I've been using TS for years, letting VEAL make changes on my own project almost daily. I had no idea we could lock out cells, I've been using the custom filter TPS
This video is great. It makes so much more sense now. I can infer alot of information but certain things can be questionable. Your explanations are detailed, clear and concise. Just what I need. Looking forward to more videos
@@TurbineResearch they have really taught me more in less time than any amount of reading could. 😄😆 I know engines well and understand tuning but efi is a little more in depth. I've had training and so on but it never really would click. The way you show these videos can also teach great diagnostic techniques
Thanks for doing this! It's been a few years since I've had to use auto-tune as my car is in pretty good and stable shape. A friend of mine just got converted and only had a baseline tune from the engine builder and he doesn't have a computer yet. I reviewed this video first to make sure I remembered everything and your pointer on checking the advanced settings was most helpful. Mine was set to 50 pts increments and an adjustment range from 0 rpm, which I immediately changed to your recommendations...I'm going back to my car soon to do the smoothing that you also show, which I've never done outside the manual process you talk about. Again, thanks!
Cool vid. I didn't know about the lock the cell function, always something to learn. However, you really need to understand lamda delay and the main ego delay parameters, or you are chasing your tail because the wide band 02 information is not real time (compared to ecu reactions) and you can get lost in the loop response that gets set up.
Don’t tune off the wideband.. If it’s that rich you need to change clothes you know it’s too rich. Btw I’d shoot for 12.8-14.0 depending if na or boosted but you probably got that figured out hopefully
VERY helpful video , been watching all these with a mate ,, building a MK5 Fiesta Zetec S 1.6L (GT25 Turbo build) .. running MS2 ecu .. very handy learning to tune
Thanks I think that was a good informational video. I have a twin turbo 2v sn95 that I installed a ms3pro ultimate in and trying to figure out how to get my tune dialed in a bit so that I can get it to a shop to fine tune it for me. But I appreciate the video because I feel it will put me on the right track to achieve my goals. I'm am new to tuning in general so big help thanks.
Thank you for the video , I was think to find the Wide Band O2 coz JEEP stock O2 is Narrow band , I thought that I need to buy only sensor but you video explain very clear for me that I need to buy with the unit so I can get o/p 0-5 V to setting on Tuner Studio, THANK YOU .....
Very nice introduction. Should EGO control be off or have 0 authority while using auto tune or is the ECU capable to dealing with running auto tune with EGO control on and with authority to change fuel?
It's so strange how much this topic is up for debate. I see people saying VEAL can deal w EGO on and lots saying to disable anything that would mess w AFR. I'll try 0 authority to see what changes on the VE table. Thanks!
I agree with EGO control at 0, or off. I would also add that turning off over run fuel cut and acceleration enrichment is a good idea, too. So long as you make very subtle changes in TPS while tuning VE, you should get results in just a few passes at various kPa. If you have a mbc, or ebc, you can also set boost at a high level and a low level, do some pulls and interpolate between these runs for good results. Finally, VE analyze live loves to pull fuel under vacuum, so when you're coasting under say 30 kpa, it'll frequently pull your AFR's into max lean regions, which isn't great for tuning for on/off throttle for accel enrichment. Manually tune these lower areas until they match your ideal AFRs, then you'll find accel enrichment from engine braking to WOT will be much cleaner. Use over run fuel cut and engine state settings to cut fuel on decel to gain economy back and don't let your VE table pull your fuel for you here.
@@TurbineResearch Whatever guess I make on the top and bottom AFR range never holds across the linear spectrum, usually off .5 to a full point in some areas, frustrating as hell, lol.
Tunerstudio, for some reason, always shows richer than gauge, so if you engage autotune, it leans the hell out of your fuel table and you are back to square 1.
Great stuff, and very helpful. I am curious, I am using v3.1.06 TS, and my "Tune Analysis Live! Tune For Your" table shows "fuelload % versus rpm", with similar scale number as yours (20 to 250%). Do I need to run the AFR Table Generator first to establish a kPa vs rpm table? BTW, if it isn't obvious I am new to TunerStudio and MegaSquirt with a recently purchased '93 MR2 3S-GTE with MegaSquirt pnp. Thanks!
Thank you so much for sharing your knowledge. I have a 95 KA24DE 240sx (drift track only build) that I turbo'd and just got my mega squirt ECU today. My question is, Would you rec tuning it myself based off data I get from doing street pulls? Or am I better off just paying a dyno tuner when it comes to tuning.
It depends on what your goals are. I always advocate for learning yourself so that you can know the system and diagnose any issues down the road or do fine tuning at the track.
Maybe somebody can help me with this when idling the filler jumps between coolant and RPM and it makes the relay click every time the filler switches can someone hopefully throw me a bone and point me in the right direction. Thank you so much.
Great video, thank you. How did you lock the cells in VE table, so that auto tune won't touch them? I can't see the option when I right-click on the cells
Top of the Tune Analyze Live (TAL) screen we have "Update Controller" which is one checked and "Apply/Save". If it's not checked off, will TAL be working at at all times? What's the difference between Apply and Save and when r they used?
I've done a little bit of Auto-Tuning on my project, and you covered most of the basics here nicely - but what about "Lambda Delay" ? I think this could be an important aspect, because depending on sensor location, if these values are not right, it doesn't take much imagination to see how Auto-Tune could be modifying the wrong cells. What I've seen suggested, is to temporarily fatten up the VE tables (say, by 10%) and watch the logs for the AFR change and then make adjustments to the delay table... But I've yet to try it. Thoughts?
@@TurbineResearch Interesting. Maybe it just doesn't matter that much? I always wonder about this when tuners at the dyno put the wideband sniffer in the tailpipe - which is often quite far from the engine. Or maybe they already have their compensations dialed-in? I have my wideband sensor mounted in a "cross-over" point of my exhausts (so I'm capturing output from both cylinder banks) and so far it's working pretty well, but I've yet to do any road-based tuning with any seriousness... Thanks for your reply!
How and when do you fill the ignition timing table, does autotune do that for you or you do it yourself, my poont being can i tune my car driving it using lets say knock, afr, boost and not need a dyno?
@@TurbineResearch that’s what I figured, I’m trying to learn how to tune and the guy I’m learning from is showing me how to do ignition timing cell by cell on a load bearing dyno. Didn’t know if there’s a way people street tune timing without the high possibility of engine damage or a power band that’s just not right.
@@TurbineResearch wouldn't that make the auto tuner try to compensate for the lean spike in acceleration? With AE enabled, at least tuner studio will stay away during the event
@@TheChrisey its necessary to keep you TPSdot to as low a level as you can. For best results, do pulls where you add and hold throttle in a locked region, so your throttle changes aren't affecting the table. For example, if you set minimum RPM to 3000, you can lean into the throttle at 2500 and remain steady all the way to redline. Do this at various TPS positions, so you cover a few rows of the table from max kpa to a lower kpa, like 70-90. Interpolate the missed areas vertically and you've got a pretty solid point to switch over to a hard/very hard authority and lower value/% change points.
![TunerStudio 101 | Introduction To The MS3 Pro | MegaSquirt 3 [GOLD WEBINAR LESSON]](http://i.ytimg.com/vi/Fwco3zlWF5I/mqdefault.jpg)
I've been using TS for years, letting VEAL make changes on my own project almost daily. I had no idea we could lock out cells, I've been using the custom filter TPS
I’m glad the video was helpful!
This video is great. It makes so much more sense now. I can infer alot of information but certain things can be questionable. Your explanations are detailed, clear and concise. Just what I need. Looking forward to more videos
Thanks 🙏 glad the videos are helpful
@@TurbineResearch they have really taught me more in less time than any amount of reading could. 😄😆
I know engines well and understand tuning but efi is a little more in depth. I've had training and so on but it never really would click. The way you show these videos can also teach great diagnostic techniques
Thanks for doing this! It's been a few years since I've had to use auto-tune as my car is in pretty good and stable shape. A friend of mine just got converted and only had a baseline tune from the engine builder and he doesn't have a computer yet. I reviewed this video first to make sure I remembered everything and your pointer on checking the advanced settings was most helpful. Mine was set to 50 pts increments and an adjustment range from 0 rpm, which I immediately changed to your recommendations...I'm going back to my car soon to do the smoothing that you also show, which I've never done outside the manual process you talk about. Again, thanks!
You’re welcome! Glad the videos are helpful
Cool vid. I didn't know about the lock the cell function, always something to learn. However, you really need to understand lamda delay and the main ego delay parameters, or you are chasing your tail because the wide band 02 information is not real time (compared to ecu reactions) and you can get lost in the loop response that gets set up.
Yes! I am in for a big surprise! I can't even get the car to run! Helpful video. Back to the drawing board. I will get it eventually!
Anyone considering the megasquirt system as a plug and play, self learning system, is in for a big surprise, lol.
The exact boat im in now. My car is running richer than a stripper on free beer night 😂.
@@classys-chassis6433 Hahaha, but that's better than running lean...
Agreed!
Lifesaver! Working on an L28ET swap on my 240Z and even though there is a base map I really wanted to get into tuning and learning all I can about it
I CANNOT figure out how to lean mine out at idle. 11.5 on the AFR gauge and my wife makes me change my clothes before coming in the house.
Check out my latest video on idle tuning it will help
Don’t tune off the wideband.. If it’s that rich you need to change clothes you know it’s too rich. Btw I’d shoot for 12.8-14.0 depending if na or boosted but you probably got that figured out hopefully
Your car will idle how it wants to idle. Especially if cammed. If it's an na Camry that's one thing. You dont just lean it out brother. 😂😂😂
@@theccwdadno, your car will run how it’s commanded to run. Engines don’t have minds of their own.
Another great vid! I would enjoy to see a live auto tune session/example and then interpolation to keep the graph clean with transitioning. Thanks
When I get some time I will try
VERY helpful video , been watching all these with a mate ,, building a MK5 Fiesta Zetec S 1.6L (GT25 Turbo build) .. running MS2 ecu .. very handy learning to tune
Awesome! I'm glad it was helpful for your build . Keep it up
Good tutorial and very clear voice
Thanks!
The most informative video I have watched so far ! Thanks !
Thank you 🙏
Thanks I think that was a good informational video. I have a twin turbo 2v sn95 that I installed a ms3pro ultimate in and trying to figure out how to get my tune dialed in a bit so that I can get it to a shop to fine tune it for me. But I appreciate the video because I feel it will put me on the right track to achieve my goals. I'm am new to tuning in general so big help thanks.
You're welcome man ! Keep it up
Been looking for this type of video for ages, thanks man 👌
Thanks 🙏
Please, can you make a video explaining the "difference report" and how to use "restoring points" I'm lost
No problem 😌
Really helpfull videos, im a total beginner but im starting to understand a lot becouse of you Thanks :)
Glad the videos help ! Thanks for watching 🙏
Thank you for the video , I was think to find the Wide Band O2 coz JEEP stock O2 is Narrow band , I thought that I need to buy only sensor but you video explain very clear for me that I need to buy with the unit so I can get o/p 0-5 V to setting on Tuner Studio, THANK YOU .....
Thanks for watching!
Really very helpful.
Great explanation. Thank you
Very nice introduction. Should EGO control be off or have 0 authority while using auto tune or is the ECU capable to dealing with running auto tune with EGO control on and with authority to change fuel?
Set authority to 0. You don't want any external multipliers or influence on the fueling table while trying to tune with auto tune
It's so strange how much this topic is up for debate. I see people saying VEAL can deal w EGO on and lots saying to disable anything that would mess w AFR. I'll try 0 authority to see what changes on the VE table. Thanks!
I agree with EGO control at 0, or off. I would also add that turning off over run fuel cut and acceleration enrichment is a good idea, too. So long as you make very subtle changes in TPS while tuning VE, you should get results in just a few passes at various kPa. If you have a mbc, or ebc, you can also set boost at a high level and a low level, do some pulls and interpolate between these runs for good results.
Finally, VE analyze live loves to pull fuel under vacuum, so when you're coasting under say 30 kpa, it'll frequently pull your AFR's into max lean regions, which isn't great for tuning for on/off throttle for accel enrichment. Manually tune these lower areas until they match your ideal AFRs, then you'll find accel enrichment from engine braking to WOT will be much cleaner. Use over run fuel cut and engine state settings to cut fuel on decel to gain economy back and don't let your VE table pull your fuel for you here.
The air fuel ratio differential between gauge and tunerstudio has been my kryptonite for using autotune.
It's caused issues for me too. I ended up manually entering the sensor range in the afr calibration and it helped a lot.
@@TurbineResearch Whatever guess I make on the top and bottom AFR range never holds across the linear spectrum, usually off .5 to a full point in some areas, frustrating as hell, lol.
Tunerstudio, for some reason, always shows richer than gauge, so if you engage autotune, it leans the hell out of your fuel table and you are back to square 1.
Very important that the megasquirt and the WBO controllers are grounded together, to make sure that the ADC doesn't get distorted.
Great vid, thanks !
You're welcome! Glad to help
Awesome tips!! Can you make one vid of tunning the Accel enrichment?
I have a video on that too ! Thanks
@@TurbineResearch ohh nice!! I was having real troubles with that, I'm going right to search that video of yours ☺️
good job of explaining things.
Thanks 🙏
Great stuff, and very helpful. I am curious, I am using v3.1.06 TS, and my "Tune Analysis Live! Tune For Your" table shows "fuelload % versus rpm", with similar scale number as yours (20 to 250%). Do I need to run the AFR Table Generator first to establish a kPa vs rpm table? BTW, if it isn't obvious I am new to TunerStudio and MegaSquirt with a recently purchased '93 MR2 3S-GTE with MegaSquirt pnp. Thanks!
Thank you so much for sharing your knowledge. I have a 95 KA24DE 240sx (drift track only build) that I turbo'd and just got my mega squirt ECU today. My question is, Would you rec tuning it myself based off data I get from doing street pulls? Or am I better off just paying a dyno tuner when it comes to tuning.
It depends on what your goals are. I always advocate for learning yourself so that you can know the system and diagnose any issues down the road or do fine tuning at the track.
Good stuff man.
Maybe somebody can help me with this when idling the filler jumps between coolant and RPM and it makes the relay click every time the filler switches can someone hopefully throw me a bone and point me in the right direction. Thank you so much.
very informative
Great video, thank you. How did you lock the cells in VE table, so that auto tune won't touch them? I can't see the option when I right-click on the cells
its at the very bottom of the right-click "context" menu
Great video
Thanks 😊
Top of the Tune Analyze Live (TAL) screen we have "Update Controller" which is one checked and "Apply/Save". If it's not checked off, will TAL be working at at all times? What's the difference between Apply and Save and when r they used?
Hey!Great video!I know its a dumb question,but what programme would you suggest to use?
This is called tuner studio and it is for megasquirt ECUs
@@TurbineResearch thanx!
I've done a little bit of Auto-Tuning on my project, and you covered most of the basics here nicely - but what about "Lambda Delay" ? I think this could be an important aspect, because depending on sensor location, if these values are not right, it doesn't take much imagination to see how Auto-Tune could be modifying the wrong cells. What I've seen suggested, is to temporarily fatten up the VE tables (say, by 10%) and watch the logs for the AFR change and then make adjustments to the delay table... But I've yet to try it. Thoughts?
I haven't had any issues with the default settings.
@@TurbineResearch Interesting. Maybe it just doesn't matter that much? I always wonder about this when tuners at the dyno put the wideband sniffer in the tailpipe - which is often quite far from the engine. Or maybe they already have their compensations dialed-in? I have my wideband sensor mounted in a "cross-over" point of my exhausts (so I'm capturing output from both cylinder banks) and so far it's working pretty well, but I've yet to do any road-based tuning with any seriousness... Thanks for your reply!
How and when do you fill the ignition timing table, does autotune do that for you or you do it yourself, my poont being can i tune my car driving it using lets say knock, afr, boost and not need a dyno?
Autotune is for the fuel table only
hey where did you end up grounding your 30-4110? I'm always roughly off by .3 to .5 AFR from gauge.
Grounded it to the same location I grounded the ecu on the intake manifold
@@TurbineResearch well crrap, me as well.
@@TurbineResearch is yours still off or does it match to gauge?
does this work with a narrowband?
What about timing? Do you trust VE analyze to make safe timing adjustments on its own or how does that work?
A dyno is required to test ignition timing. You can use a base map that is safe until you can use a dyno
@@TurbineResearch that’s what I figured, I’m trying to learn how to tune and the guy I’m learning from is showing me how to do ignition timing cell by cell on a load bearing dyno. Didn’t know if there’s a way people street tune timing without the high possibility of engine damage or a power band that’s just not right.
Hi, can car Manifold pressure go above the atmospher Pressure 101 KPA without Turbo?
Yes in certain conditions
Can i use obd2 cable with this
No it’s not an obd2 system this is a stand alone ECU
@@TurbineResearch so what I need to use it
What kinda cable u use.?
I have a video on my channel with the cables and adapters I use
Boa tarde poderia disponibilizar essa tabela de afr , que e mostrada no minuto 4:35
When running the auto-tune feature do you need to turn off overrun fuel cut and acceleration enrichment?
Yes turn off anything that will add a multiplier to the main fuel table
@@TurbineResearch That was a quick response. I'm troubleshooting some rich cases and want to start over with a well tuned table.
@@TurbineResearch wouldn't that make the auto tuner try to compensate for the lean spike in acceleration? With AE enabled, at least tuner studio will stay away during the event
@@TheChrisey its necessary to keep you TPSdot to as low a level as you can. For best results, do pulls where you add and hold throttle in a locked region, so your throttle changes aren't affecting the table. For example, if you set minimum RPM to 3000, you can lean into the throttle at 2500 and remain steady all the way to redline. Do this at various TPS positions, so you cover a few rows of the table from max kpa to a lower kpa, like 70-90. Interpolate the missed areas vertically and you've got a pretty solid point to switch over to a hard/very hard authority and lower value/% change points.
An hour for idle, that's wild.
It's time consuming to get perfect
👍
How I cant download that app
It's called Tuner studio and it only works on Megasquirt stand alone ECUs
And speeduino ECUs😉
Do you have Facebook turbine research ?
I don’t
@Turbine Research awww that sucks I like your megasquirt vids I hope you do more I'm looking to get into efi tunning