Warm Start stumble/multiple attempts... where to start looking?

[hagar]

Oh, and you would want to multiply that table to add airflow to offset too much cranking ve. Just look at it as giving a throttle cable car a little bit of throttle to help get a car going, that has too much cranking fuel.

 

[Geotrash]

Oh, and you would want to multiply that table to add airflow to offset too much cranking ve. Just look at it as giving a throttle cable car a little bit of throttle to help get a car going, that has too much cranking fuel.

Just want to say how much I appreciate your comments and participation here @hagar. Many of us are armchair mechanics that know how to fix stuff and keep it from breaking. Having folks like you and @NickTransmissions participate here regularly is a gift.

Speaking for myself, I'm a long way from the knowledge needed to tune these engines wisely. But as a recovering software engineer and pilot of piston-engined aircraft (both flat and round engines) where mixture management is a whole field of study for those who wish to learn (as I was), I have always been intrigued with the possibility of learning to tune automotive engines well. Not so much as a way to make money, but as a craft that I could hone and help others with. With another 10 years to go in the working world (god willing and the creek don't rise), it might make a great retirement passion.

Thanks again!

 

[hagar]

Just want to say how much I appreciate your comments and participation here @hagar. Many of us are armchair mechanics that know how to fix stuff and keep it from breaking. Having folks like you and @NickTransmissions participate here regularly is a gift.

Speaking for myself, I'm a long way from the knowledge needed to tune these engines wisely. But as a recovering software engineer and pilot of piston-engined aircraft (both flat and round engines) where mixture management is a whole field of study for those who wish to learn (as I was), I have always been intrigued with the possibility of learning to tune automotive engines well. Not so much as a way to make money, but as a craft that I could hone and help others with. With another 10 years to go in the working world (god willing and the creek don't rise), it might make a great retirement passion.

Thanks again!

Just make sure you figure out the way stuff works mechanically first, it is the only way to be better than lots. I could teach the best carb tuner in the world who has never tuned an efi system, 100 times faster than I could a person who is just getting started in automotive. The reason is to be the best carb tuner, you need to know every aspect of how an engine works. Efi tuning is just numbers you put in. The more you know WHY you are putting the numbers in.. and not just because a sensor feedback tells you to, the better you will be.

Learn why a camshaft is designed to work for a certain application over and over for different applications until you can design a cam in your head by hearing the application, and you will be on the right track. It is not as hard as it sounds, a solid couple weeks at 4 hours a day for the cam thing. Figuring why stuff is, and isn't working, doesn't work well when your only reference for the solution is the numbers the scanner is showing you. You should never be able to talk to someone while tuning because you are adding things up at all times. I am sure you know what I mean from your past experience in software. It isn't stuff you can just input without holding a thought train. You will often find yourself struggling to hold enough data points in your head to string them all together for the solution. If someone even says "hey, what you doing?" You can instantly drop the first few thoughts you were storing up. You will see what i mean when you get into it.

 

[hagar]

I feel absolutely horrible for these tuners that are trying to work now days on camera. If anyone watches cleatus for example, and his clown show is running around while Steve petty is trying to dial in a 5000 wheel combo.. I can't even imagine. There is absolutely no way I would do it. I have Zero doubt that he melted down that engine because of the gong show going on around him for views. It's simply not possible to do it proper while people are talking to you and filming. It was one of the saddest things I have seen. It's no wonder he goes through a tuner every 6 months. If he called me for a tune, no way I would answer if it required him to be able to dance around like a Jack ass with his friends screaming the entire time on camera while they ask me questions. Lol

 

[Geotrash]

Just make sure you figure out the way stuff works mechanically first, it is the only way to be better than lots. I could teach the best carb tuner in the world who has never tuned an efi system, 100 times faster than I could a person who is just getting started in automotive. The reason is to be the best carb tuner, you need to know every aspect of how an engine works. Efi tuning is just numbers you put in. The more you know WHY you are putting the numbers in.. and not just because a sensor feedback tells you to, the better you will be.

Learn why a camshaft is designed to work for a certain application over and over for different applications until you can design a cam in your head by hearing the application, and you will be on the right track. It is not as hard as it sounds, a solid couple weeks at 4 hours a day for the cam thing. Figuring why stuff is, and isn't working, doesn't work well when your only reference for the solution is the numbers the scanner is showing you. You should never be able to talk to someone while tuning because you are adding things up at all times. I am sure you know what I mean from your past experience in software. It isn't stuff you can just input without holding a thought train. You will often find yourself struggling to hold enough data points in your head to string them all together for the solution. If someone even says "hey, what you doing?" You can instantly drop the first few thoughts you were storing up. You will see what i mean when you get into it.

Yup. What you're describing is what scientists call a "flow" experience, and I very much experienced it when I was writing software - especially when I was near the limits of my ability. For example, when I had to go back to my college differential equations lessons to write the integration algorithms for bringing multiple datasets together, I was in flow every day for the better part of a month, and it was heaven. I experience flow now when I'm delivering a keynote speech, or when I'm leading a workshop for a client. I sometimes experience it when I write research, but only when I know that the editor who will review it is knowledgeable and competent. if not, then my pessimism and anxiety get in the way.

Thank you for the tip of learning camshaft implications. I will take your advice. With aircraft - both mechanically fuel injected and carbureted, which spend most of their time operating at 75% power and above, it turns out that peak internal cylinder pressures is what a pilot is, in effect, managing. But we do it through controlling mixture with the relatively crude instruments of EGT and CHT.

 

[hagar]

Yup. What you're describing is what scientists call a "flow" experience, and I very much experienced it when I was writing software - especially when I was near the limits of my ability. For example, when I had to go back to my college differential equations lessons to write the integration algorithms for bringing multiple datasets together, I was in flow every day for the better part of a month, and it was heaven. I experience flow now when I'm delivering a keynote speech, or when I'm leading a workshop for a client. I sometimes experience it when I write research, but only when I know that the editor who will review it is knowledgeable and competent. if not, then my pessimism and anxiety get in the way.

Thank you for the tip of learning camshaft implications. I will take your advice. With aircraft - both mechanically fuel injected and carbureted, which spend most of their time operating at 75% power and above, it turns out that peak internal cylinder pressures is what a pilot is, in effect, managing. But we do it through controlling mixture with the relatively crude instruments of EGT and CHT.

Cool, i didn't know there was a term for it, I just figured all my multitasking branches were full. Googling up flow was some good reading.