What are y'all logging, channel wise and how do you have your chart vs time setup? Attached is what I am using currently. Anything else I should be monitoring, or I should change up?

 

I log rpm, speed, load, spark timing, mct, ect, and iat on every log. Beyond that it’s very specific to what I’m trying to accomplish/solve at the time. You want to log the least number of parameters possible because it slows down the data rate.

 

By slowing down the data rate do you mean it could show or not show knock fast enough? That’s my main concern at this point. I want a tune with zero KR or negative KR that tells me I can up the timing a bit.

 

For knock timing tuning I’d need to understand how the tune is set up. I’d assume it’s using octane adjust but I’d need to know if it’s global or per cyl retard, if per cyl then how is the sdlf table set up? And is the timing hitting cylinder pressure limits?

At any rate, I’d be logging what I posted above plus spark source, cylinder knock retard for all 6, borderline timing, mbt, and the oar.

The more channels you log the most the data rate slows down so log the minimum possible to do what you’re trying to do.

 

My current tune runs really strong. My boost curve looks pretty good for the LSPI high table. I've left the low table stock, in case I get bad fuel.


The log files follow this curve and stay flat until about 6k rpm, which I'm cool with, since I'm not trying to over rev the engine.

 

My truck adds timing using the boost curve shown above.

 

Once we get enough solid data, I'd like to add links to the first post so that folks can just click a link to the post that is applicable to them and they can start to read about the complex Eco tuning process. This will be a work in progress.

I do not plan to just post everything from the tuning courses I paid for.

 

I dont follow.

 

I'm saying that while the high LSPI table looks aggressive, my truck still wants to add timing, at least according to the logs. So running 18-22 psi , it still acts like it wants more timing.

 

I can easily wind up logging 80 different parameters if I add everything I'm interested in seeing and that really slows down the data rate. Unfortunately this means prioritizing certain PIDs and excluding other PIDs depending on what specific issues I'm logging for.

It's very easy to max out the DI fuel system and have the fuel rail pressure to drop below the desired pressure. Monitoring the Fuel Pump Command DC will allow you to see how close you to maxing out the DI fuel system without monitoring the actual and desired pressures. Motioning all the different mapped points that your truck uses is important when adjusting the spark tables, but when I'm not looking to make spark adjustments I don't log them. Inferred Octane and Knock Octane Modifier are the same thing just presented differently, so you only need to log one of the two.

When you you start to get into wastegate tuning or trying to figure out why you aren't hitting the amount of boost you'd like to, the following PIDs are helpful: TIP actual, TIP desired, Load, Desired Load, Electronic Wastegate Command, Manifold Charge Temp, Intake Air Temp, Turbo Exhaust Mass Flow Estimated, Turbo Desired Mass Fraction Exhaust Flow, Intake Manifold Absolute Pressure

You can spend a lot of time tuning the wastegate desired canister pressure table, but keep in mind that it will never be perfect under all conditions. A long pull in single gear will look very different from a pull through the first 5 gears. In certain conditions you may only have the throttle open 53°, but under other conditions it may be fully open and not achieving your desired TIP despite using the same cell in the wastegate desired canister pressure table. I would only make changes after looking at several pulls, making changes based off of a single pull could lead to you chasing your self in circles.