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Messages - millerperformance

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Turbo Tuning / Re: E30S50 turbo help
« on: March 11, 2015, 12:36:24 PM »
Hi there, Car looks great!

That is not the Miller turbo tuning package MAF. Did you buy the whole kit or piece it together? The tune should not cut off at any RPM unless you set the RPM limit to something low like 4K.

General Discussion / Re: Prosche 944 MAF + WAR
« on: March 11, 2015, 12:27:01 PM »
Thanks for sharing your thoughts and experience. If don't mind, we would like to copy this thread into the review app for the product page.

General Discussion / Re: Confusion on fuel table function
« on: March 02, 2015, 09:18:16 AM »
The fuel maps are correction values. They can be displayed in a number of real world values, but to keep it simple, we leave them as a raw number where up = more fuel and down = less fuel.

Load it calculated by an equation, not a singular measurable event. Injection ms represents the closest real world thing you can measure and the more load on the engine, the higher up the "load" scale you will be at the given RPM. The number in that cell is used to adjust fuel from the theoretically calculated amount into the real world needed amount.

WAR Software Support / Re: rpm limit resets to 0
« on: February 27, 2015, 08:59:39 AM »
Hey Jack,

I can't replicate this problem here. Using your special file and .ecu file, it always saves properly. Make sure you hit enter after typing a value in. Try using the up and down buttons in the top right of the WAR Chip program. The RPM moves in increments of 40 as that is the way the math works to convert it to a real world number and you cannot get a finer resolution than that. Try saving the file, reopening it and check to see if the changes are still screwing up.

General Discussion / Re: Anti-Theft integration
« on: February 09, 2015, 09:40:29 PM »
That wire is to be tied into a triggered ground via the alarm. When that wire is grounded, the ECU is disabled. It interrupts the signal from the chip and without the data for the car to run, it will not start, cannot start and will never run unless that ground is removed or deactivated.

Naturally Aspirated Tuning / Re: Best tune for this setup
« on: February 05, 2015, 08:39:58 PM »
You can use the 3-5 tunes OR the stock M50 or stock S50 performance tunes as a starting point since you will need to make fuelling adjustments anyway to suit your cam and header mods. You really need a wideband air fuel ratio reading to know what to do with fuel. Some places may be fine, other spots may need more or less fuel, again, it is going to be specific to your setup and the only way of knowing is to know your AFR.

For the timing, you can probably get away with a few more degrees here and there. But, with timing, it is best done on the dyno as you can SEE the changes in power that you might otherwise not really feel on the street when you are doing a bunch of tuning. If timing changes are making a huge difference, you will feel it, but if a degree here and a degree there make 1 or 2 HP improvement, you won't feel that and won't know if your changes are making a difference.

Naturally Aspirated Tuning / Re: Please help me to understand M60B40 tables
« on: February 05, 2015, 08:34:35 PM »
The ECU calculates load in a way you can't measure directly. Or should I say, it is not ONE single measurable thing but an equation of RPM, Mass Flow and the Constant. If you have the means to monitor injection Milliseconds (M/S) you will be relatively accurate as to which column you are in. There is a post on this forum explaining where you are per throttle position and type of driving. I can't remember what section it is in but it is stickied at the top. Idle has it's own maps and you will be in the first column sometimes a mix of the first and second column at all times unless the engine loads up on idle - think of turning on the A/C as loading idle up.

The zeroing out issue is strange. In the morning I will see if I can replicate it and reply on here my findings or suggestions.

Naturally Aspirated Tuning / Re: Struggling to find a balance
« on: February 02, 2015, 09:09:52 PM »
Here is how injectors and tunes work. If a tune is scaled for 19# injectors and you are using a SMALLER injector than the tune is intended for, you will have all sorts of problems. Reason is, base fuel is calculated from the load equation. The equation consists of Mass flow, The injection constant and RPM. Stock, the injection constant is 1, for a higher flowing injector, 1 is reduced by a percentage roughly in accordance to Stock Size/New Size... In the case of 19's, 14/19.

When fuel is scaled like this, the base injection calculation is compensating for the higher flow rate. Meaning, base fuel is being UNDER calculated by ROUGHLY 25% Obviously one can alter the fuel values BACK UP to make up for the lack of initial fuel, but other parameters that you do not have access to through the WAR Chip will never be right and you will always be fighting weirdness to varying degree under different conditions. It may even become intermittent.

Turning the fuel pressure DOWN to have the car run better leads me to believe that you are using something HIGHER than 14# injectors to begin with. As this would only compound the 25% deficiency state above. If you were using 14# injectors and turned pressure down as low as you can go (which I would assume is under 43.5psi) the car should run absolutely terrible. What is the actual fuel pressure you are at?

Trying to fight a mechanical unknown or inefficiency with a tune will never yield the intended results. If you have the WAR Chip, and 14# injectors, try running the STOCK Config PSIK tune. Obviously it is meant for a stock car, but if you are not going to upgrade to 19's and you are in fact running stock 14's right now, you will have a much better starting point and will not end up hating the product since you will not be fighting a miscalibrated setup/hardware combo.

Email us directly and we can schedule a remote connection to your computer to see if we can diagnose it further.

Might have to do with German language version. Please confirm you have these directories:

C:\Documents and Settings\USERNAME\wc

C:\Documents and Settings\USERNAME\Application Data\mpc\Miller War Chip

C:\Documents and Settings\USERNAME\Local Settings\Application Data\ecu

General Discussion / Re: 413 DME reving more then 6400rpm's
« on: January 17, 2015, 08:59:14 AM »
Is your speed sensor hooked up or present but damaged? There is a rev limiter at 6K when there is a problem with the speed sensor. That definitely looks like what's happening there and is not related to the last break point being 6400.

After 6400 the ECU extrapolates data, just like there isn't a break point for EVERY SINGLE RPM during WOT it manages pretty well to 6.8 7K without much change in the scaling.

VMware should work but I have not personally tried it. Thankfully, our Windows 7 and 8 version will be available soon.

General Discussion / Re: 413 DME reving more then 6400rpm's
« on: January 07, 2015, 02:15:41 PM »
The maps are a set size. For Wide Open throttle, the maps are 16x1. Meaning there are 16 RPM break points. The way the RPM break points are calculated interlock them so to speak. A method of "Eprom subtract" is used to calculate the real world RPM. If you change one RPM, it will affect EVERY break point below it in the map.

Obviously, you won't find yourself at wide open throttle at only 600 or 800 RPM even being around 1000 RPM would probably never be seen in a WOT condition. So, when you scale the upper RPMs up, you will have to give up RPM resolution somewhere.

This is not negative per say. This simply means you may have to give up refinement in certain regions of the RPM band. Here is an example.

Pretend that normally, you have some break points down low that are 640, 800, 1200, 1600, 2000

Now say you make some changes above those RPMs to reach a higher MAP RPM break point. Those RPMS limits COULD become something like 900, 1400, 2000, 2400, 2900

That is only an example. We can tweak the scaling to that areas that need more resolution, like peak torque, have good resolution and other areas where the ECU can easily extrapolate data between break points and doesn't need 200 or 300 RPM difference in break points to function flawlessly.

There is always an option of moving maps and expanding their size. However, we will not do this typically as it requires a new .ECU file and a bunch more work. We hardly EVER have had to move a map around to gain more size. Simply scaling the RPM limits differently is all you need to do 95% of the time.

It is possible the computer has decided to permanently reject the device. I would try it in another computer and format it while on that new computer. I have never seen a WAR Chip brick. But I have seen computers lock it out until you reformat it on another system.

Also try uninstalling the driver manually through the Hardware wizard in My Computer.

General Discussion / Re: 413 DME reving more then 6400rpm's
« on: January 07, 2015, 12:32:55 PM »
We can scale the RPM axis to better reflect the higher RPM. However, you will ultimately have to sacrifice some low end resolution.

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