[Toome]

Originally Posted by Jeff@TopGearSolutions

You can daily Map 2 if you meet the requirements for it or just use Map 5. You should datalog and see how the car responds to both.

It's often a misconception that you should change maps between spirited driving and daily driving, this is actually not the case. Run the map appropriate for your mods and octane and leave it for either driving style.

Since every vehicle and conditions will be different, datalog and seek advice about those datalogs if you are unsure.

3rd gear pulls from 2500 RPM to redline at WOT is the best way to datalog. Find a safe section of road to do the pulls.

I’m flashing MHD this weekend so I’ll be in a whole different element of tuning. Will a BEF help with the consistency of the power or will I still have to get map 6 dialed in?

[Turbod]

The reason map 5 feels "bad" after shorter pulls is because timing corrections happen more often during boost onset. When you do longer pulls you usually have cleaner timing later in the pull. If you log regularly I don't see a problem with putting the same boost values from map 5 into map 6.

[JETmn]

Originally Posted by mike@x-ph.com

Keep in mind map 5 changes power because the Jb4 thinks it is not safe to target this boost level under certain conditions.
Its dangerous to copy map 5 boost levels on one condition and just assume they are good for all conditions.

If you are looking for max safe power, get BMS or some tuner to create map 6 customized for your car

And I said above that you need to log to make sure your car is ok with it and probably pull out a little boost from map 5.

The issue with map 5 is that during partial gear pulls it will cause it to make adjustments to the map for things that really aren't issues. Like if you run 3rd gear up to 5500 and let off, it will see overboost or something there and start to slowly make changes. Eventually those changes add up to a poor map and you have to reset map 5 and do your baseline pulls again. If you just make a map 6 this doesn't happen.

[Toome]

Originally Posted by JETmn

And I said above that you need to log to make sure your car is ok with it and probably pull out a little boost from map 5.

The issue with map 5 is that during partial gear pulls it will cause it to make adjustments to the map for things that really aren't issues. Like if you run 3rd gear up to 5500 and let off, it will see overboost or something there and start to slowly make changes. Eventually those changes add up to a poor map and you have to reset map 5 and do your baseline pulls again. If you just make a map 6 this doesn't happen.

So best thing to do for a good map 6 is to reset adaptations, do a couple 3rd/4th gear pulls, look at a log and set map 6 about 0.5psi below the target values at each RPM?

[JETmn]

Originally Posted by Toome

So best thing to do for a good map 6 is to reset adaptations, do a couple 3rd/4th gear pulls, look at a log and set map 6 about 0.5psi below the target values at each RPM?

That would be a very good start. Make sure you log after setting map 6 also. You don't need to do 4th gear pulls, just 3rd gear from 2k to redline. You need at least 3 of those pulls, I like to do 4 or 5.

Log once in a while also, especially after you get fuel, and definitely if you get it from a different source than normal.

[Poosik]

I'm running a FBO 2014 335xi with 2 step colder ngk plugs with ONLY 93 octane gas.

This is what is really confusing:

Timing drops start to occur as boost raises above 11 psi as evidenced by an increase of "AVG ING".

On map 6- I can set PSi up to 17psi and stock turbo charger will meet that PSi BUT will drop timing.


So I dont get it...

1. How would a larger turbo with more boost make more power if timing drops are already occurring at 10 psi or so....

2. Maybe we need to adjust AFR to go richer? - cooler?

[JETmn]

Originally Posted by Poosik

I'm running a FBO 2014 335xi with 2 step colder ngk plugs with ONLY 93 octane gas.

This is what is really confusing:

Timing drops start to occur as boost raises above 11 psi as evidenced by an increase of "AVG ING".

On map 6- I can set PSi up to 17psi and stock turbo charger will meet that PSi BUT will drop timing.


So I dont get it...

1. How would a larger turbo with more boost make more power if timing drops are already occurring at 10 psi or so....

2. Maybe we need to adjust AFR to go richer? - cooler?

17psi is probably too aggressive on 93, you should be looking more at the 15psi range.

A bigger turbo is more efficient, so the air going in is cooler. With it being cooler it is more dense, so a bigger turbo will make more power at the same psi.

What AFR are you at? The sweet spot is 12.5-13 for most of these cars.