hi guys. TIA.
okay, i know there was a software change and i have the new stuff but the web sight and instructions are for the old stuff. i know there wasen't a lot of ghanges but i would liike some input from you guys who have the newer version to make sure im gettin this set up right.
i remember there was a post somwhere that i cant find talking about this stuff, so sorry if its repetative.
i have a screenshot that was posted of someones set-up and tried those settings and had some funny results...
so first off i have:

inj. scaler set to 5.0
trigs per rev 2
trigs per inj. 1
map cut rate 250
both RPM boxes 7200
cut fuel below 110
fuel cut time .498
inj. inhibit timer 0 (per inst)
my matrix is still all 1.00

so here are my questions:
when my "fuel cut below" was set to the screenshot of 90.8, i got massive fuel cut at 0-1psi boost. i went up to 100.00 and got 1-2 more psi. then went to 110 and got about 5 psi....should i set that to around 120?
also, the MAP cut rate, is that supposed to be 250, or 25.0?(per the screenshot)
lastly, on the screenshot the "inj. PW(MS)" shows 1.49, mine never said anything. what is that and why am i showing zero?

thanks
guys.

tim

USED TO HAVE...Everything you wish you had, and then some...

You are somebody special Tim, you matter! - from the admins (but nobody likes you, because your username is just like that other guy's, and you whine a lot)

The map cut rate doesn't look right at all. I don't know what to suggest you start with except for what Javad says - start at 5 and move it up. The higher the number, the more sensitive the ECU will react to changes in MAP value.

The inj PW(ms) is the injector pulsewidth in milliseconds. If its showing 0 that means that your injectors are not fueling.

I do know that you want to set the cut fuel below parameter just above atmospheric pressure - so the injectors come on when you start boosting. To get the atmospheric pressure look at the kpa value on the screen with the the car off(or the vacuum line disconnected). But 120 probably isn't too bad of a number thats around 3psig boost.

I would try bringing the cut rate down. If you still have problems then try lowering the scaler a bit.


95 Eclipse RS : 5 speed
15.7 @ 87.9mph
Jeep TB writeup - http://www.dimensia.com:81/jimbo/JeepTBfor2gnt.html

I haven't really found much in the way of any effect for altering the map cut rate. Mine has been at 250 and as low as 25 and if that query really effects how quickly the injectors react to changing pressure, I'd rather have it as high as possible.

As far as cut fuel below, I know the archives holds lots of posts about this topic from me and others. However, I have found that having that onset of fuel query set BELOW atmospheric pressure works best for me. I've had it set close to atmospheric when I first started out, and sometimes it would work right and others I would get that stuttering, depending on the temperature and where I was in the state at the time (elevation). Therefore, I have since learned from others that having the cut below number at about 93 or so (when atmospheric is at about 101 here) would resolve these issues. My transitions are ALWAYS stutter-free now. Moreover, the 93 number is high enough where I don't see much in the way of loss in fuel mileage.

_____________________________________
Jason ESi-T

04' BMW 325Ci
91' Nissan 240SX
98' Eagle Talon ESi (sold)

My map cut rate is 265, it seems to work well.

For 'fuel cut below' turn off your motor, then in the 034eic software check the Map value. That will be atmospheric pressure at your elevation. Around here it's 105 Kpa, so my fuel cut below is set to 94 Kpa. I am using my MAP clamp to pull some fuel and get someextra timing advance so the EIC is adding the extra fuel it needs at lower vacume levels.

The settings in your EIC are not going to effect fuel cut from your stock ECU. Make sure you have a ML or a nice electronic clamp on it. Also, what you think is fuel cut could be an excess of fuel from your secondary bank once the EIC map sees a pressure higher than your 'fuel cut below' value. Try leaning out in the matrix.

____________________________________________________
four nails four corners four riders and four horses

Yep...the fuel cut/stuttering is from over fueling. Its especially apparent at low RPM, right as the injectors start firing. Adjusting the MAP cut below will help. You can also lean out the matrix in the lower RPM's. For me, 1,500 RPM is about 20% leaner than 5,000 RPM.

Corbin

'95 ESI-T
HRC+FMIC+ETC...



Gimme fuel...Gimme fire...Gimme that which I desire

You guys have to remember too, that the directions for the 034 were written for the Audi guys mostly, which when they used the 034, they were only adding one or two extra injectors, to a system that ALREADY provided fuel under boost..the 034 just added a bit more to the mix. On our setups, the 034 provides the majority of the fuel, and thus needs much different perameter settings. One is the onset of the 034 adding fuel. You want to add fuel BEFORE boost, under atmospheric conditions. On my setup, best transition is around 91 kpa or around there. My map cut rate is maxxed at 250(wont go higher on this software version). I want the internal map to be as sensitive as possible, esp when running a smaller sized turbo as the S16G, where boost can rise VERY quickly, and you want the 034 to give fuel as a fast enough rate to make up for that.

Also, I was able to smooth the transition by raising the map cut rate value, and now its seemless.

13.5 @108 MPH-2.2 60ft(stupid FWD!)
S16G @ 18 PSI/FMIC/Running on MegaSquirt II (Now with sequential
fuel injection)
My webpage: http://eclipsed4evr.home.comcast.net
-1998 Mitsubishi Eclipse RS-T- "Toy"
-1992 Plymouth Laser Turbo AWD(SOLD)
-2000 Honda CR-V(daily)

I guess ive been hangin out with the supra guys to much...

BUT, adding fuel before boost onset is going to make you run richer during spool...which is the opposite of what you want unless you like lag.

On all our cars, we tune it lean during spool to quicken spool up...less necassary on my little turbo, but makes a huge difference on the cars runnign larger turbos.

I remember reading jason's post a while ago about having the secondaries coming on before boost, so i tried it, and wasnt getting full boost until mid 4000 rpm (18psi....on A 16G!). I guess if you do have it setup that way, youll need to play with the scalor a bit as well, but I didnt see any benefit from it...only horrible spool and even more black smoke.

I dont have the secondaries coming on until 3-4psi. Until then, the 270s are flowing plenty of fuel.

btw..that reminds me, meant to ask you guys w/ 440 secondaries, what IS your scalor set at? I have 270 primaries, but even if you have stockers, im interested in seeing what your running.

95 Avenger
ATX->MTX Swap
Holset HX40 @ 26 psi

Not to hijack, but I REALLY appreciate seeing real numbers and discussion of tuning parameters here.

I'm so sick of the "I'm not telling you what my SAFC settings are because they're sekrit/every car is different" "learn how to tune noob" approaces taken by the majority of the DSM crowd.

Anyways, rock on, keep it coming!

You're right, Ryan. It can bog the spool-up if you don't lean out the low boost (spooling) matrix a lot. I have 440's and right now have the scaler set to about 6 (but I'm going up and down with it). However, I have my pre-boost matrix settings as low as .6 - .7. That's helped quite a bit in improving spool up time. It's just something you have to play with quite a bit.

Another problem is we run relatively larger turbos compared to those Audi guys. We have these small stock injectors, small displacement, and big ole turbos (that come with our kits). With that, I'm pretty sure the 034 ecu is set for a very gradual rise in fuel. It's become apparent that with a big turbo on a small-ish 2.0 liter that's more than doubling its HP with only 235cc injectors, someone like myself has to make up for that fuel deficiency in a hurry.

Without a wideband yet, I haven't mastered anything. But at this point, I prefer to avoid stuttering from a sudden introduction of fuel and also avoid knock if at all possible at high boost.(see my other "tuning for knock" post) Fun stuff.

_____________________________________
Jason ESi-T

04' BMW 325Ci
91' Nissan 240SX
98' Eagle Talon ESi (sold)

this is tied in to the 034EFI programming link below so i shall link it as well....
BUT.... OMFG!

okay...breath... sigh.... went to see a freind and use my BOV to signal i was there, and as i went to give it gas..it just died. no more start up... cranks over fine, almost caught twice but no go. as its being pulled up the flat bed tow truck, RAW FUCKING FUEL POURED OUT THE EXHAUST!!!!!!!

my only settings change from above is my "cut fuel below". my atmospheric pressure without engine running is 99.7, so i set my "cut fuel below" to 98.0. maybe my "inj. inhibit timer" being set to "0" is not good?

i noticed that as i was sitting there trying to start my car my boost gauge was reading 0psi, so my assumption is that it was getting fuel from both rails as i was trying to start it since it was above my cut fuel point.

whay else could i be getting that much raw fuel out my ass?
i dont have any codes or anything. everything was fine then nothing...i boosted once or twice to 10psi after i changed it but nothing to harsh.

??????????????????????????

USED TO HAVE...Everything you wish you had, and then some...

You are somebody special Tim, you matter! - from the admins (but nobody likes you, because your username is just like that other guy's, and you whine a lot)

were the injectors new? (secondary set) Or at least cleaned and flow tested?

Member # 751


FOUNDER of the Central Cali chapter of 2GNT!
(I got kicked out after I refused to go Cow tiping) - Hehehe you know who this is for

yes. they were the ones i was running before my 8-inj. set-up and they worked fine.
i think it was the programming of the efi. when i would try to start the car with it at 0psi, the fuel cut below was lower than that so...that coupled with the inj. inhibitor timer of 0 seconds meant that the secondaries where kicking in right away as i tired to start it. at least thats what i hypothisize.

i reprogrammed it, blew out the extra fuek in the cylinders and it starts and runs fine now. im about to go do a wideband run in a few...

USED TO HAVE...Everything you wish you had, and then some...

You are somebody special Tim, you matter! - from the admins (but nobody likes you, because your username is just like that other guy's, and you whine a lot)

well fuck! that didnt work. still getting fuel cut at about 4 psi. my partial throttle boost wideband readings (kind of oxymoronic since im not actually getting into positive pressure) are good, around 11.0.
but beyond that...???

USED TO HAVE...Everything you wish you had, and then some...

You are somebody special Tim, you matter! - from the admins (but nobody likes you, because your username is just like that other guy's, and you whine a lot)

13.5 @108 MPH-2.2 60ft(stupid FWD!)
S16G @ 18 PSI/FMIC/Running on MegaSquirt II (Now with sequential
fuel injection)
My webpage: http://eclipsed4evr.home.comcast.net
-1998 Mitsubishi Eclipse RS-T- "Toy"
-1992 Plymouth Laser Turbo AWD(SOLD)
-2000 Honda CR-V(daily)

Yep, I use a missing link and an electronic map clamp. You don't want the ECU to kill the stock injectors (fuelcut) while the EIC is still fueling and get lean mix.

____________________________________________________
four nails four corners four riders and four horses