Turbo Tweak GN ECU

[Forzfed]

Tyler...rememb er the talk we had on how Erics a genius...but understands most aren't.

Interesting thread. Amazing people are still coming out with Buick stuff with such a limited market. Me...?? I am still a die hard chip guy  .  Russ did a motor for a customer in Austraila. Eric did a chip for it an we ran the motor at the drags . Out of the box no "tuning" it ran a 9.95. Left it alone an shipped it to him. Had to keep it simple. He wanted to get in the car turn on the key an go. Hey thats what I do to  Like Brad said lots of people should just keep it simple an stupid !!  Oh Russ just did a Fast system in the Mazda to try a few things.Of course I am keeping my old set up if I don't like it. BUT I figure Ill only have the car a few more years before I piece it out and move on.

  Now a little cheap advice . I like simple an stupid . You guys start goin faster an faster (it's a disease!!) everything better be up to snuff. Stuff IS goin to break !! It's only a matter of time. My cheap advice run high 10s an leave it alone !!! Do as I say NOT as I do 
  Enjoy all the new technology !!! See ya in BG 

Something is wrong when Mike has more boost than you!  I'll give you more boost as soon as I see some pics of that AC Cobra!

[good2win22]

If you're not subscribed to Eric's youtube channel, you should be!  Here's the link:


https://www.youtube.com/channel/UCc6AOuL2DnWnRF6Omso1YdQ

[good2win22]

I was introduced to a feature that the FAST guys don't have.  The spark, AFR and VE tables can be triggered to go calculate fuel, meet specific AFR and specific timing from more than one table each.  The AFr has 2 tables, the VE has 4 tables and the ignition has 4 tables.  That means that spark, AFR and VE can be set up by KPA and rpm and then triggered to go to the separate tables when above a preset KPA.  That's more tables with more resolution that can be fine tuned at set KPA and rpm.  Here's a pic of the two VE tables I have set up   

[TexasT]

So with this, the multiple tables and different qualifiers, is this known as "closed loop" operation?

[Steve Wood]

It was already closed loop.

This just adds to the number of conditions that may modify fueling, spark...

Consider it to be "More Adaptive"

[Scoobum]

It was already closed loop.

This just adds to the number of conditions that may modify fueling, spark...

Consider it to be "More Adaptive"

More complicated.

[good2win22]

This gives more resolution to fine tune at a dedicated RPM and boost level

[TexasT]

Is this a way of saying the gnecu has more processing power than those "other" stand alones?

[Steve Wood]

No

[good2win22]

Is this a way of saying the gnecu has more processing power than those "other" stand alones?

Not at all.  Just some more features.  Although the GN-ECU does have a faster processor than the XFI

[nocooler]

Must be some sneaky stuff on ve table #2!

So when is boost and alcohol injection control going to be integrated?

[Steve Wood]

Must be some sneaky stuff on ve table #2!

So when is boost and alcohol injection control going to be integrated?

Boost control would seem to me the most useful thing.  Alky control might be useful for those running two nozzles when it comes to keep from spraying too much, too early

The extra tables are more for show than go imo.

[daveismissing]

OH Steve, always taking the wind out of the saleman's pitch.

[Steve Wood]

I always start at the end of the equation and work backwards.

In drag racing, particularly 1/8 mile racing, There are two segments of the race.  Launch and finish.

During the launch segment,  we leave the line around 4000 rpm, or faster, with a good converter and shift a moment later at something like 5800 rpm. The main part of this is getting the car to spool quickly and reliably so the car is well within the power band when the hammer is dropped. From that point to the shift out of first, tuning is not particularly sensitive as the load on the engine is relatively low after the initial hit on the tires. Timing and A/F are not that crucial.  The hardest part is tuning so the launch is nailed.

With a good converter, second and third gears occupy a 500-800 rpm band on a good combo.  It's really easy to tune A/F and timing on a narrow band with the main emphasis being acknowledgemen t  that the torque converter is applying a variable rate load on the engine which means we tune largely on the bottom end of the gears where the load is and ensure top end has just enough.  1/8 mile tuning is very simple because the engine does not have much time to build excessive heat...particu larly when spraying alky.

1/4 mile racing requires a bit more emphasis on third gear because combustion chamber heat can get away from you if not anticipated.

Contrary to all the discussion about processor speed and such, it's all negated by the short time and rpm band in which we operate.  A chip will produce the same times and top speeds as an aftermarket fuel management system.  BUT, an experienced tuner can quickly adjust to wide swings in ambient weather conditions and adapt to changing track conditions that affect traction if there is a provision for boost control.  24 out of 25 don't understand the process due to being occasional racers that show up a few times a year.  Those guys may well be more consistent on a modern chip.

In the end, the faster you are, the more crucial becomes launch-especially if there is a car in the next lane that you have to beat.

[good2win22]

Must be some sneaky stuff on ve table #2!

So when is boost and alcohol injection control going to be integrated?

No sneaky stuff on VE table 2. My converter is on the tight side. Flashes around 43-4400 on the launch. Shifts at 5800ish and rpm drops to 46-4700 on the 1-2 shift. The 2-3 shifts at 55-5600 and drops to 44-4500. I scaled ve table 2 so that I could uses this table for that specific rpm range. Way more control of fueling in the "power band"


Boost and alky control are already integrated features in the software. Just haven't got that far yet plus I don't have a boost leash or external waste gate.


I'll be home Monday from work and plan on doing some testing of my ignition issue. Going to run a hot wire from the alternator to the coils. If that has positive results, I'm going to ditch the TR6 and run the ignition thru the ECU. Bob got me a connector to mate with the CCCI connector that will be routed to the ECU via a can bus connector. Still have more more than 7 open inputs not counting the unused wires on the engine harness connected to the ECM.


More than likely I have the cart before the horse but is that out if character of me?