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Cheers,
Jason

We've just updated all EF Falcon definitions on our website and added more parameters, including transmission control for N4AG9 (Tickford), and various other changes to the V8 defs! Big thanks go to Roger Klaver & Kendall Baker for their help with N4AG9.

Check them out at http://www.tiperformance.com.au/library/tuning-files/ and make sure you're on TunerPro v5 before trying them!

Cheers,
Jason

Hey guys

Great work on the new EF defs!

Two questions,
why are the bdln knock values so low in the low vac range? I was under the impression that the ecu always used the bdln knock as its safe limit.

any reason knock retard has no values in x/y axis'?

Cheers
J.

the knock retard table should be MAP vs RPM im pretty sure. sometimes the x/y columns don't save when you update them for some reason.
as for the bldn tables, ford do some weird a*** s**t in their tunes, so who knows

cheers mate

I've got my bdln table filled with 50's atm anyway, just wondering.

Has anyone worked out when spark table #4 alt is used yet?

don't know. haven't tested those yet. they may not be "spark" tables. doesn't really look like a spark value. but I could be wrong. Jase would know more about those ones

Yeah, looks like a multiplier of some sort.
Anyone? (Roger, Jason)?

The alt tables are for the LPG bins. I think I put this in a guide somewhere

Cheers,
Jason

Here's something a bit different for you. Nigel's E36 BMW V8! He's running an AU Windsor & ECU with one of our J3 Chips to disable Smartshield and custom tune the engine. Nigel has done a great job integrating the AU ECU into the BMW systems, including electrical, climate, and interior.





He's got more pics of the build online at http://s482.photobucket.com/user/av48bb ... t=3&page=1

Cheers,
Jason

Keeping in mind that I more or less look at Tickford tunes as being kind of next level from standard factory - ie. presumably the Tickford guys do a bit of more specialised or at least maybe more in depth dyno stuff etc.

- I've noticed a couple of differences between std 4DBG and 4TBD (comparing the two using the relevant defs etc. for each) which have me curious.

The upper clip on 4TBD is zero where it's 50 on std 4DBG

The Lower clip is -32 on the 4TBD where it's -5 on std 4DBG

Does anyone have any insight into what might be going on there? - and actually, what exactly are those upper and lower clip about (as well as spark underspeed too actually)??

Also - Jason are you guys still developing the definition for 4DBG? - I'm REALLY hanging out for acceleration enrichment, because the ignition map that kills doughyness and gives me good snap + pull thru midrange has the side effect of momentary hesitation as the throttle comes off idle stop. If I dial it out with ignition I get doughyness back - to the extent that I have to pull down the upper midrange and top end because in the wet, a kickdown at the wrong time sees things go from real mild to dangerously wild in an instant.

I can sort of offset it with increasing VE along the 1200 line, but that causes much the same thing if I make it large enough to properly kill the hesitation (that approach works fine for the 2000rpm stutter tho - ie. pulling ignition for that just kills performance, but bumping up VE along the 1900 and 2300 lines = yeah baby!). In the end I'm running a compromise which sees a tiny hesitation that you don't really feel as it's come and gone as quick as you notice it, but it'd be nice to not have that at all. Also I'm feeling that a shot of enrichment greater than stock at pretty much any running rpm would make my response much snappier.

The spark clips are to cap advance at a high/low value. The N4AG9 def must be wrong, as the upper value is not 0 Underspeed is when the engine is below idle speed or the ECU thinks it's going to stall.

The defs still get updated occasionally. You should not really need Accel Enrichment unless you have changed the throttle body, as that's the main driver for airflow increase on tip-in. You should be able to ramp the spark and fuel smoothly at the transition point you describe to remove any hesitation.

Cheers,
Jason

Yeah, it would be great if Accel Enrichment was opened up for tuning. I have had a hunt for it, and have come across a likely suspect (by looking for something with a size and shape similar to the AE table in the A9L/GUFB from the Mustang 5.0), but haven't played with it to see if it works. According to my notes, its 7 rows, 8 columns, 1 byte, starting at E48C in 4TBD or at E4B8 in 4DBG. But I haven't double-checked it or tried it out, so it could be completely wrong. Take a look and see what you think.

My EF XR6 goes way lean snapping the throttle open and way rich snapping it shut. For example, turning onto an on-ramp at about 2500-3000 rpm with minimal load then flooring it will lean out to 17 AFR at 4000rpm and WOT - definitely not ideal. I have played with VE table so it's safe going WOT from idle or under load against the brakes up to stall rpm - so it's fine for the drags. But without the load, it spikes way too lean. It's too far out to even think about working around by tuning rich everywhere. Would love to be able to sort this.

Very surprised you're having this type of issue as I haven't seen it in any combination of cars I've tuned with a wideband.

Try the table you found and let us know how you go!

Cheers,
Jason

Thanks for the info Jason! - the values seemed a bit odd so I think there's something odd in either the bin or definition combo I was looking at (everything else made sense tho).

- and I'll keep at it with the VE / timing interaction there off idle - my situation is a bit weird in that the cam is set quite late, so altho it goes really well its behaviour right there off idle is... strange. There is the possibility something else is going on - but it's smooth with a standard tune - albeit gutless. I think I have a situation where the late cam lets me run a heap of timing - with tremendous results that more than offset the low end loss - but with some "side effects".

I've been using the VE 1200 line to try and offset it - but I might use the 900 instead or as well - I guess it's prolly actually happening closer to that strictly speaking (I've likely been too cautious to stay away from the idle area itself). I can try really dropping the 600 line a heap to maintain happy idle (in the interpolated range between 6 and 9).

Oh - and anyway, I talk of a "hesitation" but it's really only a momentary thing and has no practical impact - you hear it rather than feel it - I'm just being fussy.

efxr6wagon - unfortunately I don't have the expertise to delve into the actual coding like that - I'll keep an eye on how you go tho - fingers crossed.

Basic question...

How do u know what strategy a bin is using...

Is it labelled in the bin somewhere?

....this is just a general question id like to know...

Thx