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
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