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Discussion about the possibility of ecu inconsistency until the RS ecu has learned

This is a discussion on Discussion about the possibility of ecu inconsistency until the RS ecu has learned within the Focus RS Performance forums, part of the Focus RS Garage category; Originally Posted by focus pilot logging these parameters is most common and give a better picture of whats going on Accel. Pedal Pos. – Accelerator ...

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Thread: Discussion about the possibility of ecu inconsistency until the RS ecu has learned

  1. #191
    Supporting Member gte's Avatar
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    Quote Originally Posted by focus pilot View Post
    logging these parameters is most common and give a better picture of whats going on
    Accel. Pedal Pos. – Accelerator pedal position (this is direct pedal input before translations).

    Actual AFR – Wideband front oxygen sensor reading converted from Lambda to AFR.

    Airflow Mass – The calculated airflow through the engine and is used for almost all flow based tables.

    Boost Pressure – Manifold pressure (relative). This is MAP minus Barometric pressure.

    Charge Air Temp. – Post intercooler temperature as read before the throttle body.

    Coolant Temp. – Engine coolant temperature as measured post radiator.

    Engine RPM – Current engine speed.

    ETC Angle Actual – Electronic throttle control actual angle.

    FRP Actual – Fuel rail pressure actual. This is the high pressure pump.

    Grill Shutter Cmd – Commanded grill shutter duty cycle.

    Ign Corr. Cyl1 – Ignition timing correction applied to Cylinder 1.

    Ign Timing Cyl1 – Ignition timing after all compensations for Cylinder 1.

    Load Actual – Engine load actual after all compensations.

    Oct Adj Ratio Lrn – Octane adjust ratio learned. -1.0 is HIGH Octane, 1.0 is LOW octane.

    Vehicle Speed – Vehicle speed when moving.

    WGDC Actual – Final wastegate duty cycle after compensations.

    Ign Corr. Cyl4 – Ignition timing correction applied to Cylinder 4.
    It only allows 6 parameters at a time (I believe) I forgot I even owned it as my current beater has a stand alone in it, so I'll have to check and see if I can get better logs with those parameters, although those appear to be Cobb parameters that you are used to.


    Quote Originally Posted by rader1 View Post
    This log is of very little use. I don't know what tool you are using to log so idk what PIDs are available but we need at least charge air temps, boost, ignition correction/knock, AFR, RPMs, wgdc and throttle position sensor data to get started trying to figure this out. Just do a few 3rd gear pulls from 2500 RPMs to redline and record each pull as a separate log. After that upload the CSV files to datazap.me | Fast, Free, Interactive Datalogs for easy viewing.
    The log was done to simulate track conditions that I tested, it is of complete use to me. I can do single runs, but that's a poor sample data.


    Quote Originally Posted by rader1 View Post
    That's may(probably?) be 33psia, meaning 19psig of boost.
    Correct, it is absolute pressure as indicated in the picture
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  2. #192
    RS Master Euroayres's Avatar
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    Quote Originally Posted by focus pilot View Post
    the f it did! not even going down hill with the wind blowing


    sorry that came out wrong. what I meant was there I no way the svtf would break 15.8 without perfect track conditions and tires
    Look it up in car and driver. Pro driver yes. It also beat a Z06 in slalom.


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    RS Specialist Chrisp's Avatar
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    Quote Originally Posted by gte View Post
    I did a bunch of first through fourth gear pulls. A single gear pull would be a terrible sample data.
    Not really. A single third gear pull from low rpm to redline would actually help isolate a lot of variables and establish a good baseline to expand upon.
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    RS Specialist Chrisp's Avatar
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    Quote Originally Posted by Euroayres View Post
    Look it up in car and driver. Pro driver yes. It also beat a Z06 in slalom.


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    Huh? Are we thinking of different cars? Ford SVT Focus - First Drive Review - Car Reviews - Car and Driver
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    Quote Originally Posted by Chrisp View Post
    Not really. A single third gear pull from low rpm to redline would actually help isolate a lot of variables and establish a good baseline to expand upon.
    And multiple third gear pull from low rpm to redline would show if the car is limiting boost or timing.
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    You guys are all way over my head, but wouldn't pulls in first and second gear be worthless for this purpose because of the torque limiting in those gears? Obviously you could use them to understand how they are limiting it, but for the purpose of peak power, you'd need pulls in gears above second, right?

    I searched the thread and didn't see that function mentioned here, so mainly I just wanted to be sure that @gte is aware of it. I assume he is, but thought I'd mention it as a piece of the puzzle in case not.

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    Quote Originally Posted by gte View Post
    It only allows 6 parameters at a time (I believe) I forgot I even owned it as my current beater has a stand alone in it, so I'll have to check and see if I can get better logs with those parameters, although those appear to be Cobb parameters that you are used to.




    The log was done to simulate track conditions that I tested, it is of complete use to me. I can do single runs, but that's a poor sample data.
    This is actually probably our best way of a getting a clear picture of what's happening. This is actually the procedure you will be following If you ever get the car etuned. If you want to do a log of multiple gears that's fine, just start in the low RPMs in 3rd l and pull through 4th gear.

    If you are limited to six channels I would start with: RPMs, boost, ignition timing, ignition corrections(if your tool can log this), throttle position sensor and charge air temps.
    Last edited by rader1; 06-21-2016 at 11:51 AM.

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    Quote Originally Posted by JWA View Post
    You guys are all way over my head, but wouldn't pulls in first and second gear be worthless for this purpose because of the torque limiting in those gears? Obviously you could use them to understand how they are limiting it, but for the purpose of peak power, you'd need pulls in gears above second, right?

    I searched the thread and didn't see that function mentioned here, so mainly I just wanted to be sure that @gte is aware of it. I assume he is, but thought I'd mention it as a piece of the puzzle in case not.
    This is part of the reason I, and others, have recommended 3rd gear logs. Also, the higher the gear the more load you are placing on the engine so it will working harder and getting everything more warmed up. If there are issues they should be more visible.
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    Quote Originally Posted by rader1 View Post
    This is part of the reason I, and others, have recommended 3rd gear logs. Also, the higher the gear the more load you are placing on the engine so it will working harder and getting everything more warmed up. If there are issues they should be more visible.
    @JWA Also transients are slower so problems are easier to isolate and relate to other events. Higher gears are always better but but top speed runs aren't viable for most of us.

    Bonneville anyone?
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    Quote Originally Posted by rader1 View Post
    This is part of the reason I, and others, have recommended 3rd gear logs. Also, the higher the gear the more load you are placing on the engine so it will working harder and getting everything more warmed up. If there are issues they should be more visible.
    And it takes more time giving you more data points. 1st and 2nd are too short.


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