I am about to buy the Osiris tuner package, and i am looking for any tips , and experienced advice about using the software.

I am not a newcomer to ECU tuning, as i have used Power FC and various piggybacks to good advantage on several different FI cars, the last being a single turbo Supra, however there are some significant differences in the Osiris software that i am not sure about, and some assistance and experience would be most welcome.

I intend to just tweak the std map of my JDM Skyline 350GT, same as the G35, and so same engine as the 350Z, mine is an 04 6MT so has the base DE engine, i already have an Innovate LM-2 twin wide-band setup, with the sensors in the cats, which is good enough, i also log TPS, RMP, MAF and std knock and i also log the output of a KS-3 knock sensor, so I'm pretty much covered.

My main questions are regarding the way Osiris handles the fuel maps, obviously i wont have need to tweak the load/K values or injector lag as the system is std, i intend to set up the target AFRs, but what i am not sure about is the fuel compensation maps, i have read that most people seem to reset these to 100? which as i understand it, means that there is in theory no compensation, at least until the engine is started, and then once a few logs have been recorded during various throttle and load runs, the resulting variation's either side of the set 100 means that the ECU is + or - fuel in an effort to keep to the target AFR figure set?
And so the compensation figures need to be + or - by the amount's that they are out from the original 100 set, so have i got this completely wrong or not?

The trouble is by my thinking, as the ECU spends most of its time in closed loop, so wont it be continually fighting with the compensation map, because its also trying to keep to the lambda feedback?

I have also seen the results of the way the ECU monitors the driving style, IE throttle use etc, and so imposes subtle limiting, as it seems to take 5-6 runs on a dyno in order for the full engine power to be seen, so I'm wondering how this can be dialed out?

I have several other questions, but i have made this post quite long enough for now, so ill continue on another page, thanks for your patients reading this.

 

There is a lot of basic info that you'll already understand, but this thread has some good advice for first time Osiris Tuner users:

https://my350z.com/forum/tuning/5188...ing-101-a.html

Essentially, since you're using standard injectors & maf, you'll just need to:
1) Calibrate/dial-in MAF voltage table
2) Set AFR target table
3) Adjust MAF voltage & Fuel Comps to achieve desired actual AFR
4) Dyno tune to adjust IGN timing (and make any required fuel comp changes to maintain AFR) while avoiding knock

I'm no expert, but there are several knowledgable DIY tuners participating in that thread & you brought up some good additional questions above.

 

Thanks I'll have a read of that link, i am a little confused when you say that the MAF voltage table needs to be dialed in, as surly there is no need to change the ECUs expected/pre set load range, i would only expect that if you where going to FI it, same goes for injector setting?

I expect to re set up the AFR target figures and adjust the fuel compensation tables to achieve this, which is the reason for my questions, so hopefully someone can confirm the way of adjusting them?

The ignition timing is not really a problem as i am used to setting this up mainly on the road, however there are a couple more points i would like to clarify, and get some advice on.

The first being the re setting of the throttle control, IE eliminating the reduced throttle % applied in the first three gears, i know that this can be just switched off In the settings, but as i understand it this will also stop the use of map switching, so i want to adjust the throttle table, but have no idea just what the figures are in the table? are they voltages, resistance etc?
Just how do these relate to the actual opening?

The last thing i am not familiar with is the ability to adjust the VVTI maps, i understand the effects of static valve timing etc but not to sure about the dynamics of the VQ set up, is there any areas in the load/RPM range that the VQ benefits particularly from having the cam timing advanced or retarded?

 

I believe most find that it is easier to get the tune "relatively close to your target AFRs" by calibrating the MAF voltage values first. Then tuning the individual cells in AFR & fuel correction to get the tune "exactly on your target AFRs". This is because there is only so much you can do with fuel comp tables since it is lightly weighted in the calculations made by the ECU ("one of the last things that the ECU uses" in the words of several experienced tuners).

You can set the AFR targets, but they are not hard targets. That's why you adjust the MAF voltage so that your target AFR in the tables and your fuels comps actually net you the target AFRs in real life.

If you're looking to tune on the street only without dyno, how do you know when to stop advancing timing if you aren't dyno tuning and can't see when you're not gaining torque by adding timing in that cell? Or are you just adding timing under the assumption that it's a good thing to do as long as you aren't getting into knock?

The improved throttle setting that allows 100% unrestricted WOT is essentially a checkbox/button for your whole map, not for specific gears - and isn't a voltage adjustment. However, I believe that you can make table adjustments to throttle voltages just like with the MAF if you decide you want to dial it in for a different curve.

The variable valve timing is something that you would need to tune on a dyno so that you could see the results as you make changes in that cell. I would say this is also true of the ignition timing as well since you otherwise don't know if you've already reached best torque.

 

Again, don't take my advice as the law of the land, I'm not an UpRev certified tuner. I need a dyno, dedicated shop, and a lot more time under my belt for that. If you don't mind, I'd love to copy your questions over into my thread so that some of the tuners that are subscribed to mine will see them and can add their input?

 

I'd say since he;s N/A with the stock MAF his MAF table should be 'close enough' for government work. If you find yourself making more than +/- 10 points adjustments to your fuel comp table to get what you want, THEN I would consider tweaking the MAF table to get things closer to 100. And I agree with the above, don't mess with timing and cam advance unless you have a dyno.

 

Thanks for the input and advice, sorry if i keep coming back to things, but i am used to doing things a certain way with previous ECUs, find some of the ways of doing things a little illogical.
I still can't get my head around effectively rescaling the MAF load curve to make AFRs comply, the map is 16x16 and is already pre loaded with the expected MAF voltages to make the most of the limited map scale, so like i said unless your going FI i really cant get my head around changing them, it sounds to me like if you can't get the AFRs to your liking then change the load scale to make them, which to me doesn't make sense sorry.

Yes i know that ignition timing should be done via a dyno but i have managed to get pretty close in the past just on *** dyno, i also think that there will be not a great deal to be gained form big tweaks of the std map, just certain areas that could benefit, but thats something i generally leave until the fueling is pretty much sorted.


Throttle wise i have read that you can configure the throttle map to eliminate the throttle restrictions in the first three gears, but the problem is quantifying those figures contained within each cell so i know how much to adjust them by.

I also agree with you about the VVTI, but i was hoping for a recommended start setting thats proved to work, although it a dynamic setting I'm guessing the format of more or less overlap still works in the same way static does, but with only one cam to play with i imagine its also not going to yield big gains?

Feel free to post this up on your thread, i welcome all info and discussion, as it all helps.

 

Don't try to adjust the throttle tables yourself -- it's impossible. What you will do is go to the utilities in rom editor and load the uprev tuned throttle map then save the rom. That takes care of it...

The way to adjust the MAF is to set your fuel map to all 100's, then drive around and log actual a/f vs target a/f and MAF voltage. If you have stock widebands, it's simple. If you have stock narrowband (<'04) but aftermarket innovate widebands, you can log those instead in the latest rom editor.

Look at the logs and look for voltage ranges where it tends to be lean -- at these voltages you will increase the MAF value. Likewise voltages where it tens to be rich, subtract from the MAF values at those voltages. I usually change them in +/- 5% increments (use the multiplier tool or m-key x0.95 or x1.05, ect) then reflash and log again.