backyard tuning 7/7/2k3
07-07-2003, 08:57 PM
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backyard tuning 7/7/2k3
Well, I haven't been able to get the rpm logging for my Tech Edge v1.5 to work. I've ordered a chip from them that is supposed to replace some older firmware in the unit that governs logging and should remedy the problem. Until then, tired of waiting, I decided today to do some WOT runs out on the highway and log my a/f, and then guesstimate where in the rpm band I needed to make changes to the fuel (not really that hard since I only have 4 rpm points in my boost table).
The goal at this point was to be nice and rich with a flat a/f curve and no detonation. Currently I'm running ~.86 deg/psi of retard. To simplify the situation, I set my vtec engagement for 4000 rpm. Since one of my rpm points in my boost table is 4000, I figured this would make it easier to smooth the curve at the point vtec engages. When I am ready to lower vtec, I still have a "vtec" table (the N2O table, which I have rigged to be active when vtec engages) for fine tuning. In the boost table I set the 1 psi fuel cells at 0%, figuring this would help with part throttle performance and that the changeover to open loop during boost would be sufficient for fuel supply at 1 psi. Part throttle did feel like it improved, and I have no tip in detonation. My fuel adjustments were done using the "max" psi cells.
After a number of WOT runs in 2nd gear and some adjustments after each, I was able to produce this (rpm from about 1800 to 7800):
If I were to use the EFI PMS PC software, I think I could achieve a flatter curve (the PC software has a higher resolution of adjustment points). Rpm logging from the TE would also be helpful
I think the low end on the low cam lobes might be able to go a little leaner. I also think the car runs better with vtec set lower than 4000. I'll be getting the car on a dyno in about three weeks, so I will be able to do some fine tuning, mess with the vtec engagement, and finally see some power numbers.
The setup:
2000 Prelude sportshift
9 psi H22 JRSC
EFI Systems PMS
RCE 550 cc injectors
J&S Ultra SafeGuard V2
Tech Edge V1.5
custom CAI
Hondata IM Gasket
Kamikaze header
2.5" Car Sound cat
custom 2.5" exhaust
Moroso catch can
NGK R5672A-8 plugs
91 octane
The goal at this point was to be nice and rich with a flat a/f curve and no detonation. Currently I'm running ~.86 deg/psi of retard. To simplify the situation, I set my vtec engagement for 4000 rpm. Since one of my rpm points in my boost table is 4000, I figured this would make it easier to smooth the curve at the point vtec engages. When I am ready to lower vtec, I still have a "vtec" table (the N2O table, which I have rigged to be active when vtec engages) for fine tuning. In the boost table I set the 1 psi fuel cells at 0%, figuring this would help with part throttle performance and that the changeover to open loop during boost would be sufficient for fuel supply at 1 psi. Part throttle did feel like it improved, and I have no tip in detonation. My fuel adjustments were done using the "max" psi cells.
After a number of WOT runs in 2nd gear and some adjustments after each, I was able to produce this (rpm from about 1800 to 7800):
If I were to use the EFI PMS PC software, I think I could achieve a flatter curve (the PC software has a higher resolution of adjustment points). Rpm logging from the TE would also be helpful
I think the low end on the low cam lobes might be able to go a little leaner. I also think the car runs better with vtec set lower than 4000. I'll be getting the car on a dyno in about three weeks, so I will be able to do some fine tuning, mess with the vtec engagement, and finally see some power numbers.
The setup:
2000 Prelude sportshift
9 psi H22 JRSC
EFI Systems PMS
RCE 550 cc injectors
J&S Ultra SafeGuard V2
Tech Edge V1.5
custom CAI
Hondata IM Gasket
Kamikaze header
2.5" Car Sound cat
custom 2.5" exhaust
Moroso catch can
NGK R5672A-8 plugs
91 octane
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