Questions on AFR and ignition timing

Anger said:

I wasnt aware that knock count was related to misfires so I had already started to search for spark plugs! Ktuner came back to me with the same reply!

I ll finish my half tank of 98RON and move to 100RON. Thats 8,3$ per gallon for our US friends...! If I see differences, I ll stick to 100RON.

PRL SRI isnt heatsoaking badly, but the stock IC is good enough if my dad is driving. Someone HAS to come up with an upgraded IC for the CRV as well.

Lastly, how much PSI can the stock turbo take?

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varge said:

Here is my MAF calibration past 3.8volt . It keeps quite close to AFR.CMD , maybe 0.1-0.4 lower just as a precaution. Please make sure to get the help of a professional with an external wideband sensor to make sure this setup works well on your vehicle, as this MAF calibration has only been tested on my vehicle and is not intended to be copied/reproduced.
My suggestion is to change the original values by 2% each time and log , then repeat until your AFR is 0.2 lower than AFR.CMD
I have also noted that running AFR close to or slightly past 11.5 will severely pull timing so you will be losing power unless you start tweaking IGN as well. 11-11.2 seems to be the sweet spot

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varge said:

Exactly my point, this is the same for all the EUDM cars I have seen logs from. Even on the stock map the LTFT will float between -4 to -8%.
But do note that the LTFT may not be affecting the AFR as the EU ECU is operating in open loop at WOT (see fuel status 4 at the screenshot above) so it is only counting on the MAF calibration to achieve the targets, while the US spec ECU's seem to operate in closed loop so they can adjust with STFT/LTFT. If for example I flash the car to reset the LTFT and start a pull right away, while LTFT is still 0, I get the same logs in AFR.
In practice, even on the stock map, when the MAF reads higher that 4.1v the fueling starts to overshoot. The whole 4th gear pull has AFR 10.1-10.4 while the target is steady at 10.89 (while the table is 11.5)

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varge said:

If your logs read rich (lower than 10.5) you should decrease the values. It is always advised to do so at small steps (no more than 3 points each time)
Then do a few more logs and check your afr readings.
As stated above, if you don't really understand what you are doing just don't do it as it is easy to save the wrong settings and blow your engine.
Hire a professional and ask him to do it for you

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Miha__ said:

What's the reason that it will go open loop at 4.1v and US does not. I remember that somewhere they did say that they run closed loop for longer than stock.

What is the trigger to go open loop MAF voltage or other ?

Is there any changes between US and EU in hardware that would explain this or is this more an emissions reason?

From my experience I did also had to do MAF calibrating myself.

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KTuner said:

You can see AFR.CMD in datalogging. If your AFR is off pretty far from that you likely have a poorly designed intake that's throwing off your fueling and you need to have the MAF curve calibrated properly. If you don't have an intake then that can indicate something is wrong, especially if fuel trims are high.

ECT ignition correction shouldn't be changed on a basic setup.

See the help for final boost target information.

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varge said:

STFT at 0 and status of 4 mean Open Loop for you as well, welcome to the EUDM ECU club
Your K.Control is fine for this long pull and Misfires / Knock Count are to be ignored on our platforms, as is AFR Adj (so you keep your eye on AFR)
IAT2 is post intercooler so it makes sense that it rises higher than IAT (measured on the intake) during long pulls with a stock I/C

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Ehtesham said:

IAT2 is pre intercooler

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