After this experience I described in the CL MAF CAL thread with the High Load MS3/3MPS tune with just a MAF CAL and an increased idle:
I've put the hypertech tune back on just to mke sure hardware wise my car is fine. And she is, the FRP is always above 1640PSI at WOT and I have no fear to go WOT anytime, anywhere, in any weather conditions as long as I'm above 3500-3800rpm and the car was running for at least 20-25 minutes.mituc wrote:I was just looking at my dashdaq logs and I've seen 270.77g/s from 5823 to 6297 during a 3rd gear pull. Also, during that pull the FRP dropped from 1660 down to 1450 as soon as I've got WOT, it was 1417 from 3968 to 5006 when it dropped to 1357 and stayed so until 5823rpm when it raised to 1795 up until 6297. I have NEVER seen this dangerous FRP drop before so I'd rather tend to believe that it has something to do with the tune and not with my pump. However, the KR was 0 all the time.
In a similar pull the load spiked up to 222 and the FRP was still 1441 or something (boost around 17PSI). I'm going to put hypertech back in tomorrow until someone will help me figure this out because now I'm obviously going to wreck my engine and my car is also slower. I'll review the MAF cal offline and a few other things (even though a slightly off MAF call would not cause this, the ltft's are: min: -7.81, max: 2.33, avg: 2.43.
However, with the high load OTS tune the FRP during 3rd gear pulls was dangerously below 1500PSI even if the commanded AFR and the actual AFR's were only a touch different. I also got a load cut in these conditions, and later I've got FRP spikes up to the limit of the current pump. Getting a load cut is not a big problem (not as big as a more violent fuel cut) but seeing the load at 2.28 while the target is 1.8 and FRP so low I wonder what's wrong.
I know how car engines work, I know how timing advance works, I know pretty much all the important bits in an engine and even in a car (transmissions, clutches, suspension, steering, and so on, as I used to work on go-karts as a kid), what they do and how. However, my ECU tuning experience so far is nil, and seeing several big issues at once makes me wonder if I did a wise move switching between tunes and tuners.
So far I just told you what I've seen and did not provide any logs or proof. I also have logs but they were not taken with VT but with dashdaq (they are CSV logs though). So for now I'm just asking if someone has any idea what went wrong and eventually I can also provide the logs.
I also have a log taken with the VT but the load cut was in 4th and was less violent (and it's pretty large as it contains a few good kilometers of logging, 941 seconds by looking at the Record time fr the first PID in the XML file).
Let me know what you think you need and I'll try to provide it the way you want it.
