Single Turbo Boostbox Tuning

chrisdfv

Corporal
Aug 29, 2017
187
I've been deep into this topic recently and discovered that there's not much information out there so I wanted to create a place where people that self tune can have a discussion on the topic.

I'm using a boostbox V3 to tune my car, and have only began tuning at the moment. I enjoy the learning process and feel it's rewarding to drive around my car knowing how everything works together.

First topic of discussion
Using setpoint vs. RPM to dial in boost, or sticking with the traditional boost control logic the car operates on stock.

Other things I will be working on once I'm comfortable with my boost control is extending spool mode to 3.5K-4K RPM, adjusting Spool, and main table Vanos(on cobb vanos currently), spool fuel, and spool timing.
Not interested in playing with lean spool.

Log with No WGDC values or PID values. Signal to boostbox inverted(required for V3) xdf addresses can be acquired from Motiv to verified customers.

https://datazap.me/u/cd919/log-1517780355?log=1&data=3-4-5-7-8-23-29-31
 

doublespaces

Administrator
Oct 18, 2016
7,157
AZ
Good subject, as I'm sure you know there is also a bit of difference between v1/2 and v3. I have the v3 on my car now but my tune has not been updated, which I'll need before I drive it around.
 

chrisdfv

Corporal
Aug 29, 2017
187
The difference isn't big, but needless to say the results would be bad if you drove a V3 without the required bin changes.
 
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chrisdfv

Corporal
Aug 29, 2017
187
Last edited:

all4bspinnin

Corporal
Jun 12, 2017
136
good thread. I use rpm x setpoint personally. The key with these is getting pid dialed in right. What did you do with your d factor? A common practice seems to be to cut the table in half on the stock turbo stuff however, I've had success with leaving it stock.
 
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chrisdfv

Corporal
Aug 29, 2017
187
good thread. I use rpm x setpoint personally. The key with these is getting pid dialed in right. What did you do with your d factor? A common practice seems to be to cut the table in half on the stock turbo stuff however, I've had success with leaving it stock.
My D factor is cut in half, and then the top left is cut in half again. Haven't really had a chance to take some more logs and make further adjustment. Right now it seems I need to catch my spool sooner.

https://datazap.me/u/cd919/log-1518095329?log=1&data=3-8-23-29-31

Here's two more logs. I've adjusted my base table to this.
base.jpg
PID.jpg
 

all4bspinnin

Corporal
Jun 12, 2017
136
we're running nearly identical d factor. I left my P factor table values below 2500 in there but the overall correction values are similar as well.

I would double check your timing at 4500. It looks like the car has learned a lower value for that rpm possibly the result of repeated correction.

Im also intrigued by your illuminati numbered rpm breakpoints on your rpm in your rpm x sp table lol
 
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chrisdfv

Corporal
Aug 29, 2017
187
we're running nearly identical d factor. I left my P factor table values below 2500 in there but the overall correction values are similar as well.

I would double check your timing at 4500. It looks like the car has learned a lower value for that rpm possibly the result of repeated correction.

Im also intrigued by your illuminati numbered rpm breakpoints on your rpm in your rpm x sp table lol
I’ll check my timing table when I get a chance.

Lol they’re just evenly spaced!

Updated rpm x sp table some more.
Not sure why pid is timing out. Possibly because my requested load is set so far out of the way? Also having poor post shift timing.

https://datazap.me/u/cd919/log-1518220059?log=0&data=3-23
 

all4bspinnin

Corporal
Jun 12, 2017
136
in your situation, I would lower the load request

the post shift timing pisses me off. its a common problem and im pretty sure theres a burst knock table or something that mhd hasnt found or released. boost spikes seem to cause it as well
 
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chrisdfv

Corporal
Aug 29, 2017
187
in your situation, I would lower the load request

the post shift timing pisses me off. its a common problem and im pretty sure theres a burst knock table or something that mhd hasnt found or released. boost spikes seem to cause it as well
I had it set so far out of the because I found to load overshoot during shifts would give me terrible timing post shift.

I always had perfect post shift timing on my stock turbo tune. Based on an spxxx map. So could have been the modified L2T tables. Maybe the desensitized KR.

Currently have stock L2T with different Y-axis scaling, and modified torque eff fuel.
 

chrisdfv

Corporal
Aug 29, 2017
187
Started incorporating spool mode tables into my tune. Extended spool mode exit to 4K, and re scaled the rpm axis on the vanos, afr, timing tables.

Spool is increased by about 500 rpm.(0-20PSI)

The issue I'm running into with this is my rail pressure crashes on tip in, trims go max positive, and afr goes lean...

Log shows that the dme stayed in spool mode even after surpassing boost target. Shouldn't it exit spool mode as boost approaches target? Could this be due to my boost request offset table set to 80 in every cell?

Logs:
NO Spool mode
https://datazap.me/u/cd919/log-1519056142?log=0&data=3-23

with spool mode
https://datazap.me/u/cd919/log-1519009103?log=0&data=3-5-7-14-16-17-23-24-25
 
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chrisdfv

Corporal
Aug 29, 2017
187
Well, after many logs and revisions yesterday. I think I got my rail pressure crash under control.
I ended up using the BRO table to slow down boost target rise. Using 90% values everywhere. The overall target was lower, so I also had to raise load request to get my target where I want it (~20psi). Also blended my spool vanos, to match my main table upon exit, and it seemed to smooth things out. Car felt good on this log.

https://datazap.me/u/cd919/log-1519132155-0?log=0&data=3-7-8-9-10-11-12-23-26-27
 

Sbrach

Corporal
Oct 2, 2017
210
I haven’t done much experimenting with spool mode, I’ve pretty much just left it alone on stock turbo, but I don’t think it ends at target boost and your logs seem to support that assumption.

It looks like your issue was just overboosting which you have resolved with BRO and load request.

Do you think you need to run spool mode out to 4K even though you are spooled by 3500?
 

chrisdfv

Corporal
Aug 29, 2017
187
I haven’t done much experimenting with spool mode, I’ve pretty much just left it alone on stock turbo, but I don’t think it ends at target boost and your logs seem to support that assumption.

It looks like your issue was just overboosting which you have resolved with BRO and load request.

Do you think you need to run spool mode out to 4K even though you are spooled by 3500?
That's a fair point. I could set spool mode exit to around 3.5k, but it seems to be running good now. Now the battle to sort out post shifting timing corrections begins. I notice it's most prevalent when load actual overshoots load request during the shift boost spike. I can feel the bog while timing recovers. I also notice it's better when I shift at 6.7k vs 7k.

https://datazap.me/u/cd919/log-1519222899?log=0&data=3-8-9-10-11-12-23-27
 

all4bspinnin

Corporal
Jun 12, 2017
136
That's a fair point. I could set spool mode exit to around 3.5k, but it seems to be running good now. Now the battle to sort out post shifting timing corrections begins. I notice it's most prevalent when load actual overshoots load request during the shift boost spike. I can feel the bog while timing recovers. I also notice it's better when I shift at 6.7k vs 7k.

https://datazap.me/u/cd919/log-1519222899?log=0&data=3-8-9-10-11-12-23-27
I think anywhere from 3500 to 4000 on a single is a good range for spool mode. The log you posted earlier looked pretty good. The boost spike always causes timing drops... that's for sure. RSL mentioned a while back that he tries to keep load as close to the same value before and after shift so there isn't a drastic change. I didn't have much success with it on stock turbos. I did however have some success recently by adjusting some of the torque tables to prevent post shift drops. The idea is you want the transmission to shift as smooth as possible.
 
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chrisdfv

Corporal
Aug 29, 2017
187
I did however have some success recently by adjusting some of the torque tables to prevent post shift drops. The idea is you want the transmission to shift as smooth as possible.
I will try to take some more logs with shifts, and evaluate if I need to dig into the L2T tables.

I played around with vanos last night. Same values in my spool table(68/84). More overlap in general in my main table.
Spool appears to be "slower" in log, but rail pressure is lower and trims are higher through the whole log with the vanos changes. Boost is lower with the same wgdc, so my theory is I'm consuming more air, and fuel. Gainz?

Cobb Vanos
https://datazap.me/u/cd919/log-1519699711?log=1&data=3-6-22

Modified Vanos
https://datazap.me/u/cd919/log-1519699764?log=1&data=3-6-22

I don't trust VD all that much, but the green is new Vanos, red is Cobb.
VD.jpg
 
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