Help with building your Speeduino, installing it, getting it to run etc.
#70316
My 1990 Jaguar V12 applies separate fuel trims for each bank, it doesn't compare the banks it adjusts each bank individually. the Goldwing works the same, although it may also apply an average, its a long time since I looked at the code.
Incidentally, the Jag has no cam sensor and doesn't know which bank is which, it just allocates bank 1 to the bank that comes up first.
#70317
Thanks for the replies. My rationale:

The project has progressed well past first thoughts, goals. Need to understand the "why" and if there are benefits to additional feature/function/parameter. An FI system is complicated, but extremely interesting.

VE (fuel) table, understand, spark (ignition timing) table - generic ignition timing - understand the balance, AFR table - bring the VE (fuel) table back to steady throttle.

Engine operating well, coil dwell good, fuel injectors working well, fuel under control, voltage corrections calibrated, O2 sensor calibrated for "simple" or "PID". Why change settings?

Time to fine tune the spark (ignition timing) table for advance. Timing advance at this stage is to compensate for the fuel ignition delay when an ignition event is required, much like a fuel injector. Takes time to bring the fuel charge to max burn so that the maximum combustion pulse occurs at the appropriate ATDC timing of approximately 10 or so degrees resulting in maximum power and fuel economy.
Fuel Ignition Delay.jpg
Fuel Ignition Delay.jpg (76.41 KiB) Viewed 706 times
There are quite a few extra features/functions/parameters that one can look into depending on the engine tune parameters. Sequential fuel and ignition (my engine), ICFT - individual cylinder fuel control - how this can be used regarding closed loop O2 sensor operation, barometric sensor addition, idle advance setting, IAT retard, cold advance, and others.

My project allows me to understand what I read on this forum and on-line. Hope this answers your queries. I'm an inquisitive sort.

Merry Christmas and a Happy New Year to all.

Ernest
#70328
Rednaxs60 wrote: Tue Dec 24, 2024 8:40 pmTime to fine tune the spark (ignition timing) table for advance.
8-) Ernest, my impression is that your grasp of the purpose of dynamic ignition timing appears to be good. For others reading, it's can be simplified:
The ultimate goal of ignition timing is to control the resulting peak cylinder pressure crankshaft angle, in order to produce the maximum conversion of fuel to energy, under every condition.
That's it. Your theorizing of how to accomplish the tuning of timing — considering we do not know the optimal crank angle for your engine geometry, nor a way to read cylinder pressure — will support your understanding of ignition timing goals. The cool part is that we don't need to know what that peak cylinder pressure angle is, nor read the pressure to find them. We just need a simple method to know when the engine has reached perfect peak efficiency, which means we have found that peak-pressure crank angle by comparative test results.
ImageRock on!
#70329
@PSIG - thanks for the reply, absolutely right. It's experimenting with the ignition timing such that the engine power and fuel economy is the best it can be - depending on how much time a person wants to spend on it. I did think advancing engine timing was to lean out the air-fuel mixture and it does, but I submit this is a secondary benefit - the primary benefit is overcoming fuel ignition delay - baby steps on this issue.

I am cheating with engine tuning in that I do use Tune Analyze Live, only so many hands, but it is working. I look at the VE table in MLV, and adjust if/when needed. Have the AFR table calibration in step as well.

It's a delicate. balancing act.

In Mexico right now, enjoying some warmth. Back at it on return.

Merry Christmas to all. Cheers
#70493
Had a relaxing time in the Mayan Riviera. Lots of food, and libations. Good to be home.

Road trials will be starting soon, and will be using Tune Analyze Live to assist.

Engine timing has been an interesting subject for me and what I have found out regarding this will assist in calibrating the engine spark table. I like to understand why I might do things, not to say that I will always get it right.

Coil dwell and spark duration has been researched. Cold Advance has been set to "0" degrees to start, may be time to calibrate this table to assist in cold engine start. Thinking this information could assist in having the digital dash signal back. The fuel injector PW can be adjusted using the open time. Experimenting with this will be good. A point here or there, may make a difference.

Thinking the Cold Advance table calibration can be (temp degree C/degrees):

-4/10
10/8
25/6
40/4
50/2
70/0

There is still a lot of items to content with regarding the installation, but "pretty" can wait until later.

Cheers
#70499
Rednaxs60 wrote: Thu Jan 16, 2025 5:53 pm Had a relaxing time in the Mayan Riviera. Lots of food, and libations. Good to be home.
Good for you. We all need a reset from time-to-time. 8-)

Rednaxs60 wrote: Thu Jan 16, 2025 5:53 pmRoad trials will be starting soon, and will be using Tune Analyze Live to assist.
Just reminder that LIVE auto-adjust is very risky without skillful handling, and plenty of stories from others here to back that up. I would suggest to most, that VEAL (live version of VEA) only be used after VEA when the tune is considered 'done', in order to tweak little spots and holes.

VEA and VEAL are very sensitive to settings (good and bad), and VEA allows some experience in that before letting slip the dogs of tuning. I also suggest if using VEAL to have your tune file system down, so if it wrecks the tune, you are prepared to easily recover to where you were before the tune carnage. :lol:

Another reminder that 'auto-tuning' is useless, until the correct and optimal Lambda/AFR targets for each condition are identified by diagnostic tuning. E.g., "Hooray! VEAL adjusted to the AFR you specified... but it's the wrong AFR for that condition with this fuel and this engine." The old adage of crap in = crap out.

Rednaxs60 wrote: Thu Jan 16, 2025 5:53 pmEngine timing has been an interesting subject for me and what I have found out regarding this will assist in calibrating the engine spark table. I like to understand why I might do things, not to say that I will always get it right.
Understanding of goals, concepts and principles are key to positive and quick ignition tuning. Review the simple goal of ignition timing, and how to find it. Have fun! :)

Rednaxs60 wrote: Thu Jan 16, 2025 5:53 pmThinking the Cold Advance table calibration can be …
Corrections and features beyond the basic control is most effectively used to enhance weakness in basic operation. Whenever possible, I disable or flat-line any 'helpful' features, until proof of operation indicates not only if they are truly helpful, but why, and how. Working from basic to advanced makes for a much clearer path forward, for most, not to mention many advanced features won't work well until the basics are well established anyway. ;) Rock on!

Adding this old coil dwell calculator if it helps beyond 'shade tree' methods to estimate dwell, and under what conditions:
(579.71 KiB) Downloaded 8 times
#70502
@PSIG: thanks for the reply. Tune Analyze Live is a good partner for me. Still seat of the pants tuning.

Tried Cold Advance, engine didn't like it, not using now.

Have a question, you mention in the Range Rover Classic Speeduino Project thread that for sequential, set for TDC #1 compression stroke. Just curious as to why.

Cheers
#70549
Rednaxs60 wrote: Fri Jan 17, 2025 2:12 amHave a question, you mention in the Range Rover Classic Speeduino Project thread that for sequential, set for TDC #1 compression stroke. Just curious as to why.
Sequential ONLY (not waste-spark or batch/paired): TDC compression is 0° in order to identify Cyl1, so injection and spark are placed properly for each cylinder in the sequence. If set for TDC exhaust stroke, that's actually at 360° of the 720° cycle, affecting a different cylinder.

Speeduino allows up to +360° to - 360° Trigger Angle (total 720°) in order to set the correct location for the start of the cycle sequence (which is always Cly1). This also means the cycle signal (usually "cam") can physically trigger anywhere in the cycle. 8-) We don't have to line-up wheels or sensors or anything; just use the correct Trigger Angle so it knows where 0° is located.

TL;DR - 0° at Cyl1 is required for correct cylinder sequence identification, which is compression/firing TDC of cylinder #1.
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