Newbies Guide to Logging

HolyCrapItsFast

Drinks beer!
In this guide we will discuss the in's and out's of logging, Why it is a good idea to log, how and what to log, how to interpret them and how to post your logs so others can view them. It is important to share your logs with others in the community. They may be able to pick things out of your logs that you never thought of and it adds to the over all knowledge base.

Why Should I Log

It is often an overlooked feature but it has been my personal experience that it is the single most important feature available in the AccessPort or RomRaider. If you are not logging on a regular basis you will never know how your car is actually running.

For instance you can keep track of changes in atmosphere and gas quality. When your car was tuned it was tuned for the particular gas you were using at the time and for the atmospheric conditions at the time. It was also tuned for a specific elevation. As we drive these conditions are completely variable and a change to one or more can effect a significant change in your tune. If you are using an OTS map then it is even more important for you to know what is actually going on.

Additionally, you can monitor knock. This is important always. We can't always hear knock and the only way you will know of its presence is through logging. With a good tune and good gas you should never experience much knock though small amounts are normal. (More on this later). Since knock is the Achilles heel with these cars we want to keep an eye on it as much as possible and be able to interpret the cause be it running to lean, over boosting, bad gas or running to much timing.

***Important Update***

Please update your AccessPort, AccessPort Manager and AccessTuner Race!!!

With Cobb's latest updates, much of the terminology between the AP and RomRaider are similar or the same. There are also many more parameters to choose from. The lists below have been changed to reflect these changes
 
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HolyCrapItsFast

Drinks beer!
Newbies Guide to Logging ---AccessPort---

What Should I log

Please note that the more parameters you select, the less lines of data the AP will log. So to ensure good data scatter and resolution you can restrict your logs to the following unless you are asked to log other parameters as well.
Items in red are parameters you will find in the latest firmware

General Log
- This is the method you will be using most of the time and will be sharing with others for the first time. This type of log will have a broad range of information and can be used for diagnostic purposes. As the diagnostic process progresses you may be asked to cut out some of the parameters or add some others and log some more. Some of the information can simply be eliminated right off the bat once it is known that they are good. In this type of log you will start with...

• Air Fuel Ratio (AFR) (A/F Sens 1 Ratio)
• Air Intake Temp
• Boost
Boost Target
• Calculated Load
• Closed Loop Fuel switch
• Dynamic Advance Multiplier (DAM)
• Dynamic Advance
• Engine Speed (RPM)
• Fuel Trim Short (STFT) (A/F Correction 1)
• Fuel Trim Learned (LTFT) (A/F Learning 1)
Gear Position
• Ignition Advance (Primary Ignition)
• Injector Duty Cycle
• Knock Correction (Feedback Knock)
• Knock Learned (Fine Knock Learned)
• MAF Voltage
• Throttle Position
TPS Delta
• Waste Gate Duty Cycle

Fueling Specific Log
- Log parameters specific to fueling. Here you may be asked to log...

• Air Fuel Ratio (AFR) (A/F Sens 1 Ratio)
• Calculated Load
• Closed Loop Fuel switch
• Engine Speed (RPM)
• A/F Correction #1
• A/F Learning #1
• Injector Duty Cycle
Injector Latency
• Injector Pulse Width (IPW)
• Mass Air Flow
• MAF Voltage
• Throttle Position
Tip-in Enrichment
TPS Delta

Timing Specific Log
- Log parameters specific to timing and knock. Here you may be asked to log...

• Air Fuel Ratio (AFR) (A/F Sens 1 Ratio)
• A/F Correction #1
• A/F Learning #1
• Air Intake Temp
• Boost
• Calculated Load
• Dynamic Advance
• Dynamic Advance Multiplier
Engine Speed (RPM)
• Ignition Advance (Primary Ignition)
• Ignition Timing
• Knock Active Switch
• Knock Correction (Feedback Knock)
• Knock Learned (Fine Knock Learned)
• Throttle Position

Boost Specific Log - Log parameters specific to boost control. Here you may be asked to log...

• Air Fuel Ratio (AFR) (A/F Sens 1 Ratio)
• Absolute Pressure (Man Abs Press)
• Barometric Pressure
• Boost
• Boost Target
• Calculated Load
Engine Speed (RPM)
• Gear Position
• TD Integral
• TD Proportional
• Throttle Position
• Turbo Dynamics (TD Boost Error)
• Waste Gate Duty Cycle

In older firmwares, the parameters listed here are derived from the AccessPort itself. Many other very useful and necessary parameters, not listed here, can be logged using AccessTuner Race. This is because the parameters listed in the AP are geared more toward diagnostics and learning, where as the parameters in AccessTuner Race are geared toward actual tuning. Just one example, to successfully tune for tip-in enrichment you need to log Throttle Delta which is not one of the parameters in the AP old firmware.


How Do I Log


To begin logging you need to connect your AP to the vehicle first. I recommend resetting the ECU before you begin logging for the first time and to do that you need to fully warm up the car first. Then reset the ECU by going to the "troubleshooting" menu and selecting "Reset ECU". Follow the instructions on the AP. When you reset the ECU and shut the engine off wait at least 10 seconds before you turn the vehicle back on. When you turn the vehicle on, turn the ignition key to the on position and wait 5 seconds then start the engine. Allow it to idle for a few minutes to ensure it is in closed loop operation. It is not necessary to do this every time but should be done on occasion to rule out the effects of accumulated learned data that may not be relevant for the current actual conditions..


Before you begin logging, first select your logging parameters first. Navigate to the "monitor" menu and select "Set Data Log List". Select your desired variables and exit the menu. Upon exit it will ask you if you want to save the changes. Now you are ready to log. To do so you will navigate to the "Data Log" menu selection. Read the disclaimer and press OK to view the list. Verify that the list contains the variables you previously selected. At this point you are not yet logging. You will need to press the OK button one more time and the logging will initialize.


Once you begin logging you can navigate through the list of parameters while you drive. Only press the UP or DWN keys. any other key will stop the logging.


Once you are done logging you need to transfer it to a computer for viewing. The file format is a .csv file and can be viewed with Excel or the log viewer in AccessTuner Race. To transfer the file to your computer, attach your AP to a USB port and wait till you see the menu. Then start the newest version of AccessPort Manager. It should connect automatically (See Fig 1A and B). If not then ensure that the AP is connected to the computer and select the "connect" button at the top (See Fig 2).


Once connected select "Datalogs" from the drop down menu (See Fig 3). Then highlight the logs you want to import (See Fig 4) and then either drag and drop them to the desired location or select the "Save selected files" button on the right hand side and navigate to the desired location.


Fig 1A

Fig1A.jpg



Fig 1B

Fig1B.jpg


Fig 2

Fig2.jpg


Fig 3

Fig3.jpg


Fig 4

Fig4.jpg
 
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HolyCrapItsFast

Drinks beer!
Newbies Guide to Logging ---OpenSource---

What Should I log

Please note that the more parameters you select, the less lines of data will log. So to ensure good data scatter you can restrict your logs to the following unless you are asked to log other parameters as well. The newest version of RomRaider has a "Fast Poll" feature that will allow you to log parameters at speeds very close to CAN bus logging, so if you choose this feature you don't have to worry so much about the number of parameters you log. Some of the variables listed may or may not be available for your particular model year or ECU.


General Log
- This is the method you will be using most of the time and will be sharing with others for the first time. This type of log will have a broad range of information and can be used for diagnostic purposes. As the diagnostic process progresses you may be asked to cut out some of the parameters or add some others and log some more. Some if the information can simply be eliminated right off the bat once it is known that they are good. In this type of log you will start with...

• A/F Correction #1
• A/F Learning #1
• A/F Sensor
• CL/OL Fueling
• Engine Load
• Engine Speed (RPM)
• Feedback Knock Correction (FBCK)
• Fine Learning Knock Correction (FLKC)
• IAM
• Ignition Base Timing
• Ignition Total Timing
• Injector Duty Cycle
• Intake Air Temp
• Knock Correction Advance
• Manifold Relative Pressure
• Mass Air Flow Sensor Voltage
• Primary Waste Gate Duty Cycle
• Throttle Opening Angle

Fueling Specific Log
- Log parameters specific to fueling. Here you may be asked to log...

• A/F Correction #1
• A/F Learning #1
• A/F Sensor

• Engine Load
• Engine Speed (RPM)
• Fuel Injector Pulse Width
• Injector Duty Cycle
• CL/OL Fueling
• Mass Airflow Sensor Voltage
• Throttle Opening Angle

Timing Specific Log
- Log parameters specific to timing and knock. Here you may be asked to log...

• A/F Sensor
• A/F Correction #1
• A/F Learning #1
• Engine Load
• Engine Speed (RPM)
• Feedback Knock Correction (FBCK)
• Fine Learning Knock Correction (FLKC)

• IAM
• Ignition Base Timing
• Ignition Total Timing
• Knock Correction Advance
• Manifold Relative Pressure
• Throttle Opening Angle

Boost Specific Log
- Log parameters specific to boost control. Here you may be asked to log...

• Atmospheric Pressure
• Boost Error
• Engine Load
• Engine Speed (RPM)
• Mass Airflow Sensor Voltage
• Manifold Relative Pressure
• Primary Waste Gate Duty Cycle
• Throttle Opening Angle

The parameters listed here are derived from the RomRaider logging feature.

How Do I Log


To log in RomRaider you should first ensure that all of the most current and up to date definition files are downloaded and installed. Once you have confirmed this you can start your car and connect your Tactrix 2.0 to your OBDII port. Then connect it to your laptop computer via a USB cable. Now open RomRaider Logger. You will see the following screen...


RomRaider-Logger.jpg


It should automatically connect to your ECU. Once connected, ensure that the car is warmed up and reset the ECU. Click on the "Tools" menu and select "Reset ECU". When you reset the ECU and shut the engine off wait at least 10 seconds before you turn the vehicle back on. When you turn the vehicle on, turn the ignition key to the on position and wait 5 seconds then start the engine. Allow it to idle for a few minutes to ensure it is in closed loop operation. It is not necessary to do this every time but should be done on occasion to rule out the effects of accumulated learned data that may not be relevant for the current actual conditions. If you are having issues connecting to RomRaider then I suggest you try
their forums for assistance.

When connected once again, click on the "Data" tab at the far bottom left corner of the window and then click "ECU Parameters" at the top right. Select the variables you wish to log and they will begin to populate the right window and you should see data changing before your eyes.


Click on the "Log to file" button at the top and you are now logging.


To determine, or define for your self, where the file is being logged too, you can click on the "Settings" menu at the top and select "Log File Output Location" to define a folder location. Subsequently you can also trigger the log to start and stop by using the defroster button on your dash board. To do this, in the "Settings" menu select "Control File Logging With Defogger Switch".
 
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HolyCrapItsFast

Drinks beer!
What does it all mean and how do I share...

How Do I Interpret the data.

It is actually subjective as to what you are actually seeing in a log file because different issues can cause similar results. So it is the recommendation to post your logs and let us pick it apart to deliberate a suggestion. I will also say at this moment that a log will not always reveal a problem. For that it is highly recommended that you employ some old fashioned mechanical tests that can either prove or disprove a problem...

- The first test you can perform is a compression test. This test will reveal a broken ring landing or a cracked, bent, or broken valve or a cracked head or head gasket.

- The second is a leak down test. This test will confirm a leaky valve or head gasket or worn rings.

- Do a boost leak test of the intake system

- The last but most overlooked test is a simple vacuum test of the intake manifold. This test can tell you allot about how the car is breathing. It can confirm all of the problems listed above.

It is also recommended to take a reference log and confirm it is good and keep it for future reference. This way if the performance of your car deteriorates over time you can compare current logs to the original and make better determinations as to what is wrong. It is also recommended you find the same stretch of road or a planned route to use every time you log to rule out variations in load, grade, elevation, etc.

One more thing to understand is that though your log may change over time this may not indicate a problem at all. The ECU is constantly adjusting itself according to its environment and variables such as temperature, humidity, atmospheric pressure and elevation have a profound effect on the tune and subsequently the log

Now lets see if we can read some of the data and put it into perspective.

Fueling

Immediately you want to focus on one thing. Fueling. If your fuel is not correct then it will throw off everything else. You want to take your logs during both closed loop and open loop operations. That means you want to drive around normally with smooth throttle input and then include one or two WOT runs in Third and Fourth gear.

In Closed Loop operation (Cruising), observe both your Long and Short term fuel trims together (A/F Correction and A/F Learned). You want to look at the SUM of the two together. Positive numbers mean the ECU is adding fuel to compensate for leaner than stoich or ideal conditions and Negative numbers mean the ECU is taking away fuel to compensate for richer than stoich or ideal conditions. However this does not mean you are running lean or rich. It is simply an indication of the adjustments the ECU is making to achieve a stoich condition. The AFR is an indication of whether the car is running rich or lean. In my opinion it is better to see more negative over positive numbers in your fuel trims but as long as your fuel trims don't exceed 10% most of the time, your fueling is probably okay. Ideally you will want the SUM of your short and long term trims to be less than +/-6%. It is normal to see spikes in the readings. This is usually do to the effects of Tip-in Enrichment during the opening of the throttle plate. You will see corresponding spikes in both fuel trims and AFR as it relates to throttle position. This is why we recommend smooth throttle input during logging.

Open loop logging is best done when combined with a stand alone Wide Band AFR gauge. This will give you the most accurate readings because the ECU does not reference the OEM AFR sensor. Open Loop fueling references the MAF sensor and the Primary Fuel Target tables with in the ecu's programming. The OEM AFR sensor will still output a reading but the ECU will not take it into consideration. Typically the OEM lambda sensor is limited to about 11:1 give or take but is not at all accurate. This is why a stand alone AFR gauge is required. You need to know the precise AFR the vehicle is running during WOT and if your real world results correspond to the values dictated in the primary fuel table.

Things to look for in good fueling are,

- Consistent fuel trims throughout the MAF curve (range of driving).
- Fuel trims that are less than a total of +/-10% and ideally fluctuating between positive and negative numbers.
- Small variations due to Tip-in Enrichment. Large variations generally means a poorly tuned map and can be the reason for knock during the onset of throttle.

Bad fueling examples would be,

- Wildly fluctuating fuel throughout the MAF curve. Usually means a poorly tuned map or a bad MAF or AFR sensor. Cleaning the MAF can often help with this issue
- Fuel trims that are high or low at one end of the MAF curve and in the opposite direction at the other end. This usually means poorly tuned map and that possibly your fuel injector latency is off.
- Consistently high fuel trim and AFR. Usually means, but not limited to, a leak in the intake after the MAF sensor but before the turbo.
- High fuel trims and AFR at idle and cruise but rich at WOT. This generally points to a boost leak somewhere after the turbo. This is often associated with stumbling or lose of power. Look at fuel in conjunction with boost.
- Fuel trims are either rich or lean as compared to a stand alone Wide Band. This can indicate a bad AFR sensor.
- The log says you are running lean and fuel trims are high BUT the wide band says you are running very rich. This indicates a bad O2 Sensor.

Timing

This is where things can get complicated because it is sometimes difficult to interpret whether a knock event is bad or whether it is knock at all. For example if you have a built motor with noisy forged internals you may experience knock events that occur largely in the same place all the time and no matter how much timing you remove from those spots it never goes away. Another example would be very low load and low RPM knock events. These are not damaging events and I tend to ignore these most of the time unless it is excessive. It is perfectly normal to experience this kind of event. Even a stock tune can exhibit some knock. It is the level or intensity of knock you should be concerned with or whether it is consistent.

Also just because you see the ECU pulling timing in a specific column, that doesn't automatically mean that it is a bad event. You need to look at the Whole Picture when interpreting the log for knock. You need to observe the base timing and total timing together. The total timing is the sum of all timing compensations. This means that the ECU will look at Base Timing and add Knock Correction (FBKC), Learned Knock (FLKC) and Dynamic Advance (Knock Correction Advance) and other timing compensations to derive total timing. Ultimately the ECU will try to achieve the highest possible timing and, in some cases, approach the threshold of knock. The moment it hears knock it will back off just below the threshold. You can see this in the following example...

Base Timing = 26*
Ignition Advance = 4*
FBKC = -2*
FLKC = 0*
Total Timing = 28*

So you can see by this example that even though 2* of timing is being pulled from the FBKC column, Ignition Advance is still adding 4* thereby making your total timing greater than base timing. This is ok provided it is not happening under significant load. In situations that result in a total timing less than base timing generally indicates an interesting knock event and probably should be looked into.

You should also note that because you see timing being pulled in the Learned Knock (FLKC) column, this does not mean that a knock event occurred specifically. This column is pulling timing base on history. This only means that at some point recently, there was knock in that particular place and it happened more that a few times so the ECU is pulling timing in the event it happens again. If over time, the knock in that area subsides, the ECU will reset learned data and apply the appropriate timing. However, you should definitely address any knock that is observed in the learned knock column.

Knock intensity is of concern when timing being pulled is more than -2* and consistent over time. For example if I see only two or three lines were 3* of timing is being pulled and this occurs at random interval, I probably will just note it and possibly address it later if I observe knock in the same area again. But, if I see it pulling 3* from several lines of data and it occurs at the same time most of the time then I would be very concerned and this is something that I would address immediately.

Another interesting event would be when timing is pulled and then suddenly more timing is pulled. This generally indicates a true knock event because the ECU first heard some knock and applied a correction. That correction was not enough to subside the knock so the ECU pulled more timing until it heard none.

Another example of an interesting event is during high load and WOT conditions. Any kind of observed knock is not desired IMO. Regardless of base timing versus total timing, any observed knock should be addressed.

Now also look at your timing and fuel together. If you are getting knock in certain areas also take into consideration the amount of fuel that is being delivered. Too lean a fuel mixture can cause knock so you want to observe the AFR both during the knock event and prior to. But consider this also... Too much fuel can cause knock also. The key is to find the ideal AFR vs load/rpm.

Boost

Boost is relatively straight forward. The log is relative to Target Boost and Waste Gate Duty Cycle tables and other compensations in the ECU. By logging Boost (Manifold Relative Pressure), WGDC and Turbo Dynamics (Boost Error) you can determine how much the ECU is adjusting to achieve target boost. For example lets assume your target boost for a given RPM and Throttle position is 18psi, ideally when you see a row corresponding to that rpm and throttle position in your log, you will want to see something close to 18psi. However; there are many other factors involved to derive the final boost pressure like load, atmospheric pressure, temperature and so on, so don't be discouraged if you find that you are not hitting target in a specific gear. The turbo derives its output first and fore most from load and engine speed. If you are WOT in first or second gear you will almost NEVER reach target. In third and fourth you will either hit your target or come very close. In fifth and sixth gear you may likely over shoot your target. This is because the load on the engine increases significantly as you progress through the gears. That said you will want to log for boost in third or fourth gears WOT to see if you are nearing your target.

If you are not reaching your target, Turbo Dynamics (Boost Error) will give you a good indication of how much you are off. This number represents the amount of adjustment the ECU is making to the waste gate to try to achieve target boost. Negative numbers mean you are over shooting your target and positive numbers mean you are under shooting your target. These values are an error represented in PSI. So if Turbo Dynamics reports a 3 PSI error, that means the ECU will increase WGDC to try to achieve 3 PSI more of boost. This function only works as well as you define turbo dynamics tables. For most after market turbo application, the stock turbo dynamic tables will definitely need to be adjusted to achieve the best desired results. You can easily achieve target in nearly every gear if you know how to adjust these tables properly.

How Do I Post a Log

The best method is to post your logs using Google Docs and simply link to it. Remember when doing this, to make your files public so we can view them with out having to enter a user name and password.
 
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bugeye_fever

New member
Thanks so much for writing all of this! It has answered alot of my questions, but brought up a few more.
How Do I Interpret the data.


Timing

This is where things can get complicated because it is sometimes difficult to interpret whether a knock event is bad or whether it is knock at all. For example if you have a built motor with noisy forged internals you may experience knock events that occur largely in the same place all the time and no matter how much timing you remove from those spots it never goes away. Another example would be very low load and low RPM knock events. These are not damaging events and I tend to ignore these most of the time unless it is excessive. It is perfectly normal to experience this kind of event. Even a stock tune can exhibit some knock. It is the level or intensity of knock you should be concerned with or whether it is consistent.

Also just because you see the ECU pulling timing in a specific column, that doesn't automatically mean that it is a bad thing. You need to look at the Whole Picture when interpreting the log for knock. You need to observe the base timing and total timing together. The total timing is the sum of all timing compensations. This means that the ECU will look at Base Timing and add Knock Correction (FBKC), Learned Knock (FLKC) and Dynamic Advance (Knock Correction Advance) and other timing compensations to derive total timing. Ultimately the ECU will try to achieve the highest possible timing and, in some cases, approach the threshold of knock. The moment it hears knock it will back off just below the threshold. You can see this in the following example...

Base Timing = 26*
Ignition Advance = 4*
FBKC = -2*
FLKC = 0*
Total Timing = 28*

So you can see by this example that even though 2* of timing is being pulled from the FBKC column, Ignition Advance is still adding 4* thereby making your total timing greater than base timing. This is ok provided it is not happening under significant load. In situations that result in a total timing less than base timing generally indicates an interesting knock event and probably should be looked into.

You should also note that because you see timing being pulled in the Learned Knock (FLKC) column, this does not mean that a knock event occurred specifically. This column is pulling timing base on history. This only means that at some point recently, there was knock in that particular place and it happened more that a few times so the ECU is pulling timing in the event it happens again. If over time, the knock in that area subsides, the ECU will reset learned data and apply the appropriate timing.

I printed off the whole sticky and studied it for a good 3-4 hours on Friday, and I only have 2 questions pertaining to the timing section. In the blue section that I highlighted Dynamic Advance is mentioned but not reflected in the example, though Ignition advance is. Are they the same thing?

Also, in the green section I see timing pulled in the example from FBKC, but below you reference timing being pulled from FLKC. I'm thinking this may be a typo, but I am just wanting clarification.

Please don't take this as me being a dick and trying to nit pick or poke holes in your writing(although... thats clearly what i did lol:bang:), but I have been hard core studying this sticky and all the stickies on this forum and want to make sure I'm interpreting everything clearly.

Again, thank you very much for this write up, I just updated my AP and I'll be making my first logs this afternoon after I put in a new front afr sensor. Just sent off a request for accesstuner race software as well.

Ray
 

Td_d

Commander In Chief
In Holy's absence, I can answer - Dynamic advance is indeed ignition advance - dynamic, as it is added to the base timing dictated by the base ignition timing, depending on whether the ECU is happy with the current conditions or not. For example, if the ECU starts sensing knock, you will see the ignition advance drop.

On the second section, FLKC is correct. What George is basically saying is that you may have had consistent knock the past in a certain load / RPMs cell - say 4000 and 2 g/s. 2 weeks later you log, and you see -1.4 in the FLKC column. That does not mean that that knock just happened (it may have, however) - but it could just be the learnt ignition retard from the past events. Eventually, with enough data on those loads cells (which is why if you get knock high, unless you go WOT often, it takes a while for the FLKC to come down), the retard will likely drop back to zero (assuming that it is not knocking anymore). FBKC, on the other hand, you know for certain happened at that very moment that you see it in the logs.
 

Td_d

Commander In Chief
Only a pleasure - I love the fact that the site is rapidly building a really decent set of sticky's, how-to's etc.
 

HolyCrapItsFast

Drinks beer!
Oh BTW for anyone doing logging of any kind it might be worth your while to get yourself a Tactrix OpenPort 2.0 regardless of whether you are running AccessPort or not.

The newest version of RomRaider has a fast poll feature the doubles the amount of data that is logged. The resolution you get from this is incredible.

I now log exclusively with RomRaider and just to give you an idea, I logged a 15 minute drive from my house to work and collected enough data to successfully generate a Load Compensation table and the data spread was incredible. With the AccessPort I have to drive around for about an hour or span the logs over the coarse of a few days to get enough data and I have never gotten the data spread that I get with RR.

Just a thought.
:tup:​
 

Td_d

Commander In Chief
^ I can vouch for this. And for those with 2007 and up CANbus ECU's, you can do onboard SD card logging as well - you can get up to 40 (1byte) parameters logged per line, no lag.
 

scx89

New member
Can someone check if I did my logs right and if I accelerated to a high enough RPM correctly? What data series from my log would be the most accurate to work with?
Is there a way I should be graphing this?

I just installed a TBE on a 11'wrx and I'm worried about any leaks. My exhaust smells funky and in the mornings there would be a lot of water vapor that comes out from the exhaust.

here's the link
https://docs.google.com/spreadsheet/ccc?key=0AnD8sVudnv08dEJMSFV1Zi1rdk9yVnN2emctZ1htRkE

i appreciate it a lot guys!
 

HolyCrapItsFast

Drinks beer!
Can someone check if I did my logs right and if I accelerated to a high enough RPM correctly? What data series from my log would be the most accurate to work with?
Is there a way I should be graphing this?

I just installed a TBE on a 11'wrx and I'm worried about any leaks. My exhaust smells funky and in the mornings there would be a lot of water vapor that comes out from the exhaust.

here's the link
https://docs.google.com/spreadsheet/ccc?key=0AnD8sVudnv08dEJMSFV1Zi1rdk9yVnN2emctZ1htRkE

i appreciate it a lot guys!

For future reference please post all your questions in the Ask a Tuner thread. :tup:

Everything looks good. You have some very small amounts of learned knock but it is just to little to even worry about. The ECU is doing exactly what it is suppose to do to protect your engine in this case. You can see that it applies timing as defined in the base timing table and then applies more timing as defined by the dynamic advance tables. It then saw knock at X load and Y rpm and removed timing till it heard no more. That it occurred in the learned knock column means it happened enough times for the ECU to learn it but it doesn't necessarily mean that there is knock at that time. If there is no knock for a given amount of time it will reset and go away. The reason I believe there is little for concern is because your total timing is still more than base timing and it is still applying dynamic advance. This is what the ECU does and looks for. It wants to apply as much timing as possible to the threshold of knock and then backs off once it begins to here a whisper. If your total timing falls below your base timing then you would have a real problem.

The other parameters are fine as well. Fuel is good, Injectors are good, Boost is good. In the future you probably just want to continue to log knock parameters just to keep an eye on things. You can get rid of most of the data for faster polling. Stick to the list of parameters I suggest in the write-up.

Other than that you are good to go. Rock on! :D
 
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scx89

New member
Thanks! Will do!

Man... i love this forum already

So i just keep logging the "Timing Specific Log" one?
 

Grinder34

Track Monkey
A minor suggestion:

Would it be possible for you guys to sort the log parameters (post 2) alphabetically? Its quite annoying having to scroll up/down all over the place on my accessport to make sure i have all the right parameters selected. Clearly I can do it with the lists as-is, but it would make things easier on the AP.
 
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