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Stratified E30 Tuning – rev1

The data logged results of the first revision to the custom E30 tune that Stratified is making are contained in this post.

Stratified Automotive Controls Logo
Stratified Automotive Controls

The revised tune is shown with the solid lines and the base tune is shown by the dashed lines.

Increasing the boost pressure is the most noticeable change to the software:

Stratified E30 Tune v1.1 Boost Pressure
Stratified E30 Tune v1.1 Boost Pressure

The Air-to-Fuel ratio has remained consistent with the prior readings.:

Stratified E30 Tune v1.1 AFR
Stratified E30 Tune v1.1 AFR

Timing during the initial boost onset has been reduced slightly:

Stratified E30 Tune v1.1 Ignition Timing
Stratified E30 Tune v1.1 Ignition Timing

There is a consistent dip across revisions in the Fuel Rail Pressure beginning around 5,000 RPM:

Stratified E30 Tune v1.1 Fuel Rail Pressure
Stratified E30 Tune v1.1 Fuel Rail Pressure

Notably this dip was not present when operating on 93 octane fuel with more boost pressure:

93 octane tune

An anomaly I am getting during the pulls is a Max Engine Speed alert which is generating a caution light and putting the car into a restricted operating mode. Some troubleshooting will be done to determine the cause of that.

These latest changes have resulted in another decrease of the acceleration time over the engine RPM that I am evaluating. The rev 1 data is shown by the orange columns:

4 thoughts on “Stratified E30 Tuning – rev1”

  1. Looks good, the LPFP is the weak link now in the fuel system now it seems with pressure drop at peak power. Not that much though at all and I guess you have really well flowing bolt-ons.

  2. Are you logging Rail Pressure or Rail Pressure Set Point? Looking at the dip on 1pt1_rail-pressure, it’s hard to know if it’s conforming to Set Point or hardware deficiency. Are you logging with Cobb?

    1. I’m just logging the Rail Pressure. I’m going to install a fuel pressure sensor to monitor the low pressure supply line.

  3. Looking at your data again, I’m in agreement with the first commenter. LPFP can’t keep up. Assuming the HPFP is at 100% duty, injector duration would normally compensate, so you might want follow the relationship of that parameter, at a minimum, when you see rail delta.

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