I have no experience tuning boosted stuff.īut for maf scaling and maf based fuelingĬollect data for closed loop wack that in the VGI tool and get the closed loop sorted.Ĭollect data for open loop ie commanded afr vs actual afr and feed that through VGI tool.ĭo at least another round to check its all good after its settled in for a 100km or so they were either all too general or too specific. I was half-expecting a "use the search" reply, but clearly I've done that and have not found any overview threads at this level. Though I always preferred the old-school method of a stethoscope on the block and a load-cell dynoĪ more advanced session might start to play with cam timing, PI/DI ratios and DI phasing to eek out more power. If street tuning use knock correction logging to adjust map. If so it would seem to me that a simplified tuning session would proceed like this:ġ) Compute an accurate MAF scaling by logging in closed loop modeĢ) Set a safe fueling map and ignition mapģ) Verify open loop AFR accuracy (presumably long term fuel trim provides hints to this)Ĥ) Tune ignition map on dyno for max safe power across the rpm/load range. So, is it safe to assume that once you have a verified good MAF scaling you can increase boost and simply verify that the ECU hits your target AFR in open loop? I always preferred injector pulse width as it was easy to tell when you were up against injector limits before you log your next pull on the dyno. Is that correct? In speed density or alpha-N tuning you always had to adjust the fuel maps when you made a VE change (clearly, boost is "baked in" to the SD map, and Alpha-N on boost is a really bad idea for a street car ) Some systems even represent the fuel map as a VE value or offset rather than injector pulsewidth. how accurate is the MAF based metering once you have a "good" MAF scale? Presumably you scale the MAF once for a given intake configuration and then do not have to adjust the scaling for changes in boost or other changes that impact VE such as exhaust mods, cam phasing, etc.
ECU TUNING TOYOTA HOW TO
I'm not looking for proprietary tuning secrets, just some guidance on how to get started with basic mods to an existing base map, I can figure the rest out from there I have not yet decided on ECUTek vs OFT (though leaning toward ECUTek). Presumably the experienced tuners in our community had some resources available to determine what each map does. basically, how does the basic fueling strategy work, how are the timing values calculated, etc. I have read most of the excellent resources posted by steve99 but I'm looking for something more general. Needless to say, the stock ECU is far more complex than this. Fuel injector duty cycle in ms and timing advance, both on a 2D grid of RPM vs Load (MAP). So what was un-tuneable now has potential.My last tuning experience was with a standalone on an old-school 3S-GTE engine (no variable valve timing, no direct injection, no drive by wire, etc.) Back then you could perform basic tuning by editing two maps in speed density mode. One of our tools by Alientech just released new protocols to be able to read and write several Toyota and Lexus ECUs. VR Tuned has several different tuning hardware devices to make sure we can read and write almost any vehicle out there.