Understanding JB4 Logs (Kia/Hyundai 3.3T)

00:29:03
https://www.youtube.com/watch?v=NoQWoXjRTm4

الملخص

TLDRI denna video förklaras hur man tolkar dataloggor från ett fordon för att bättre förstå bilens prestanda och beteende. Videon går igenom olika parametrar som rpm (motorvarvtal), ECU PSI (målförstärkningstryck), aktuellt boostvärde, pedal och gaskontroll (throttle), luftintagstemperatur (IAT), och wastegate duty cycle (hur mycket avgasventilen öppnas/stängs för att reglera tryck). Betydelsen av varje parameter diskuteras, tillsammans med exempel på hur de påverkas av inställningar och externa faktorer som JB4-boostsystem. Dessutom behandlas bränsletillförsel genom "trims" och vikten av rätt tändningsgrader för att förhindra knackning samt optimera motorns prestation. Tips ges för att identifiera problem, som tryck- eller bränslerelaterade avvikelser, och hur dessa kan justeras för bästa körresultat.

الوجبات الجاهزة

  • 🚗 Lär dig förstå bilens dataloggor för att analysera prestandan bättre.
  • 🔧 RPM visar motorvarvtal och är en grundläggande parameter.
  • 🛠️ ECU PSI är måltrycket som bilens dator vill uppnå, inte alltid samma som det faktiska boostet.
  • 📈 JB4-system kan påverka bilens boostnivåer och orsaka högre tryck.
  • 🔍 Pedal och throttle visar förarens och bilens respons på gasen.
  • 🌡️ IAT (intake air temperature) ger insikt om luftkylning och bränsleinsprutning.
  • ⚙️ Wastegate duty cycle reglerar boost genom att öppna/stänga avgasventiler.
  • ⚡ Tändningsvärden visar förtändningen och indikerar risk för knackning.
  • 🛢️ Trims avspeglar justeringar av bränsleinsprutning för optimal bränslemängd.
  • 🔍 OBAFR och trimsavvikelser kan indikera behov av underhåll eller justeringar.

الجدول الزمني

  • 00:00:00 - 00:05:00

    Det här videon ger en översikt över hur man läser och tolkar bilens dataloggar. Första delen fokuserar på att förklara olika värden som RPM, tidsstämpel, ECU PSI och boost-detaljer och hur man jämför dessa för att förstå bilens prestanda. Exempel ges med hur dessa data kan indikera justeringar i prestanda, såsom användningen av olika boostinställningar och deras inverkan på motorns beteende.

  • 00:05:00 - 00:10:00

    Fortsättningsvis går det in på detaljer kring pedalanvändning i förhållande till spjäll och vad detta kan indikera för bilens prestanda och beteende under acceleration. Intagstemperatur diskuteras särskilt i kontexten av för vilka förhållanden temperaturen kan minska, såsom användning av metanol eller andra tillsatsbränslen. Wastegate duty cycle blir central för att förstå hur denna påverkar turbotryck och hur detta justeras för att nå önskade boostvärden.

  • 00:10:00 - 00:15:00

    Diskussionen skiftar sedan fokus till bränsletryck och tändningstider. Bränsletryck är viktigt för att upprätthålla motorens hälsa vid höga prestandanivåer, medan tändningstider analyseras för att förstå eventuella knackningar och justeringar som behöver göras för att uppnå optimal motorprestanda. Särskilt betonas vikten av att hålla dessa inom vissa parametrar för att undvika skador och ineffektivitet.

  • 00:15:00 - 00:20:00

    Analysen av tändning fortsätter och utforskar hur olika cylinders tändning påverkar prestanda och potentiella problem som kan härledas från temporär data och brus. Det diskuteras också hur kalibreringsdata i ECUn kan påverka tändning och hur det känns igen, samt hur man hanterar timingjusteringar under acceleration och växlingar.

  • 00:20:00 - 00:29:03

    I den avslutande delen täcker videon en bred översikt av olika faktorer som påverkar bilens loggar inklusive bränsleblandningsförhållanden och trimmer. Det går också igenom hur justeringar i etanolblandning och hjälpbränsle kan påverka prestanda. Slutligen ges tips för diagnostik såsom övervakning av inverterade data mellan bankar och möjliga orsaker, t ex sensorfel eller injektionsproblem och hur man kan upptäcka dessa genom att läsa loggarna.

اعرض المزيد

الخريطة الذهنية

فيديو أسئلة وأجوبة

  • Vad är rpm i en datalog?

    RPM står för motorvarvtal och visar hur snabbt motorn roterar.

  • Varför är ECU PSI viktigt?

    ECU PSI representerar det måltryck som datorsystemet i bilen strävar efter att uppnå. Det är viktigt för att förstå hur mycket boost som systemet försöker generera.

  • Vad betyder begreppet 'boost' i videon?

    Boost avser hur mycket tryck som faktiskt genereras i bilens insugningssystem. Det kan vara olika från ECU PSI beroende på faktorer som användning av JB4.

  • Hur påverkar JB4 bilens boostnivåer?

    JB4 används för att addera extra boost utöver det ECU:n försöker generera, vilket ofta innebär högre boost än måltrycket.

  • Varför är det viktigt att förstå pedal och throttle?

    Pedal visar förarens gashandlingar medan throttle visar hur mycket gas som faktiskt ges av datorn, vilket kan skilja sig åt beroende på bilens inställningar och situationer som t.ex. traction control.

  • Vad är wastegate duty cycle?

    Wastegate duty cycle mäter hur mycket wastegaten öppnas eller stängs för att reglera boosttrycket, vilket påverkar motorns prestanda.

  • Vad indikerar olika tändningsgrader (ignition levels)?

    Tändningsgrader visar hur mycket förtändning motorn använder. Avvikelse i tändningsnivåer kan indikera problem som knackning eller behovet av justeringar i bränsleblandningen.

  • Hur kan man utvärdera bränsletillförseln med hjälp av trims?

    Trims visar hur mycket bränsle som adderas eller tas bort för att hålla rätt luft-bränsle-förhållande. Avvikelser i trims kan indikera problem med bränslesystemet.

  • Varför är övervakning av AFR viktigt?

    AFR (air-fuel ratio) måste hållas inom ett visst intervall för optimal motorprestanda och för att undvika skador. För magra eller rika blandningar kan orsaka problem.

  • Vilka faktorer kan påverka ignition timing?

    Förutom knackning kan olika motorparametrar och ECU-inställningar påverka tändningstider, särskilt under växlingar när motorbelastning förändras.

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التمرير التلقائي:
  • 00:00:01
    all right so I've had a lot of people
  • 00:00:03
    asking me how to actually go about
  • 00:00:04
    reading their data logs and what the
  • 00:00:07
    individual values inside of the logs
  • 00:00:08
    mean so I decided to go ahead and make
  • 00:00:11
    this video to try to explain uh what
  • 00:00:14
    some of these values are and how you can
  • 00:00:16
    actually read them to understand how
  • 00:00:18
    your car is uh behaving better so this
  • 00:00:22
    is actually a log from a customer that
  • 00:00:25
    asked me to review um here recently so
  • 00:00:28
    I'm going to actually go over this log
  • 00:00:31
    in real time while explaining all the
  • 00:00:33
    values uh we have down here so first off
  • 00:00:36
    is rpm uh RPM very basic right uh how
  • 00:00:40
    how quickly the motor is turning time
  • 00:00:42
    stamp always starts at zero and it just
  • 00:00:45
    continues um you know up as the log
  • 00:00:47
    progresses it really does not matter at
  • 00:00:50
    all um to you reading a log ECU PSI so
  • 00:00:55
    this one is the Target that the uh
  • 00:00:59
    computer the ECU is trying to reach it
  • 00:01:03
    does not represent the amount of boost
  • 00:01:05
    that you are going to make however so
  • 00:01:07
    I'm going to come down here to boost two
  • 00:01:10
    and you can see here that while the ECU
  • 00:01:12
    is wanting to make 12.1 lbs of boost
  • 00:01:15
    we're actually making 19.8 n now the
  • 00:01:18
    reason for this is because they're using
  • 00:01:19
    jb4 to add boost so if we open up Target
  • 00:01:23
    the Target is the amount of boost that
  • 00:01:24
    we're trying to add so each of the
  • 00:01:26
    different jb4 maps have an amount of
  • 00:01:29
    boost that it wants to add based on the
  • 00:01:32
    current RPM so you can set it at like
  • 00:01:36
    22500 3,35 and so on and it kind of just
  • 00:01:39
    interpolates between those
  • 00:01:42
    values so as you can see here we have
  • 00:01:45
    12.1 as the computer Target 8.5 as jb4
  • 00:01:48
    Target in total here we have what is it
  • 00:01:53
    20.6 uh is what we're after we're
  • 00:01:56
    actually making 19.8 n so we're actually
  • 00:01:59
    undershooting our boost Target right
  • 00:02:00
    here um but generally you can kind of
  • 00:02:03
    see how this works so you may be
  • 00:02:06
    wondering why are we using boost two
  • 00:02:08
    instead of boost and the reason for this
  • 00:02:11
    is because boost is the uh boost
  • 00:02:15
    pressure in the charge pipe so pre
  • 00:02:18
    throttle body and boost two is the
  • 00:02:21
    amount of boost in the manifold so what
  • 00:02:23
    the engine is actually consuming so the
  • 00:02:26
    reason you want to use boost two is
  • 00:02:27
    because there are conditions in which
  • 00:02:29
    you will see um boost spikes in just
  • 00:02:32
    boost so right here for example you're
  • 00:02:35
    seeing 25 lbs of boost uh but that's not
  • 00:02:38
    actually true what that is is when the
  • 00:02:40
    throttle closes there is an increase of
  • 00:02:43
    pressure inside of the charge pipe
  • 00:02:45
    because air has nowhere to go until the
  • 00:02:46
    blowoff valves open so the amount of
  • 00:02:49
    boost here we're actually consuming is
  • 00:02:50
    only 8.5 lb and I can I can show this by
  • 00:02:54
    opening the throttle you can see right
  • 00:02:56
    here the throttle closed the pressure
  • 00:02:58
    inside the charge pipe increased but the
  • 00:03:01
    pressure inside the manifold decreased
  • 00:03:04
    uh so that that's how you can read into
  • 00:03:06
    that
  • 00:03:08
    better all right so pedal is just pedal
  • 00:03:11
    right uh that's how much throttle are
  • 00:03:13
    you it's not how it's How much throttle
  • 00:03:16
    are you requesting as a driver but not
  • 00:03:18
    how much throttle that the computer is
  • 00:03:20
    requesting if that makes sense so if you
  • 00:03:23
    show throttle here you can see that the
  • 00:03:24
    pedal and the throttle do not always
  • 00:03:26
    line up so here you can see we don't
  • 00:03:28
    have 100%
  • 00:03:30
    pedal but we do have 100% throttle and
  • 00:03:33
    over here during the transient phase
  • 00:03:35
    where you're just getting started you
  • 00:03:37
    can see we do have 100% throttle but the
  • 00:03:41
    the the throttle itself is kind of
  • 00:03:44
    slowly opening and it it doesn't open
  • 00:03:46
    immediately right like there's a process
  • 00:03:49
    where it goes from a closed state to an
  • 00:03:51
    open State and that mechanically takes
  • 00:03:52
    time and then there's also in the tuning
  • 00:03:55
    of drive by wire
  • 00:03:57
    there's an amount of time that the tune
  • 00:04:00
    may expect for the throttle to take to
  • 00:04:03
    go between one position and another
  • 00:04:05
    where you want to worry about um
  • 00:04:07
    throttle is if you have pedal at 100 and
  • 00:04:10
    in the middle of the run so after this
  • 00:04:12
    initial transient phase where the
  • 00:04:15
    throttle is going up to 100 if you see
  • 00:04:17
    throttle somewhere in the middle here
  • 00:04:19
    drop then that is indicating an issue
  • 00:04:22
    either uh could be traction control
  • 00:04:24
    kicking in it could be a torque limiter
  • 00:04:27
    in your tune uh but those are some
  • 00:04:29
    things you'd look for with
  • 00:04:32
    throttle okay here so now we have uh IAT
  • 00:04:37
    or intake air temperature so on a
  • 00:04:40
    vehicle that is equipped with auxiliary
  • 00:04:42
    fueling such as CPI or methanol you will
  • 00:04:45
    actually see during the pool that this
  • 00:04:47
    intake air temperature drops pretty
  • 00:04:49
    substantially now this customer was
  • 00:04:51
    doing backtack pools so it's not
  • 00:04:53
    dropping very much from the uh from the
  • 00:04:56
    ambient temperature uh however if you're
  • 00:05:00
    using methanol or CPI you should see if
  • 00:05:04
    you're not doing back to back to back
  • 00:05:05
    pools you should see your IAT go from a
  • 00:05:07
    high number to a low number that will be
  • 00:05:09
    an indicator that you're actually
  • 00:05:12
    spraying because where on this platform
  • 00:05:16
    where we actually inject the fuel into
  • 00:05:18
    the intake tract is before the sensor
  • 00:05:21
    that measures the intake air temperature
  • 00:05:24
    and that is why the uh intake air
  • 00:05:25
    temperature drops so much is because we
  • 00:05:27
    have that evaporative cooling effect and
  • 00:05:29
    also just misting the sensor with fuel
  • 00:05:32
    which is causing it to cool down
  • 00:05:35
    further uh so over here the fuan not
  • 00:05:38
    used waste skate duty cycle or wgdc so
  • 00:05:43
    this is how much the waste skate is
  • 00:05:45
    either opening or closing to meet your
  • 00:05:47
    Boost targets uh compared to
  • 00:05:51
    where uh not compared to where it's
  • 00:05:53
    compared to the FF so FF stands for feed
  • 00:05:56
    forward right and this is kind of like
  • 00:06:00
    the ECU thinks it's going to require x
  • 00:06:02
    amount of x amount of wastegate duty
  • 00:06:05
    cycle to reach a boost Target right and
  • 00:06:11
    this this gets a little convoluted and
  • 00:06:13
    the reason it's so high is because we
  • 00:06:15
    are actually adding uh we're adding
  • 00:06:18
    boost through the jb4 remember our
  • 00:06:19
    Target so our ECU PSI is only you know
  • 00:06:23
    around 11 10 11 12 but our actual boost
  • 00:06:27
    that we're receiving is around 18 to
  • 00:06:32
    20 uh so that's why we have the waste
  • 00:06:35
    gate actually closing a bit more than
  • 00:06:37
    expected so higher numbers closing lower
  • 00:06:39
    numbers opening um and when the waste
  • 00:06:42
    gates close it allows more air to flow
  • 00:06:45
    through the exhaust side of the turbo
  • 00:06:46
    which creates more boost so the the
  • 00:06:49
    computer is having to create more boost
  • 00:06:51
    than it expects to uh and that's why
  • 00:06:53
    you're seeing the wastegate duty cycle
  • 00:06:55
    number up high cuz the waste Gate's
  • 00:06:58
    closing um um and that's because we're
  • 00:07:01
    adding boost on top of what the ECU is
  • 00:07:03
    expecting with the
  • 00:07:05
    jb4 so you can actually if you're having
  • 00:07:08
    over boost or under boost problems you
  • 00:07:10
    can actually lower the wastegate duty
  • 00:07:13
    cycle to open the waste gate which will
  • 00:07:17
    allow more air to bypass the turbo which
  • 00:07:19
    will lower your overall boost uh and
  • 00:07:22
    same if you're having an under boost
  • 00:07:24
    condition and you want to add more boost
  • 00:07:25
    then you can increase the wastegate duty
  • 00:07:28
    cycle which will close the wastegate
  • 00:07:31
    more which will increase your boost
  • 00:07:33
    pressure however you don't really want
  • 00:07:35
    to be tuning using wastegate duty cycle
  • 00:07:37
    unless you know what you're doing I
  • 00:07:39
    recommend just sticking to modifying the
  • 00:07:42
    Target in map
  • 00:07:46
    6 all right so fpor H that's fuel
  • 00:07:51
    pressure high so this is value actually
  • 00:07:53
    is a normalized value it's not the
  • 00:07:55
    actual fuel pure pressure uh value that
  • 00:07:58
    comes from the fuel rail so from my
  • 00:08:02
    research the the number that makes the
  • 00:08:03
    most sense to me is the fph value times
  • 00:08:07
    200 is your actual fuel pressure so at
  • 00:08:09
    11 you're right around 2200 PSI at 10
  • 00:08:13
    you're right around 2,000 PSI basically
  • 00:08:16
    while wide open so while you're
  • 00:08:17
    accelerating wide open throttle you do
  • 00:08:20
    not want to see your fuel pressure drop
  • 00:08:22
    below 10 or 2,000 PSI on this platform
  • 00:08:25
    uh some tunes will have increased fuel
  • 00:08:27
    pressure so you'll see 13 14 or 26 2800
  • 00:08:30
    PSI and this is good when you're
  • 00:08:33
    increasing power because as the the
  • 00:08:35
    cylinder pressure increases which when
  • 00:08:38
    you make more power cylinder pressure
  • 00:08:39
    increases on direct injection Motors the
  • 00:08:43
    pressure differential of the cylinder
  • 00:08:44
    pressure and the fuel pressure in the
  • 00:08:47
    injector actually makes it more
  • 00:08:50
    difficult for the fuel to enter the
  • 00:08:53
    combustion chamber so that's why
  • 00:08:55
    increasing fuel pressure is important
  • 00:08:57
    when you increase power as as long as
  • 00:08:59
    you're not increasing pressure to the
  • 00:09:01
    point that you're overrunning the fuel
  • 00:09:04
    injectors uh the pressure differential
  • 00:09:06
    when it closes up it it it causes the
  • 00:09:09
    fuel injector basically to inject less
  • 00:09:12
    fuel for its given duty cycle if that
  • 00:09:16
    makes sense because it's fighting
  • 00:09:17
    against the pressure uh in the
  • 00:09:19
    combustion
  • 00:09:21
    chamber but as long as well wide open
  • 00:09:24
    you're 10 or higher you're you're pretty
  • 00:09:25
    much golden all right so ignition this
  • 00:09:28
    is where things a little interesting so
  • 00:09:30
    ignition one is different on this
  • 00:09:34
    platform from ignition 2 3 4 5 6 uh well
  • 00:09:39
    it's not different on this platform but
  • 00:09:40
    it's different in how jb4 provides the
  • 00:09:43
    data for us so ignition one is raw
  • 00:09:46
    timing now this is not to be confused
  • 00:09:47
    with timing Target the raw timing value
  • 00:09:52
    is basically saying you're making this
  • 00:09:53
    amount of timing now that value can
  • 00:09:55
    actually be lower than the timing Target
  • 00:09:58
    so it can be affected by knock or
  • 00:10:00
    ignition so right here at 6200
  • 00:10:03
    RPM I can see that the ignition one is
  • 00:10:07
    at 8 18 now I would actually expect
  • 00:10:10
    around 18 and A5 at 6200 RPM on this
  • 00:10:13
    tune just because I'm familiar with
  • 00:10:15
    looking at it so you can see here
  • 00:10:17
    actually 56 57 5800 you're seeing 18.5
  • 00:10:21
    but you're not over here so that means
  • 00:10:23
    that there is ignition happening
  • 00:10:25
    in cylinder 1 um now now that being
  • 00:10:31
    said ignition 2 3 4 5 and six actually
  • 00:10:34
    do show the ignition not the raw
  • 00:10:37
    value so over here you can see we have a
  • 00:10:39
    little bit of ignition on
  • 00:10:40
    Cylinder 6 so this is saying that
  • 00:10:44
    assuming that 18 is the Target right
  • 00:10:47
    ignition 6 or Cylinder 6 is making
  • 00:10:51
    15.75 Dees of timing uh for this sample
  • 00:10:56
    um any value under I'd say 2. three is
  • 00:11:00
    generally okay I like to keep it one and
  • 00:11:02
    a half or lower zero is great zero is
  • 00:11:05
    what you should always aim for 0.8 being
  • 00:11:08
    typically on the edge um when you reset
  • 00:11:11
    an ECU so you pull the battery or you
  • 00:11:13
    pull the connectors out from the ECU the
  • 00:11:15
    ECU will go into a learning mode or a
  • 00:11:18
    learning yeah a learning mode basically
  • 00:11:21
    uh during this process depending on the
  • 00:11:23
    calibration ID in the tune the timing
  • 00:11:26
    will be pulled across all cylinders for
  • 00:11:29
    either 2.3 de um or 0.8 de depending on
  • 00:11:34
    what's In Those learning tables uh
  • 00:11:37
    during that time you know this is
  • 00:11:39
    expected don't worry too much about it
  • 00:11:41
    so let's talk about what actually causes
  • 00:11:44
    ignition so ignition can
  • 00:11:47
    happen if the ECU algorithms determine
  • 00:11:50
    that it is at risk of knock or if it has
  • 00:11:53
    observed
  • 00:11:54
    knock and it adjusted in in retaliation
  • 00:11:59
    of that or as a result of that rather uh
  • 00:12:02
    so in this case right here it's likely
  • 00:12:05
    that the knock sensor picks something up
  • 00:12:06
    on Cylinder 6 so it's pulling timing
  • 00:12:10
    here until the ECU can comfortably
  • 00:12:12
    determine that it's no longer at risk
  • 00:12:16
    now this pool didn't last long enough
  • 00:12:18
    for it to determine that the knock was
  • 00:12:19
    no longer occurring but you can see as
  • 00:12:22
    soon as he let out motor was no longer
  • 00:12:24
    at risk of knock so ignition timing
  • 00:12:26
    dropped I I wish this pull went on a a
  • 00:12:29
    little longer so I can show you
  • 00:12:30
    typically what would happen after a
  • 00:12:32
    knock event is say this started at 3 it
  • 00:12:35
    would go and drop to 2.3 to 1.5 to 0.8
  • 00:12:40
    to nothing and that's the ECU saying
  • 00:12:42
    okay we're safe here let's let's
  • 00:12:44
    increase a little more okay we're safe
  • 00:12:46
    let's increase a little more uh anything
  • 00:12:49
    under about 2.3 is typically fine um I
  • 00:12:53
    like to keep it around 0.8 to0 but I'm
  • 00:12:56
    not necessarily worried about little
  • 00:12:58
    spikes here and
  • 00:13:00
    there uh the other things to look for in
  • 00:13:03
    ignition one is dip so you should always
  • 00:13:05
    with the RPM you should always see the
  • 00:13:08
    ignition timing the raw value gradually
  • 00:13:10
    increasing so this ignition one value
  • 00:13:12
    with the purple line here if you see it
  • 00:13:14
    going up and then just drops and comes
  • 00:13:17
    back and starts to go back up that that
  • 00:13:19
    could be a knock event on cylinder one
  • 00:13:22
    or if you see it come up and then just
  • 00:13:23
    drop and stay flat or not not be where
  • 00:13:27
    it
  • 00:13:28
    should that that would indicate that
  • 00:13:30
    there's ignition uh timing being pulled
  • 00:13:33
    now there is a difference between
  • 00:13:35
    ignition timing being pulled uh due to
  • 00:13:38
    ignition for knock purposes not
  • 00:13:41
    prevention purposes and it happening
  • 00:13:43
    during shift so you can see right here
  • 00:13:45
    during the shift um ignition dropped all
  • 00:13:48
    the way down to zero now in this case it
  • 00:13:50
    probably actually dropped to -5 but jb4
  • 00:13:54
    doesn't read negative values for
  • 00:13:56
    ignition so OEM ECU actually I believe
  • 00:13:59
    drops to
  • 00:14:00
    -5° uh on shift but depending on your
  • 00:14:04
    tune you may see 6° 9° or 12° if you
  • 00:14:08
    have the shift timing increased uh what
  • 00:14:10
    it's doing here is on the shift it's
  • 00:14:12
    pulling ignition timing so it's pulling
  • 00:14:14
    power from the motor uh to prevent
  • 00:14:17
    damage to the transmission during the
  • 00:14:19
    shift so while the the clutches are
  • 00:14:21
    engaging
  • 00:14:23
    um anything else here for so this right
  • 00:14:27
    here this could be potentially
  • 00:14:29
    a knock event uh or ignition
  • 00:14:33
    right here on cylinder 1 you see how it
  • 00:14:35
    goes 128 14 that is not a normal curve
  • 00:14:39
    uh but this is right during the
  • 00:14:41
    transient uh phase so it's likely
  • 00:14:45
    due to increased uh air fuel
  • 00:14:48
    ratio um so I'll show that real quick so
  • 00:14:52
    you can see here it's actually quite
  • 00:14:54
    lean during this transient period of
  • 00:14:57
    just getting into boost and on this tune
  • 00:15:02
    specifically um I'll actually I'll get
  • 00:15:04
    into that in just a second so let's
  • 00:15:06
    close off ignition timing because we
  • 00:15:07
    don't need that anymore actually uh
  • 00:15:09
    average ignition you're never going to
  • 00:15:11
    look at on this platform Cal torque
  • 00:15:12
    you're never going to look at on this
  • 00:15:14
    platform um trims so there's trims and
  • 00:15:18
    trims 2 that's bank one and Bank two
  • 00:15:20
    trims so bank one is if you're staring
  • 00:15:23
    at the front of the car it's the left
  • 00:15:25
    side of the car bank 2 is the right side
  • 00:15:27
    of the car
  • 00:15:30
    um and basically this is the air fuel
  • 00:15:34
    ratio uh sorry uh this is the amount of
  • 00:15:37
    fuel needed to be added or removed based
  • 00:15:41
    on the uh ECU programmed expected values
  • 00:15:45
    uh for what is required to reach the AFR
  • 00:15:50
    Target so in this case
  • 00:15:53
    29 jb4 does something interesting 25 is
  • 00:15:57
    actually zero
  • 00:15:59
    uh so in this case when you're looking
  • 00:16:01
    at a jb4 log 29 is 29 minus 25 so 4 so
  • 00:16:06
    it's positive 4 so it's a 4% increase so
  • 00:16:10
    right here we're showing that we needed
  • 00:16:11
    to add 4% more fuel so we increase the
  • 00:16:14
    injector duty cycle by
  • 00:16:16
    4% to reach the air fuel Target air fuel
  • 00:16:21
    ratio Target that is in the ECU so in
  • 00:16:24
    this case if I show the AFR now
  • 00:16:31
    yeah see this tune this is what I'm
  • 00:16:33
    about to talk about that's a kind of a
  • 00:16:34
    problem area in this vehicle uh so over
  • 00:16:37
    here we have 12.6 AFR and 22 trims so
  • 00:16:42
    that's that's -3 so to reach 12.6 AFR
  • 00:16:45
    it's actually pulling out 3% of time
  • 00:16:49
    that that injector is staying
  • 00:16:52
    on if that makes sense so basically
  • 00:16:55
    there's more fuel than the ECU is
  • 00:16:57
    expecting in the system so pulling fuel
  • 00:16:59
    out trims are designed to add and remove
  • 00:17:04
    fuel to reach targets while you do want
  • 00:17:07
    to try to stay close to a 0% trim or 25
  • 00:17:11
    in the case of jb4 it is not a
  • 00:17:14
    requirement I always see people saying
  • 00:17:16
    oh your trims are too low oh your trims
  • 00:17:18
    are too high but they're well within
  • 00:17:19
    safe parameters as long as your trims
  • 00:17:22
    I'd say I I like to use 12 on the lowend
  • 00:17:26
    and 45 on the high end of trims if
  • 00:17:29
    you're staying within that range you're
  • 00:17:31
    pretty much good to go uh as far as
  • 00:17:35
    trims so let's pull these trims out here
  • 00:17:38
    oh another thing while we're talking
  • 00:17:39
    about trims if you are there's a few
  • 00:17:43
    things that can affect trims I'm going
  • 00:17:44
    to turn AF RF while talking about this
  • 00:17:47
    um ethanol content ethanol content will
  • 00:17:51
    raise if you increase your ethanol
  • 00:17:52
    content you will raise your trims
  • 00:17:55
    because it requires more ethanol per
  • 00:17:57
    parts of air to to make the same amount
  • 00:18:00
    of power so by increasing your ethanol
  • 00:18:03
    content you will increase your trims by
  • 00:18:06
    decreasing your ethanol content you will
  • 00:18:08
    lower your trims I see all the time
  • 00:18:10
    people are saying oh your trims are too
  • 00:18:12
    high add ethanol do not do that that is
  • 00:18:15
    the exact opposite of what you need to
  • 00:18:17
    do now if you have auxiliary fuel you
  • 00:18:20
    have methanol or you have CPI then you
  • 00:18:23
    can make modifications to the duty cycle
  • 00:18:26
    the injector duty cycle or the pump Duty
  • 00:18:28
    cycle to influence your trims as well so
  • 00:18:32
    by increasing pumper injector duty cycle
  • 00:18:34
    you will lower the trims because you're
  • 00:18:36
    adding additional fuel into the system
  • 00:18:39
    that the ECU that the injectors don't
  • 00:18:41
    have to add right so if you're adding
  • 00:18:43
    more fuel through the intake then the
  • 00:18:46
    injectors don't have to add that fuel
  • 00:18:48
    because it's already there so they're
  • 00:18:50
    able to pull back on the amount of fuel
  • 00:18:52
    that they're adding if you lower your uh
  • 00:18:55
    injector pump duty cycle then that's
  • 00:18:57
    fuel being taken out of the intake so
  • 00:18:59
    your trims will raise because that's
  • 00:19:01
    fuel that is no longer there that the
  • 00:19:04
    injectors will have to compensate for uh
  • 00:19:07
    so that that's a little bit of
  • 00:19:09
    information on how you can read into and
  • 00:19:11
    adjust based on your
  • 00:19:13
    trims uh so next we have dmbt I don't
  • 00:19:17
    use that on this platform we have meth
  • 00:19:20
    so if you use auxiliary fuel whether
  • 00:19:22
    it's CPI or meth it your Valu is can to
  • 00:19:25
    be meth this is your injector duty cycle
  • 00:19:28
    um for for your methanol or for your
  • 00:19:30
    injector or pump duty cycle um so not
  • 00:19:34
    really all that important you should
  • 00:19:36
    know what this is cuz it's in your
  • 00:19:37
    settings but it's nice to see if you're
  • 00:19:39
    reviewing logs for other people uh fpor
  • 00:19:42
    low is a low pressure fuel pump or not
  • 00:19:45
    low pressure fuel pump but low pressure
  • 00:19:47
    fuel
  • 00:19:48
    pressure low side fuel pressure so the
  • 00:19:52
    fuel pressure coming from the low
  • 00:19:53
    pressure fuel pump to the high press
  • 00:19:55
    fuel pump we do not have a sensor here
  • 00:19:57
    so you can ignore it
  • 00:19:59
    AFR and AFR bank 2 or AFR
  • 00:20:03
    2 so let's pull that up where was it
  • 00:20:06
    I've lost afr2 here it is so in this
  • 00:20:10
    case there this vehicle stays lean a lot
  • 00:20:14
    longer than I would
  • 00:20:17
    like um after shifting gears so you can
  • 00:20:21
    see these big Hills here um because of
  • 00:20:24
    the tuning in these vehicles you're
  • 00:20:25
    going to see a difference uh during
  • 00:20:29
    shifts where it does lean out a little
  • 00:20:30
    bit but this one takes a bit longer than
  • 00:20:33
    I'd like to recover and I've already
  • 00:20:35
    reported this to the customer and
  • 00:20:38
    hopefully you know their the tuner that
  • 00:20:40
    they're working with adjust that for
  • 00:20:42
    them uh but typically for AFR you want
  • 00:20:45
    to see value on this platform between
  • 00:20:47
    11.8 and 12.8 the the higher the number
  • 00:20:51
    the more lean so that means the more
  • 00:20:53
    heat
  • 00:20:56
    and it's it it's it's it's a catch 22
  • 00:20:59
    because the more lean the more
  • 00:21:02
    power but also the more lean the more
  • 00:21:04
    Heat and the more heat the less power uh
  • 00:21:08
    so it's it's a balancing act and so it's
  • 00:21:11
    not really something that people just
  • 00:21:13
    reading their logs need to know uh but
  • 00:21:15
    as long as you're between 12.8 and 11.8
  • 00:21:18
    while wide open
  • 00:21:20
    throttle you're you're pretty much good
  • 00:21:23
    and these little spikes are normal but
  • 00:21:25
    your heill should recover quicker
  • 00:21:29
    uh than these two another time that
  • 00:21:31
    you'll see AFR spike is when throttle
  • 00:21:34
    closes uh in this case it's not closing
  • 00:21:36
    here
  • 00:21:37
    because it's not throttle's not closing
  • 00:21:40
    mid poool but if your mid poool and your
  • 00:21:42
    throttle closes you're going to see a
  • 00:21:44
    spike in your AFR where your AFR jump up
  • 00:21:46
    to like 25 uh that is normal so don't
  • 00:21:50
    worry about
  • 00:21:52
    that okay so turn off
  • 00:21:55
    AFR gear is pretty self-explanatory that
  • 00:21:58
    that's what gear the cars in um I feel
  • 00:22:01
    like I already talked about feed forward
  • 00:22:03
    and wastegate duty cycle but just in
  • 00:22:05
    case I didn't I'll go over it quickly uh
  • 00:22:08
    feed forward is kind of like the amount
  • 00:22:11
    of the amount of air that we're wanting
  • 00:22:13
    to feed forward roughly it's the rough
  • 00:22:15
    Target from the from the turbocharger by
  • 00:22:19
    modulating the wastegate so wastegate
  • 00:22:21
    duty cycle the higher the number the
  • 00:22:23
    more close the waste gate is the lower
  • 00:22:25
    the number the more open it is so you
  • 00:22:26
    can actually make boost adust
  • 00:22:28
    adjustments if you're over boosting you
  • 00:22:30
    can lower your wastegate duty cycle
  • 00:22:32
    which will
  • 00:22:33
    uh open your wastegate more which will
  • 00:22:36
    lower your Boost and your chances of
  • 00:22:38
    over boost if you're under boosting the
  • 00:22:40
    same thing you can increase your waste
  • 00:22:42
    gate duty cycle that will close your
  • 00:22:44
    wastecap more and increase boost I do
  • 00:22:47
    not recommend making changes to
  • 00:22:49
    wastegate duty cycle or FF um unless you
  • 00:22:53
    know what you're doing reach out to
  • 00:22:54
    someone who does please make all of your
  • 00:22:56
    Boost changes through your Target in map
  • 00:23:00
    six load is something you're not going
  • 00:23:03
    to be using as someone just reviewing
  • 00:23:05
    logs so don't worry about that same with
  • 00:23:07
    clock map is just what map uh what map
  • 00:23:11
    you're
  • 00:23:13
    in and then we've already went over
  • 00:23:15
    ignition so oil temp oil temp is always
  • 00:23:18
    going to say zero on this platform and
  • 00:23:19
    jb4 uh some of the vehicles are equipped
  • 00:23:22
    with an oil temp sensor you can see it
  • 00:23:23
    in the dash but it will read zero on jb4
  • 00:23:26
    it is what it is it's useless
  • 00:23:29
    uh water temp if you start to see this
  • 00:23:31
    climb over 221 for any extended period
  • 00:23:34
    of time then it start to it's time to
  • 00:23:38
    start looking into your cooling system
  • 00:23:39
    you may have air in the system or
  • 00:23:41
    failing thermostat um these vehicles do
  • 00:23:45
    run quite warm uh and while wide open
  • 00:23:49
    you will see your thermostat typically
  • 00:23:51
    open at around 221 and on some models it
  • 00:23:54
    will open at 216
  • 00:23:59
    um trans temperature if you start to see
  • 00:24:02
    your trans temperature get over
  • 00:24:05
    215 uh it's probably indicator that you
  • 00:24:07
    need a transmission cooler um you
  • 00:24:10
    typically want to see your transmission
  • 00:24:12
    temperatures while at operating
  • 00:24:14
    temperature in the 160 to 195 range is
  • 00:24:19
    the best but anything under
  • 00:24:21
    215 is okay uh but under 200 is better
  • 00:24:26
    over 215 bad
  • 00:24:30
    um if you do have your trans temp up
  • 00:24:32
    over 215 for any extended period of time
  • 00:24:34
    you should change your your uh
  • 00:24:37
    transmission fluid E85 so this one's
  • 00:24:40
    interesting if you have the flex fuel
  • 00:24:43
    sensor a uh the the the fuel it sensor
  • 00:24:47
    and you have the white cable or the
  • 00:24:50
    white wire pinned in to your jb4 harness
  • 00:24:54
    and you've gone through the setup in the
  • 00:24:56
    app as per the instructions of the um
  • 00:25:01
    sensor then this value will be accurate
  • 00:25:05
    it will actually show your ethanol
  • 00:25:06
    content if you have not done any of that
  • 00:25:08
    this value is just made up it's
  • 00:25:10
    estimated it's inaccurate and it's
  • 00:25:13
    useless uh in this case the customer
  • 00:25:15
    does actually have the sensor so I can
  • 00:25:17
    see confidently that he's at
  • 00:25:21
    e70 and then mile per hour is just mile
  • 00:25:24
    per hour so when I'm looking at a tune
  • 00:25:28
    that that's all of the the values right
  • 00:25:30
    so when I'm looking at a tune here's
  • 00:25:31
    what I always turn on I go RPM I go
  • 00:25:35
    boost
  • 00:25:37
    two I go
  • 00:25:41
    trims ignition one ignition two ignition
  • 00:25:44
    three ignition four ignition five
  • 00:25:45
    ignition six so I do all of those and
  • 00:25:47
    fuel pressure high uh these are
  • 00:25:49
    typically what I look at and if I need
  • 00:25:52
    to look at intake air temperature I will
  • 00:25:55
    uh so if I have concerns about maybe if
  • 00:25:58
    they're meth isn't flowing or something
  • 00:26:00
    uh even though it says it is uh I will
  • 00:26:02
    look at I make sure that the it is
  • 00:26:04
    dropping how I would expect it to but
  • 00:26:06
    this is typically all that I look at and
  • 00:26:09
    all I want to do is make sure that my
  • 00:26:11
    Boost is relatively where I want it to
  • 00:26:13
    be which you do not want the boost on
  • 00:26:16
    the stock turbocharger to exceed 24
  • 00:26:19
    lbs uh as that's where problems start to
  • 00:26:22
    happen but as you increase in the RPM
  • 00:26:25
    range the efficiency of the turbos goes
  • 00:26:27
    down so if you try to maintain higher
  • 00:26:30
    boost the higher RPM you get the more
  • 00:26:33
    heat it generates the higher your chance
  • 00:26:35
    of knock the less power makes it's just
  • 00:26:38
    bad all the way around so that's why
  • 00:26:39
    typically you will see boost
  • 00:26:43
    decrease over time as RPM increases with
  • 00:26:47
    the stock
  • 00:26:48
    turbos you will you you should see the
  • 00:26:52
    ignition timing going up with the RPM so
  • 00:26:54
    the ignition timing and RPM you should
  • 00:26:57
    always kind of roughly see the same
  • 00:27:01
    shape and then fuel pressure you always
  • 00:27:03
    just want to make it sure like I said
  • 00:27:05
    that it's 10 or higher during the
  • 00:27:07
    pool and then as I said with ignition
  • 00:27:09
    timing typically 2.3 and low is okay I I
  • 00:27:14
    don't like 2.3 I'd prefer 1.5 and down
  • 00:27:17
    but 0 to 0.8 is right on the money
  • 00:27:20
    you've nailed
  • 00:27:23
    it uh is there anything else Diagnostics
  • 00:27:27
    wise that may help uh oh yeah looking at
  • 00:27:30
    trims and
  • 00:27:33
    afr2 this is important
  • 00:27:36
    AFR AFR
  • 00:27:38
    2 Trims and trims 2 if you see
  • 00:27:43
    deviation between your trims your trims
  • 00:27:46
    and trims 2 or AFR and AFR 2 a constant
  • 00:27:50
    deviation not not this minor deviation
  • 00:27:52
    but like a a larger deviation like a
  • 00:27:55
    couple of points or a couple of percent
  • 00:27:57
    and it's consistent throughout your pool
  • 00:28:01
    this can indicate either a failing O2
  • 00:28:05
    sensor or an injector going bad uh there
  • 00:28:09
    there is another um much less likely
  • 00:28:14
    scenario which is where if you have
  • 00:28:15
    auxilary fuel you may have fuel pulling
  • 00:28:17
    up so more fuel is entering a couple uh
  • 00:28:20
    more fuel is entering one or more
  • 00:28:23
    cylinders than the other however nine
  • 00:28:25
    times out of 10 it's your O2 sensors
  • 00:28:26
    going bad or you have an injector that's
  • 00:28:29
    going bad and which bank is the one
  • 00:28:33
    that's going bad is a guessing game uh
  • 00:28:35
    most the time uh unless you have clear
  • 00:28:38
    indicator sporadic data on one rather
  • 00:28:41
    than the
  • 00:28:44
    other um I think that's all for
  • 00:28:50
    Diagnostics yeah I I
  • 00:28:53
    yep just
  • 00:28:56
    thinking all right I'm going to call it
  • 00:28:57
    here
  • 00:28:58
    if there's anything I didn't cover if
  • 00:29:00
    you have any questions just let me know
الوسوم
  • datalogg
  • rpm
  • ECU PSI
  • boost
  • wastegate
  • pedal
  • throttle
  • ignition
  • AFR
  • trims