Hondata

Well...

I think I was able to "fix" the tip in issue by reducing the trim by about 40%, although I probably could have gone a little lighter this. After doing several pulls to confirm that things were behaving nicely, I experienced the same issue that caused me to dive into this problem in the ...

Thank you both for your feedback on this.

Spunkster, I'll restore the TPS settings back to default and make further measurements while adjusting the Fuel trim tip in % and see where things end up. I will post my findings. I will hopefully get a chance to visit this on the weekend.

Crluver123 ...

Please find files attached.

Thanks in advance for your help with this.

Cheers,
Doug

Can I get some feedback on this issue?

I'd really like to understand what the best approach is to resolving this throttle tip in issue that I'm dealing with. Having two seemingly identical options for attacking this problem without knowing some of the trade-offs for either does not give me a great ...

I've been searching all over the place for a good description of the differences between Tip in Fuel (TPS tab) vs Throttle tip in trim (Fuel Trim tab), but haven't seen anything posted either on this forum or elsewhere that describes these two similar(?) settings very well and how/when you would ...

I've been searching for a solution to a problem I appear to be having where my engine starts running really rich after it heats up during heavy acceleration and shifting. I believe this issue is due to the fuel enrichment that occurs during rapid changes to throttle (i.e. when you go from zero to ...

Spunkster wrote: Mon Jan 07, 2019 2:18 pm We would need to see the datalogs to be able to get more details.

Understood - I'll make sure I grab them next time I'm on the dyno. Just wanted to see if this might be something that has been seen before - seemed very strange to me.

It was a 4th gear pull, I don't have the logs anymore...

Recently I ran into an interesting issue at the Dyno while tuning my latest build (using S300). The issue was related to the indicated RPM in the Dyno vs where the ECU RPM limit was set. The Dyno pull was run right to the overrun limit set by the ECU/

The ECU RPM limit was set to 9057
The Dyno plot ...

Hope someone here can help with this...

I've been running a Hondata S300 for nearly 7 years now which I purchased pre-installed into a socketed ECU. The engine is a B18C5 heavily modified but still NA.

I've got a PLX WideBand 02 sensor hard wired to the ECU using both the narrow band input for ...

What application are you talking about? eg a K Series swap, or a vehicle which comes with drive by wire?

I'm thinking of picking up a new 2010 civic Si, but during the test drive I had major issues with the DBW system. I currently running an S300 in my race built TypeR and would likely pick up ...

Sorry if this is an obvious question but how does (if it does at all) K-Pro effect the drive by wire system currently in use by Honda.

Besides the obvious tunning benifits I'm trying to find a solution to all the lag issues with drive by wire and was hoping that this might provide a solution ...

Spunkster wrote:http://www.hondata.com/forum/viewtopic.php?t=9845

hmmmm... So does this mean that the cold temperature compensation parameters canot be used to stop the ECU from fighting with the low-temp thermostat? If this is the case then I guess I'll have to re-install the OE one.

Those colder thermostats lead to tuning problems that you may never be able to resolve. The Honda engine management looks for 176 (I think) degrees before it stops looking to the cold start fuel enrichment tables. If you never let it get to 176, you'll forever be chasing your tail.

The tables you ...

I have compared the 2 calibrations and they are different, however if i take the original file, load it into Smanager 1.4.2.0 and save and then check , it is not changing it to the same thing as the second file you posted. So it seams you have made significant changes to the 2nd calibration on your ...