it'll look nice but it's not what the engine wants.
34:39 So, basically it needs to be dealt with carefully and we don't want to overuse the smooth function in order to get a beautiful smooth table, that's just not realistic to what the engine needs but one or two clicks of that smooth function, once we've partway through our self tuning, that can actually be beneficial and actually speed up the process.
35:00 So, yeah, need to just understand the limitations of this, when to use it and when not to use it.
35:05 We'll click over to our learn table.
35:07 So, now we've actually got some data here.
35:09 The learn table, as I mentioned, these are the long term learn values, these get stored and it gives us a pretty good sense of how good our tune is.
35:20 So, this has all been hand tuned and this is my first drive out on the road.
35:24 And for the most part we've got, in the cruise areas which would be around about here, we're sort of seeing values of 2 to maybe 3%.
35:33 Not bad, pretty close.
35:36 When we first started with this we were seeing values of around 30, 35%.
35:39 So, it's got it dialled in pretty quickly.
35:41 We've still got some areas here at light load where I can't get to on the dyno.
35:47 And we can see that they're adding sort of 5 to almost 6%.
35:50 So, a bit of work to be done there.
35:53 Up higher in the load as we're sort of getting towards wide open throttle, again couple of percent there but I wasn't actually driving or concentrating at wide open throttle so probably not quite right there and obviously I haven't done any actual wide open throttle ramp runs to sort of see what that's looking like out there.
36:09 But generally when I'm looking at this, what I want to see is first of all, when we're getting our tune pretty close to being finalised, want to make sure that these numbers are pretty close to zero.
36:19 Hopefully sort of within maybe 1 or 2% of zero.
36:23 I'm also looking for any sort of discrepancies or standout values where I might have values of 1 to 2% and then right beside all of those values I might have one that's 20.
36:36 That would be worrying to me.
36:37 That would probably be an area that I'd want to go back and revisit to see why have I got this crazy value that doesn't fit with everything around it.
36:46 Now, another thing that I've tried while I was tuning on the dyno is obviously if you're starting from this base configuration that could be, the VE table is almost certainly not going to be accurate.
36:58 So, initially you're going to start seeing some quite large values and I think as I mentioned we were sort of seeing around about minus 35%.
37:05 It's always good that the base configuration starts too rich but if we steady state tune this thing out to let's say 3000 RPM which is about there, and then we're going to start doing some ramp runs.
37:16 So, we've got this learn table that's filled in and we will have values of minus 35 % as I just mentioned in here but then straight away as we move to the right, zeros.
37:26 Well what we can do is actually speed that process up or get everything a little bit closer here.
37:31 We can grab these values here and set them to whatever we want.
37:35 So, if we're seeing minus 35%, I'd probably start by being a little bit more conservative, maybe pull 30% out of that.
37:43 So, what that means is we're sort of pre configuring this learn table and as we get out into that untuned area, hopefully it means that our air fuel ratio off the bat is going to be closer and then obviously that learn table will continue to populate.
37:56 Alright, let's move on and we'll come down and have a look at our target air fuel ratio table.
38:01 So, there's a couple of ways we can set this up actually.
38:04 This is currently a 2D table, they call it a 2D table, I typically call this a 3D table, we've got an X and a Y axis and then a Z axis but that's OK.
38:15 Or we can go into the simple mode which I won't do right here.
38:18 In our simple mode we don't have that table, it'll become greyed out.
38:22 And instead we set our target idle air fuel ratio, our cruise air fuel ratio and then our wide open throttle air fuel ratio.
38:31 Pretty simplistic but I mean realistically it does work pretty well.
38:37 There's not a lot of need to be more granular than that, particularly on a low powered naturally aspirated engine like this.
38:45 And you can see realistically I've kind of done the same thing.
38:48 We've got our target air fuel ratio in the wide open throttle area, mostly 13.0, I've just richened it a little bit at high RPM.
38:56 I've got this area at high RPM and low load which this engine is literally never going to get to where I've richened it a little bit to 14.0 just for a little bit of cooling effect but our actual cruise area of the table, 14.7.
39:10 So, I've kind of just done a lot more work to achieve the same aim.
39:14 While Holley in their infinite wisdom have not allowed us to change the units for temperature from Fahrenheit to degrees C, we can actually swap to lambda by clicking this little tick box here.
39:28 Again, for the purposes of our demonstration because I know that AFR units are still probably the predominant ones in use in the US market, I've left our worked example in AFR and I've left it in AFR today.
39:42 Important to understand the workflow here though.
39:45 With any volumetric efficiency based ECU, we need to start by getting our engine parameters dialled in, that was our number of cylinders, our engine capacity, our cam type, our fuel as well, gasoline, so it needs the stoic air fuel ratio of the fuel and then from there we want to come into this AFR target table and set some realistic targets that the engine is going to run at.
40:08 Because we want to then be tuning to these air fuel ratio targets, because it is volumetric efficiency based, if we decide we want to change the air fuel ratio targets later, we can come into this table and do so and if everything works properly, the new air fuel ratio should track but we want to just start with these at least where we are expecting to be.
40:30 We've got a few other parameters which I won't go into today just to try and keep our demonstration simpler but we've got some settings for our acceleration enrichment, temperature based changes to our fueling and start up enrichment.
40:44 And at this point we've essentially dealt with our fueling.
40:48 Next, we'll bring up our spark and when we do this we can see that our fuel parameters actually still stay visible so we can still access those if we want.
40:59 We can get rid of them altogether or we can bring them back and these will just stack up here.
41:04 So, coming into our spark, we've got our base timing table.
41:10 Again, pretty much everything that I've already talked about with the resolution.
41:14 Again, we do have the ability to basically replicate the way the hand controller works.
41:20 Obviously with a 3.5 inch LCD screen, we don't have the ability to tune a massive high resolution table like this, you'd just be there forever, it just wouldn't work.
41:29 So, how the touchscreen works is instead of 2D table we have the simple mode and again, just three settings, we've got our idle, our cruise target and then our wide open throttle ignition timing target.
41:45 This is the compromise that you would absolutely expect but it actually does still work pretty well.
41:52 What I've found is if we look at where we're running on this particular engine at wide open throttle, we are out around about here.
42:01 Note that it does still actually span out to 210 kPa but obviously we're sitting at that 95 to 105 kPa.
42:08 So, we can see that for optimal NBT timing right through this, we start at 2000 RPM, we're around about 26 degrees and then in the higher RPM range we've got up to 34.
42:20 When I did this tune using the hand controller, obviously I don't have that option, we could either have 26 degrees or 34 but we can't split that based on the RPM.
42:30 And what that means is that if we had set 34, that's going to give us optimal timing at high RPM, more power at high RPM but because we're now past NBT at 1800 to 2000 RPM, we actually lost a bit of power.
42:43 More worrying than that would be on this old engine, low compression on a good quality fuel, it is not knock limited, I cannot make this thing knock if I try.
42:52 But that's not going to be the case for every engine so obviously we need to be a little bit mindful of that and if you are knock limited at low RPM, you're going to probably end up compromising your high RPM power and torque as a result.
43:08 We can also again just view this graphically just like you'd expect, exactly the same as what we looked at with the fueling.
43:16 And basically everything else I've talked about comes into play here in terms of how we make adjustments to our timing, the smoothing function etc.
43:24 Cranking parameters, we can set the timing at cranking and then the RPM which will transition from cranking to run.
43:34 We've got the ability to have a rev limiter there, nothing particularly unusual.
43:39 Launch retard, more advanced function which we're clearly not using on this.
43:43 And then we've got some compensations for timing versus our coolant and our air temperature.
43:48 So, that's really the gist of the basic setup here.
43:52 Obviously we're not running boost, we're keeping this engine very very simple.
43:56 And this is really all we need.
43:58 What I'll do, I'll just get us up and running now.
44:02 And we'll have a look at some of this in action.
44:05 So, there's a couple of ways that we can view what's going on here.
44:10 So, let's start by coming back over to our base fuel table.
44:13 So, now we can see our little cursor moving around showing whereabouts we're actually accessing.
44:19 We've also got these data panels down in the bottom left hand corner.
44:23 So, at the moment we're on the sensor one so we can see our RPM, we can see our throttle position map et cetera.
44:30 And we can see under CL status, it's green and it's in closed loops, that means it is learning.
44:36 We've got idle tuning here.
44:38 This actually gives us a lot of the information we need anyway.
44:41 So, really the key ones here are our target air fuel ratio, our measured air fuel ratio, obviously that's always moving around a little bit.
44:49 We can see currently, obviously we're a bit heat soaked and it's warming up, it's only 160°F which I've learned is warming up still.
44:57 So, there we go, I've learned something about Fahrenheit I guess.
45:00 We've got a 2% trim so everything's looking pretty good there.
45:04 And if we come through here we've got our fuel tuning.
45:07 So, I think we've got our learn tuning as well.
45:10 So, at the moment we can see that the learn status is showing that we are learning.
45:14 We've got our current learn value, so that's sitting at five.
45:18 And again it's doing exactly what I said.
45:20 We can see now our closed loop compensation is essentially sitting at plus or minus 1%.
45:25 So, it's basically hovering around zero, all of the short term trim has been transferred across to that closed loop table.
45:33 We can also bring up our gauges.
45:37 So, we can click here to toggle our gauge panel on.
45:41 And that will give us a bit of a more detailed view of what everything's doing.
45:47 We can sort of drag this out of the way so we can view some of the parameters we want while we're tuning.
45:52 I found ultimately I was relying mainly on the data panels down here on the left.
45:58 Alright, what we'll do is a quick demonstration of the data logging and then we'll jump into some questions and answers.
46:06 This is probably a good time to remind you if you've got anything that I've talked about today or anything related to this system you'd like some info on, ask those in the chat and we'll get into those in a moment.
46:17 So, we do have a data logger.
46:19 We can turn that on by clicking this little clipboard icon here and that will start a log file.
46:26 Obviously, there's not anything particularly exciting happening here.
46:30 Click it again, it'll stop and it will ask us to give the file a name which I'm not going to.
46:36 Then to view the data log, if we come to our data log dropdown menu here, click on that and what we want to do is click open data log and get to the right folder, run eight.
46:49 So, this is one of the ones I did on the dyno.
46:51 Let's just toggle everything off for the moment.
46:54 As you open it up, a lot of information here.
46:57 Obviously, you can manipulate what channels you're viewing but for the purposes of fuel tuning which is what I was doing on the dyno, I'll turn everything off and just rely on the information I actually want.
47:08 So, there we've got our RPM trace.
47:11 We can bring in our TPS but for a ramp run, really once we've confirmed that we are actually at wide open throttle, it's irrelevant.
47:18 We've got our injector duty cycle.
47:20 We can bring that in but once we've again confirmed that our maximum value there is 30%, clearly we're not really pushing this system too hard.
47:30 I think it's rated to 650 horsepower naturally aspirated with the injectors supplied but once we've kind of figured that out, confirmed that our duty cycle's still reasonable, we can get rid of that.
47:40 Alright, so we'll bring in our closed loop compensation, our air fuel ratio target, our measured air fuel ratio.
47:46 That's kind of mainly what I'm interested in looking at.
47:50 We weren't using learning on the dyno so I don't have our learn value up here, we don't need that.
47:56 Then what we can do is zoom in a little bit and then you can manipulate the actual data that you're looking at by sort of sliding along here at the bottom.
48:04 And we can sort of click here and we're going to see the value from each of those channels over here on the left at the cursor point.
48:12 We've got the minimum maximum average up the top here.
48:18 So, what I want to do is sort of first of all compare our blue line which is our target air fuel ratio with our purple line which is our measured.
48:26 And the measured air fuel ratio, as you can see there, it's a little noisy.
48:30 Not sort of unusual but it is a little noisy, it's bouncing around so we need to do a little bit of mental averaging with that rather than chasing every peak and trough.
48:39 And then really what we want to do is have a look at our yellow line which is our closed loop comp and if I click on this, while we're looking at the actual value here, sort of zero, minus zero, didn't know that was a thing.
48:51 Here it looks like, OK we've got minus 3% there and then we bounce back up to zero and then right at the top of the run, minus 1%.
48:59 So, I'm sort of always working on the basis of trying to get within a sort of plus or minus 1% or 2% if I can, that's a really nice target.
49:07 And if anything I would like the closed loop system to be pulling a little bit of fuel out.
49:13 I like it pulling fuel out because if the closed loop system goes into fault, it's not working, that will naturally mean that our tune is a little bit richer which is obviously safe.
49:23 So, that's how we sort of finished up on the dyno.
49:27 Another aspect here with this as well is that if we just minimise this, we come back to our data log and activate overlay which we can't do while we're online properly, we'll click offline there.
49:38 Now, as I click through our data log we can see that it shows where abouts in the current table we were accessing at each point in the data log.
49:47 So, makes it really nice and easy to sort of fine tune your calibration using the data logging system.
49:55 So, there we go, introduction to the Holley EFI World Sniper 2 specifically.
50:01 We will have some more detail and more advanced webinars on this product coming up but for now we'll head across to the notes and see what questions we've got.
50:15 And the answer to that is we have none.
50:18 So, obviously seems like I did a great job of explaining everything.
50:22 As usual, if you're watching this in our webinar archive at a later point and you do have questions on anything that I've demonstrated, feel free to ask those in the members forum and I'll be happy to answer them there.
50:32 Thanks for watching and we'll see you all again next week.