I thought you were running a stage 2 set up before? Are you trying to perfect stage 1?

 

I was running stage 2, but I recently went back to stage 1 due to having a baby and trying to make my car quieter and more family friendly. I've been on a small mission to see just how far you can safely push a stage 1 tune on 94.

So far I can hit 20psi and 3.7 g/rev without too much difficulty. The car is a touch less explosive than with a TBE but, surprisingly, it does pretty well.

This lean condition during shifting exists in stock form too, but with the higher loads, more aggressive ignition advance, and leaner AFR targets, it worries me a bit. It might also account for a slight stumble when getting back on the gas immediately after the shift. Even Cobb's Stage 2 v1.02 map exhibited this.

I'm just curious how one would go about minimizing it. Tip-in enrichment sounds like a possibility but I'm not 100% sure.

 

I was gonna suggest to try the old V102 maps and do a log. I have them saved as well. Hmmmm....

 

Very curious. I'm thinking it is an over run issue. The injectors should never shut completely off as yours are doing. They shut off immediately after the shift is initiated and a negative throttle delta is applied. Tip-in would show up during the onset of throttle and a positive delta. It looks to me that you stumble and lean condition is a result of the ECU recovering from this.

If you take a look at a known good log like mine you will see that between shifts the injectors are still receiving a pulse width, even when I am engine breaking and the AFR's are 20:1.

Here I just did a short sprint down the road

Something strange is going on here but I don't think it is tip-in, Just my $.02

 

The ECU does not open the injectors when you let off the gas and you are coasting in gear, or the engine is above a certain speed. Obviously it has to open the injectors once it gets close to idle to maintain idle speed.

The IPW that you see there are likely the calculated IPW for that airflow, but the injectors are not open.

That being said, the OP's log does look like it takes a long time for the AFR sensor to register proper readings. I assume this is the OEM sensor in the exhaust manifold?

What are the CL/OL delays?

 

Are you running the most current version of the 2008 sti maps? I know you've tuned it since, I just mean the base subaru map that you start with. Maybe this was an issue they fixed with the stop sale?

 

Yes but there is a delay before that occurs.

The injectors should remain enriched during shift as defined by over run thersholds and for a certain amount of time. Is he really coasting here at this point? there is only .5 seconds between shifts.

 

You are correct. Maybe I didn't look close enough at the log, but it looked like he was coasting, then went WOT.

My logs don't look like that, after a shift my OEM O2 sensor pegs at rich about 2-3 lines after it shows 100% throttle again. And, my OEM O2 is in the DP, so the delay for me should be longer.

 

Try taking a log where you sit with the car in neutral, rev to 6000 RPM, hold it there for a second or two, and then abruptly lift off the throttle.

Then let's compare the shape of the AFR-over-time curve from that exercise and from when you shift at 6000 RPM.

I have a hunch that it's just a combination of injector shutoff and slow response from the O2 sensor.

 

I have a hunch that it's just a combination of injector shutoff and slow response from the O2 sensor.

Agreed.

Cheers,
Lance

 

Based on you 21 psi with stock dp, do you think I could make good hp on e85 with stock dp + midpipe with muffler deletes with a reliable tune?

 

"We" don't have that - you and I.

"They" do - the CANbus people.

And to think that I felt sorry for them when those ECUs came out and weren't supported...

 

When I saw this my first reaction was the response-time of the o2 sensor. The AFR log looks OK and is exactly what I see with the CAN/RAM logging. You can't see transient signal behavior like this with the ordinary data-logging low sampling rate.