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 Old 07-10-2018, 12:41 PM   #1
 
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Default 3rd & 4th gear boost differences

Been researching all over and havent been able to come up with a solid solution as of yet. Trying to avoid boost spiking in lower gears. hybrid tune.
In 3rd gear when i mash throttle, boost spikes to 19psi+ (target is 18) between 3-3.5krpm, at which point the ecu is able to reduce WGDC and stabilize boost. In 4th gear, i get no spike, just even 18-18.5psi. I've tried the boost by gear tables and they did nothing. I have the WG duty boost error comp table set to 0.06 on the underboost side and -5.00 on the overboost side. If i zero out the underboost side, then i Cannot hit boost target in 4th gear. Ive already about doubled the overboost side. It just seems like the ecu cannot correct the overboost quick enough to prevent the spike. It will correct it, but I'm already way above my target at that point. I can reduce load in 3rd from say 2500-3500rpm, but I noticed itll still spike when its hot outside.
Should I add more to underboost side and reduce WGDC? I've read that people have been able to dial in their targets and leave the underboost side near zero...???? Or has anyone successfully used the boost per gear table..???

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 Old 07-11-2018, 09:14 AM   #2
 
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The rpm change is quicker in third than fourth...obviously.
The PID loop has a fixed refresh rate. Likely what you are experiencing is adjustments aren't being made quick enough to keep up as you approach targets. Making corrections more aggressive, as you have done, should work.

You could lower the WGDC values in that RPM range to see if that mellows out the spike.
The ECU references that value first and then makes adjustments if targets aren't met. Set it lower and let the ECU increase WGDC if it needs to.
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 Old 07-11-2018, 11:40 AM   #3
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The other thing you can consider is tweaking the load curves per gear to try and mitigate the spike you're getting.
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 Old 07-11-2018, 11:47 AM   #4
 
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I would have to agree...if the boost spike is still below the load target.
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2006 MS6 GT - 159.7k Miles (Forged @ 157,116)
Manley 88mm Pistons & H-Tuff Rods, King Bearings
Stock Head/Cams, Stock Int/Exh Manifolds
Versatuner, 3-bar MAP, ITV22's, CP-e TMIC
CS Turbo/DP/RP/HPFP/BPV/R-DiffMount
White Widow F-DiffMount, Whiteline RSB
Russian Bushings in Back, Poly FSB Bushings, Magnaflow CBE
JBR Tru-3.5/3-port EBCS/EGR-D
Damond RMM/PMM/Stage 2 OCC/PCV Plate
AWR TMM on stand-by
Other rides:
2002 Tacoma ExtCab 2.4L 5spd 2WD - 355k mile Parts Getter
2004 Olds Alero ECOtec 2.2 - Broken (since Christmas 2015)
History:
2008 GSX-R 1000 - Stolen (With several runs past 180, I'd probably be dead by now if it wasn't stolen. So, in a way, I'm thankful.)
1988 RX-7 TII - Sold (Megasquirt, streetport, filter-on-turbo SRI, custom TBE, 20psi boost creep on OE turbo, OE TMIC on ice, 13.467 @ 105.44) apex seals said buh bye!
1985 Camaro - Sold (est. 265bhp 5.7 swap, Edelbrock intake & Hooker headers)
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 Old 07-11-2018, 12:19 PM   #5
 
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If I lower my wgdc in that particular area then 4th gear just barely or wonít even hit boost targets. Iíd have to increase the underboost correction side of the table in order for the ecu to add more wgdc. Then the question is, can the ecu correct quick enough to hit my boost target at 3500..? Iíll like try and find out.

I have already lowered my load targets for 3rd gear in that area slightly. When temp is around 10-15*C (sorry Canadian) my loads are as high as 2.7 at around 3500. Iíve lowered them to about 2.35 (I think) at 3500. But when temps get as high as 30+*C I still see a spike. Am I just being too picky about a spike of 1-1.5psi?


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 Old 07-11-2018, 12:36 PM   #6
 
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I too have experienced overloading in extreme cold.

You can compensate some by utilizing the WGDC correction for IATs. I believe the value range is 90% to 120%. Using a lower % in colder weather or a higher % in warm weather should make is possible to have a year round tune instead of different tunes for summer / winter.
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2006 MS6 GT - 159.7k Miles (Forged @ 157,116)
Manley 88mm Pistons & H-Tuff Rods, King Bearings
Stock Head/Cams, Stock Int/Exh Manifolds
Versatuner, 3-bar MAP, ITV22's, CP-e TMIC
CS Turbo/DP/RP/HPFP/BPV/R-DiffMount
White Widow F-DiffMount, Whiteline RSB
Russian Bushings in Back, Poly FSB Bushings, Magnaflow CBE
JBR Tru-3.5/3-port EBCS/EGR-D
Damond RMM/PMM/Stage 2 OCC/PCV Plate
AWR TMM on stand-by
Other rides:
2002 Tacoma ExtCab 2.4L 5spd 2WD - 355k mile Parts Getter
2004 Olds Alero ECOtec 2.2 - Broken (since Christmas 2015)
History:
2008 GSX-R 1000 - Stolen (With several runs past 180, I'd probably be dead by now if it wasn't stolen. So, in a way, I'm thankful.)
1988 RX-7 TII - Sold (Megasquirt, streetport, filter-on-turbo SRI, custom TBE, 20psi boost creep on OE turbo, OE TMIC on ice, 13.467 @ 105.44) apex seals said buh bye!
1985 Camaro - Sold (est. 265bhp 5.7 swap, Edelbrock intake & Hooker headers)
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 Old 07-11-2018, 07:07 PM   #7
 
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Ok. Maybe Iíll try the IAT comp table. See if that helps.

Has anyone actually had any success with the boost comp per gear tables? I tried dropping the values to 0.8 for 3rd and it made zero difference. In fact it almost appeared as though my boost increased. Is it/they relying on other wastegate comp tables? So if in fact, I reduce the number from 1.0 to 0.8, does that mean that my wastegate error comp table, or other comp table, is now only able to adjust to 80% of the table values? Thus limiting the ecuís ability to adjust wgdc to achieve targets...?

Dunno. Just snowballing
The table description for boost per gear is a little vague


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