Wanted: UpRev Tuning DIY - Tuning 101?
Totally depends on which country you live in.
Yes, I would expect your RON97 to be the same as AKI93.
Difference between RON and AKI
Because of the 8 to 10 point difference noted above, the octane rating shown in Canada and the United States is 4 to 5 points lower than the rating shown elsewhere in the world for the same fuel. See the attached table for a comparison.
Yes, I would expect your RON97 to be the same as AKI93.
Difference between RON and AKI
Because of the 8 to 10 point difference noted above, the octane rating shown in Canada and the United States is 4 to 5 points lower than the rating shown elsewhere in the world for the same fuel. See the attached table for a comparison.
Tuner / cable en route. Sparkle- massive massive thanks for creating this thread and to everyone else who has been contributing. Many of you know I'm probably greener than sparkle but I have the same objective. Hopefully this thread will continue to help others.
I'm thinking of creating something of a diary of progress as well to help bring the language down to my level. Of course while using this thread as a resource and matching it up with info from damps, Vince and so many others.
I don't know that I'll start my own thread on it- or maybe I should? Maybe better just to add to this one.
Anyway thanks again for putting it all out there. I don't have my cable just yet but I'm hoping it will be waiting for me when I get home! I'm looking forward to making the tune more efficient and taking the time to polish the cannonball in a way the tuners in the past may not have taken the time. But holy crap- while things are starting to come slightly clear... I have a long road ahead of me.. Please be gentle!
I'm thinking of creating something of a diary of progress as well to help bring the language down to my level. Of course while using this thread as a resource and matching it up with info from damps, Vince and so many others.
I don't know that I'll start my own thread on it- or maybe I should? Maybe better just to add to this one.
Anyway thanks again for putting it all out there. I don't have my cable just yet but I'm hoping it will be waiting for me when I get home! I'm looking forward to making the tune more efficient and taking the time to polish the cannonball in a way the tuners in the past may not have taken the time. But holy crap- while things are starting to come slightly clear... I have a long road ahead of me.. Please be gentle!
Mostly for NA guys, but using the stock sensor in a larger housing, is there a "proper" or "correct" way to dial it in?
Toying with the idea of a custom intake using DE MAF housings on an HR, or depending on how easy those are to attain, these:
http://www.vmptuning.com/store/index...=228&parent=99
Anyhow, I think the stock MAFs on the HR are around 60-65mm, haven't measured yet. Is it better to adjust the K-Fuel Multiplier, or remap the MAF voltages? I haven't started messing with any tables yet, but somehow it feels more "correct" to increase the fuel multiplier only. I think I'm on the right track, but do I increase or decrease it?
Larger housing should return a lower MAF voltage given the same volume of air, since the velocity should be lower. So at any given time, the ECU should think there is less air than actual, and would be running lean?
Toying with the idea of a custom intake using DE MAF housings on an HR, or depending on how easy those are to attain, these:
http://www.vmptuning.com/store/index...=228&parent=99
Anyhow, I think the stock MAFs on the HR are around 60-65mm, haven't measured yet. Is it better to adjust the K-Fuel Multiplier, or remap the MAF voltages? I haven't started messing with any tables yet, but somehow it feels more "correct" to increase the fuel multiplier only. I think I'm on the right track, but do I increase or decrease it?
Larger housing should return a lower MAF voltage given the same volume of air, since the velocity should be lower. So at any given time, the ECU should think there is less air than actual, and would be running lean?
I should be able to tell you tomorrow- I'm getting schooled on Osiris by one of the guys at my local shop and i should have the figure dialed in anyway- I'm running the same injectors. Unless you just get on with dw and ask beforehand.
I'd like to see that they are the same figures!
I've started generating logs and just learning the interface. Sounds like the easiest way for me to move forward is to get the last rom file flashed to my ecu and use djamps tool to identify areas that need adjustments in my cruising ranges to add efficiency.
Need to make sure all my numbers for latency and voltages are where they are supposed to be, and that should help me on the path forward.
I'm going at this as a freshie- so ill try to post as much as I can.
I'd like to see that they are the same figures!
I've started generating logs and just learning the interface. Sounds like the easiest way for me to move forward is to get the last rom file flashed to my ecu and use djamps tool to identify areas that need adjustments in my cruising ranges to add efficiency.
Need to make sure all my numbers for latency and voltages are where they are supposed to be, and that should help me on the path forward.
I'm going at this as a freshie- so ill try to post as much as I can.
To do adjustments, does it always need to be connected to the car? Like can i open up rom editor with it the cable to the car and then move the laptop in for a while and do some adjustments and then go back out to the car?
No, you don't have to be connected to the car. But the cable has to be connected to the laptop.
New Member
Joined: Jul 2006
Posts: 620
Likes: 2
From: Kenner
Great read and thanks to all that have contributed to this nice learning curve that is a Osiris Tuner. No way I would understand what is going on with the software if it was not for this thread. One question all the links that point to the Osiris guide v2 are dead, any one has a PDF copy of it that they could send me? Thanks in advance.
Great read and thanks to all that have contributed to this nice learning curve that is a Osiris Tuner. No way I would understand what is going on with the software if it was not for this thread. One question all the links that point to the Osiris guide v2 are dead, any one has a PDF copy of it that they could send me? Thanks in advance.
http://www.uprev.com/support.php
New Member
Joined: Jul 2006
Posts: 620
Likes: 2
From: Kenner
I did see that pdf before, but if you read this thread from the beginning there was another version of the Osiris pdf and that is the one I was looking for and found. Seems to be more in depth that this current one that is on their site.
well folks, here goes... just got the car back together and the new battery put in. I'm going to be updating with my experiences as I go along. So far I'm starting with out using similar parameters as djamps posted as i'm running a similar set-up MAF/fuel return/FI wise.
Download and install UpRev software. In the UpRev folder you will find more detailed manuals in pdf format.
The only way to test it is to see if the car will start and see if the AFR's are close to whats in the target table or not, if they are then you can make changes to either the MAF table or fuel table.
If its not correct, the car wont start lol at least thats what i'm getting out of reading.
Now I have a question for those of you that have been around this kind of thing a lot longer then me, I'm working on putting together a base map, I just finished building my motor, and have a few questions about my K value. does it sound right that with DW850's and the PMAS MAF that it went from 27592 to 7031?
More about the "K Constant"
--------------------------------
The Injection Multiplier "K Constant" is one of the primary values that an ECU uses to calculate injection times for all parts of the maps. By adjusting this value, we will affect everything else.
Your K Constant should not change unless you are using different injectors or MAF.
If changing injectors or MAF, the new K constant can be calculated based on the ratio of old vs new.
You can calculate a rough estimation on your new K constant when making changes to get you "in the ball park" -
- For injector changes: New K Value = (Stock K value) * (Stock injector size) / (New Injector Size)
- Bigger injectors will result in a smaller K value.
- MAF are compared based on max horsepower reading.
- For MAF changes: New K Value = (Stock K value) * (Stock MAF max HP) / (New MAF max HP)
Since the formulas are a rough starting point, you will need to verify/adjust your K constant by running the engine and checking the AFR in a region of the fuel map that is running in "closed loop" (AFR = 14.7:1).
However, while in "closed loop", the O2 sensor will be active and the Engine will "chase the O2 signal" unless we:
A) Physically unplug the O2 sensor
B) Turn off O2 feedback in the cells of the fuel map
C) Disable the O2 Sensor
You may also need to disable knock sensing if the ECU is jumping to the knock maps while you're trying to get your K constant set correctly.
--------------------------------
The Injection Multiplier "K Constant" is one of the primary values that an ECU uses to calculate injection times for all parts of the maps. By adjusting this value, we will affect everything else.
Your K Constant should not change unless you are using different injectors or MAF.
If changing injectors or MAF, the new K constant can be calculated based on the ratio of old vs new.
You can calculate a rough estimation on your new K constant when making changes to get you "in the ball park" -
- For injector changes: New K Value = (Stock K value) * (Stock injector size) / (New Injector Size)
- Bigger injectors will result in a smaller K value.
- MAF are compared based on max horsepower reading.
- For MAF changes: New K Value = (Stock K value) * (Stock MAF max HP) / (New MAF max HP)
Since the formulas are a rough starting point, you will need to verify/adjust your K constant by running the engine and checking the AFR in a region of the fuel map that is running in "closed loop" (AFR = 14.7:1).
However, while in "closed loop", the O2 sensor will be active and the Engine will "chase the O2 signal" unless we:
A) Physically unplug the O2 sensor
B) Turn off O2 feedback in the cells of the fuel map
C) Disable the O2 Sensor
You may also need to disable knock sensing if the ECU is jumping to the knock maps while you're trying to get your K constant set correctly.
After doing a lot of reading i'm wondering if this equation isnt backwards? K-values should go up with changes in MAF, not down. Doing the math for my set up I came up with a new K-value of 7031, but if i switch around the MAF equation and use 1000 HP as the new MAF max and 440 as the stock MAF max I come up with a new K-value of 23606.
Anybody have insight on this? I'm away on work this week other wise I would just load the map and test it to see if it worked lol
Thanks guys.
New Member
Joined: Apr 2009
Posts: 30
Likes: 0
From: Mobile, Alabama
Apparently I'm overlooking this somewhere since nobody else is having an issue with it, how are you able to change the x and y axis ranges in Osiris? I need to bump it up some and just can't find the adjustment.
New Member
Joined: Apr 2009
Posts: 30
Likes: 0
From: Mobile, Alabama
I found it, it was stupidly simple. For those of you who may have the same question, as stated earlier in the thread, it really is just a matter of increasing the last value of the axis and interpolating along that direction from 0.