His temps are down around 180 now.

Another suggestion is make sure you log voltage.

As for the little hiccup. It is much smaller (from your log) now that you have fixed the last few things. I would check the plugs. And get the a/f's where they should be and get rid of the knock. and see what happens then.

also what are your plugs gapped at? what plugs aswell?

 

I 2x the above, what plugs and gap. I think bpr7es with a .20 gap would work. Also, what fuel are you using?

 

Honestly.. the plug question is a good question that i should double check.

I've run this same exact set up with not changes other than the ecu, without issue for about a year now. All I did was change out the ECU (w/ ecmlink obviously), and here I am.

I'm fairly positive it has to do with settings on ECMLink, as I'm quickly realizing as much as i thought i knew about tuning and what not, ECMLink has me nearly baffled with all the options.

Regarding Firebird's post, i was looking at my OpenLoopMaxOct table, and it seems to be running in the WAY rich area of the table. Not to mention the Estimated A/F from the table does not match my wideband.

how do i adjust the OpenLoopMaxOct table the right way to better align with my setup?

 

You've got too adjust the OLMA tables yourself to what you think is acceptable for the gas your running (samething with timing, OLMT). Estimated AFRs should match logged afrs if everything is lined up 100%. Its not the easiest thing in the world to do, but it can be done. The 3 main things that have to be on point for your Estimated AFRS to match your logged AFRS are injector global settings, airflow (if your running a maf) and zero boost leaks, if any of these 3 are incorrect/present your logged afrs will not match your estimated AFRs, of course theres other variables as well (fuel pressure) etc.
As for the misfire your experiencing- I would throw in a set of brand new NGK BPR7ES and gap them around .020-.022, and go from there. Theres two ways you can safely lean the tune out some, you can do it either by going to the ECU_config -> Fuel Tab...once your here you can goto any RPM you like and add or subtrack the amount of fuel youd like (with the car running). The other way to do this (the correct but harder way) is adjust the OLMA table by logging loadfactor (which I believe is done stock when running ECMlink). Loadfactor will tell you exacly which load cell your at, then you simply adjust that load cell to whatever AFR you think is acceptable. The ECU will now try to target that new AFR you entered into the load-cell then your basically finished (The same exact method is done for the OLMT maps also). Its not guaranteed to match the AFR you entered like I said above b/c of other reasons but if your comfortable give it a shot. The only downside is the Direct Access-OLMA method usually takes longer per say then adjusting fuel sliders up/down, and can only be done with the car off. I spoke with Tom and Dave (the creators of ECMlink) a while ago and they're was trying to make the DA tables adjustable with the car still running but this hasnt been finished yet.

 

So I finally got around to getting a tuning run in this weekend.

I did a big overhaul on my OLMA table, and WOW what a difference.
Along with my OLMA table adjustments, I also decreased my injector deadtime a bit.

All said and done, the pull I did was strong, and felt smooth with only one "hiccup" at around 6300rshared_pm (I later discovered that when i updated my OLMA table, i somehow missed the very bottom row). I also had only one small blip of knock (.4 degrees) for the whole pull!

All these changes and my Measured A/F and my estimated A/F are MUCH closer, but still do not match.

I have a few more tweaks to do (like update the bottom row of the OLMA table that I missed), along with some small global fuel adjustments hopefully later this week.

I will post a log after that run for input.

Thanks again to everyone for their help, as I now have a bit of confidence in knowing how to make things tune a bit easier.

 

So here is my most recent log from today...

I'm at a loss at this point, so any input would be of great help.

I've gotten all of my numbers jiving with one another. My Boost Act, and Boost Est, are lined up, and so are my AFRatioEst, and Wideband.

I'm seeing A/F ratios around where i think they should be, but am still getting serious knock at higher RPM's, BUT not seeing as much timing advance as I would expect to where I could justify pulling timing in the timing tables.

Please give me some help!

 

Just simply pull timing by how much knock retard your getting. Your timingmaxoct Tables def need some smoothing out. Its quite a jump from 9-16 which is where your getting most of your knock. timing is a bit high too. drop it down some and smooth it out and you should be good.

 

So I think i'm on the home stretch here...

Thanks for all of your help all!

Just one last issue, and I think i'm home free!

Can someone please help me get my AFRatioEst figured out?

As you can see by the attached log that the AFRatioEST continues to decrease as the RPM's go up.

I've got most of my numbers in-line, with a few small tweaks left.
My Wideband reads about 11:1 across the entire RPM range, however I for some reason can NOT get the AFRatioEST to come up to 11:1, as its stated to be in the DA tables.

What else is affecting this value? When the AFRatioEST hits about 10.5:1, the car starts to do some wierd things, almost like its hitting fuel cut.

Of course, my true A/F ratio is right where it should be. How do I get this AFRatioEST to come up to 11:1? I have set the DA OLMO table (both min and max) to the same values. I can't figure out what is going on.

 

Disregard.. i'm an idiot! lol

I was adjusting my fuel sliders to get my measured A/F in line.. but was failing to realize that I was telling the ECU to add a bunch more fuel, thus driving the AFRatioEst to be rich..

I guess i need to adjust the airflow sliders instead for any smoothing.