[skim7x]

I just installed NLS on my Procede and the 2-3 shift felt weird in that once I was in 3rd gear and dropped the clutch, it felt quite underpowered... so I did a log and here it is. The 3-4 shift felt great... it was just the 2-3 shift that felt weird.

In the log, I started off in 2nd gear, then floored the car, NLS into 3rd, NLS into 4th, and then got off the gas after I was in 4th for a second.

Click to download the log:
Procede NLS Log 2-3-4

[dAng! E90]

I'm getting the same problem with mine. I just thought it was my clutch slipping so I turned the NLS off. I might have to dig deeper.

[skim7x]

Originally Posted by dAng! E90

I'm getting the same problem with mine. I just thought it was my clutch slipping so I turned the NLS off. I might have to dig deeper.

Hmm... It MIGHT be that? It doesn't quite feel like that to me, but I wonder if there is some objective way I can look into clutch slippage.

Aside from the NLS problem, does anyone know what the ignition timing curves are supposed to look like? I still don't know what is good or bad regarding timing being pulled/advanced. What is the difference between "Ign Cor" and "CAN Actual Ign Adv"?

[AU335i]

Originally Posted by skim7x

Hmm... It MIGHT be that? It doesn't quite feel like that to me, but I wonder if there is some objective way I can look into clutch slippage.

Aside from the NLS problem, does anyone know what the ignition timing curves are supposed to look like? I still don't know what is good or bad regarding timing being pulled/advanced. What is the difference between "Ign Cor" and "CAN Actual Ign Adv"?

CAN Actual Ign Adv is what they use to look at ignition I believe

[jippii ensio]

Originally Posted by dAng! E90

I'm getting the same problem with mine. I just thought it was my clutch slipping so I turned the NLS off. I might have to dig deeper.

NLS is easier for clutch, so you should def have NLS on rather than off if your clutch would be slipping.

[Castr_85M]

Its the drop in timing 2-3. My car does the same the slower you shift the least it happends. Its wierd!

[rader1]

Originally Posted by skim7x

Hmm... It MIGHT be that? It doesn't quite feel like that to me, but I wonder if there is some objective way I can look into clutch slippage.

Aside from the NLS problem, does anyone know what the ignition timing curves are supposed to look like? I still don't know what is good or bad regarding timing being pulled/advanced. What is the difference between "Ign Cor" and "CAN Actual Ign Adv"?

IGN COR= timing correction
IGN ADV= actual DME timing value

Notice when you had a -3 IGN COR that your IGN ADV took a dip. If you scale it in then you see that IGN COR directly affects IGN ADV(ie -3 correction means your timing drops 3 degrees.)

[themyst]

Originally Posted by rader1

IGN COR= timing correction
IGN ADV= actual DME timing value

Notice when you had a -3 IGN COR that your IGN ADV took a dip. If you scale it in then you see that IGN COR directly affects IGN ADV(ie -3 correction means your timing drops 3 degrees.)

Ignition correction is how much offset the tune is attempting to apply. CAN Actual ignition correction is simply a calculation just like piggy AFR.

I'd be more concerned with those fuel trims than timing. Timing doesn't look all that bad for pump gas actually (assuming this isn't on meth).

[rader1]

Originally Posted by themyst

Ignition correction is how much offset the tune is attempting to apply. CAN Actual ignition correction is simply a calculation just like piggy AFR.

I'd be more concerned with those fuel trims than timing. Timing doesn't look all that bad for pump gas actually (assuming this isn't on meth).

Ahh, I assumed that the PROcede would've at least been able to read out actual timing rather than a calculation. I would think that DME timing would still be accurate even with the data shell game the piggyback utilizes.

That's what I get for making an assumption.

[Tzu]

CAN Actual Ign Advance is calculated using DME IGN + Ign Cor. This calculation is technically true since CPS offset is a global variable. DME Ignition should be actual DME timing, as you can see any knock activity if it were present.

Skim, post AFRs. Your trims are changing to max midway during a pull.

[OpenFlash]

OP- if you are using NLS, it's important to adjust OL fuel to keep fuel trims from maxing out. If they do max out, the DME may change fuel modes (from closed to open loop) at the onset of the next gear which may last for 1-2 seconds.

[boostd92]

^^ What would this look like on a log? I had the same thing happen to me (tho N55 procede) at the drag strip on Wednesday. I don't have NLS option (still waiting for N55's to get that) but was shifting super fast 2-3 and powershifting 3-4. I even got the SES after the 3-4.

[skim7x]

Originally Posted by Tzu

CAN Actual Ign Advance is calculated using DME IGN + Ign Cor. This calculation is technically true since CPS offset is a global variable. DME Ignition should be actual DME timing, as you can see any knock activity if it were present.

Skim, post AFRs. Your trims are changing to max midway during a pull.

Somehow, it appears AFR's weren't recorded =/ Here are a couple other graphs anyways...

[skim7x]

Originally Posted by shiv@vishnu

OP- if you are using NLS, it's important to adjust OL fuel to keep fuel trims from maxing out. If they do max out, the DME may change fuel modes (from closed to open loop) at the onset of the next gear which may last for 1-2 seconds.

Shiv, how do I adjust OL fuel? Sorry for the n00b question...

[AU335i]

Originally Posted by skim7x

Shiv, how do I adjust OL fuel? Sorry for the n00b question...

its under "User Adjustables" change the OL on the map you are running

[skim7x]

Originally Posted by AU335i

its under "User Adjustables" change the OL on the map you are running

Haha easy enough... What IS OL? And what does it do?

[Tzu]

You did log AFRs. Click the value on the lower left hand toolbar and press "p", rescale from 10-20.

[sickem]

Originally Posted by skim7x

Haha easy enough... What IS OL? And what does it do?

If you increase it you'll run a richer mixture and you won't max out your fuel trims at 34%.

[Jeff@TopGearSolutions]

You need to increase OL Fueling in user adjustable, probably to 100.

Your AFR was recorded, your scaling is off that is why it is not on the graph. See below:

Originally Posted by Tzu

You did log AFRs. Click the value on the lower left hand toolbar and press "p", rescale from 10-20.

Otherwise you should be good to go.

Your ignition looks pretty good for pump gas too.

The easiest way to describe OL Fuel.

OL Fueling: In lamens terms, the car can only add up to 34% more fuel to meet AFR target. Adjusting OL fueling will offset the tables so there is more capability in the OL system.

[dAng! E90]

As I am having the same problem, I have been following this thread. I looked at my OL fuel correction this morning and it says I am at 74.blah blah blah%. Should I adjust this setting to 100%?

[Tzu]

The 5-13 or whatever the most recent revision is, had "upped" the 3D tables so the OL global value had more adjustability, and thereby became 75% OTS. Directly upping to 100% is more of a 4-13 thing. I'd up to 85%, log, and adjust in ~5% increments upwards until your trims are in the mid +20s.

[Fedie]

Originally Posted by Tzu

The 5-13 or whatever the most recent revision is, had "upped" the 3D tables so the OL global value had more adjustability, and thereby became 75% OTS. Directly upping to 100% is more of a 4-13 thing. I'd up to 85%, log, and adjust in ~5% increments upwards until your trims are in the mid +20s.

I had to go 100 on OL to avoid maxing fuel trims stg2 5-23 and still was pretty close to max them