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Showing content with the highest reputation since 10/14/2018 in all areas

  1. 3 points
    Adamw

    X-SERIES AEMNET CAN BUS GAUGE

    this is all you would need to send lambda from a fury internal wideband to the aemnet gauge. this would be channel o2-1 on the gauge.
  2. 3 points
    Thank for Realdash developing such a powerful app that I don't have to buy expensive AIM racing instruments. My car is Subaru GRB, ej25 with link G4 + thunder. I developed a protocol conversion module using STM32. Then can convert the Can signal of the link G4+ into a Realdash protocol, and then connect to the mobile phone through a TTL to Bluetooth module, so as to display almost all the data on the mobile phone (as long as the PClink can display). Welcome to exchange SM-A6050_20181227180733.mp4 https://www.youtube.com/watch?v=fNeBGatmBSc https://www.youtube.com/watch?v=eKJzVRUp09c
  3. 3 points
    mapper

    Nos control

    I think its much better to have all universal function like virtual aux, timers, 4D, 5D, fual fuel table etc. than a dedicated NOS function. This way you can build your own NOS function excatly how you want it. You just habe to be a bit creative with the universal functions.
  4. 2 points
    Richard Hill

    programmable logic

    I moved away from using generic dash as it employs a compound CAN message, which can be a bit of a mouthful for both the ECU sending and the device receiving. I prefer to use messages which are split over several CAN IDs such as transmit generic dash 2. The only problem with Generic Dash 2 is there's appears to be a bug in the non driven wheel speed (1 byte assigned, but shows as 0-1000kph, guess the text was copied from generic dash). Not a problem though if you aren't planning on going more than 158 MPH...
  5. 2 points
    Im not sure if you are asking a question or making a statement? Of course the fuel table and ignition tables (and all other tables) will need to be tuned to your specific engine before it will run well. It sounds like you dont even have a good grasp of the basic fundamentals yet so Im reluctant to advise you touch it yet. I would not attempt to tune a turbo car with this level of understanding. I would suggest you start by doing something like the low cost EFI tuning fundamentals course here to get a better understanding of the theory behind it: https://www.hpacademy.com/courses/efi-tuning/ If you try to tune without a good understanding of the basic theories then it will just end in disappointment.
  6. 2 points
    Simon

    [UPDATE] PCLink 5.6.6.3564 (on hold)

    Yes it is now ok to run the current release.
  7. 2 points
    Adamw

    What is wrong with my tune?

    I just had a quick look. There is some pretty odd stuff in there. It looks like it has been tuned for flex fuel but there is only one ignition map and no other corrections for ethanol content. Usually E85 can take a heap more advance than petrol so what fuel was that ignition table tuned for? VVT looks like the offsets are set incorrectly. The RH inlet cam is showing 10deg advance when it is in the fully home position. That means it will be getting 10Deg less than what is commanded. The VVT and ignition tables both have big "holes" in them around the cruise area that is going to make it drive pretty horrible. Boost control not working great at all. Fuel control is not great either. I would say this is due to there only being 1 VE table set up, which doesnt usually cover flex fuel well enough especially when injectors havent been flow tested on both fuels. I think the saving grace is you are running it on relatively high eth %, which is relatively forgiving. I wouldnt give it a hard time especially on petrol until it is looked at by someone more competent or interested. If you want to PM me the tuners name I will pass it on to the right people to consider.
  8. 2 points
    Ducie54

    What is wrong with my tune?

    Another look show it's reducing boost target in higher gears but gear detection is not set up correctly. Your vechile speed is showing when in 0 gear.
  9. 2 points
    I would say the timing doesnt look unusally high for 8.2CR with E85, but it also doesnt look tuned at all to me, it looks like someone has just made up the numbers. Why have so many rows with exactly the same numbers on them? You would be better to just delete them all. Seems pretty odd to have the same timing at 207Kpa than you have at 138Kpa. And as JMP says, that big step between 1500 & 2000 is gnarly.
  10. 2 points
    Adamw

    G4 link new E-throttle module wiring

    Attached below. 1&2 are sensor ground. 3&5 are supply voltage (I assume 5V) 4&6 are AP sub and main. E-throttle Module Instructions.pdf
  11. 2 points
    TechDave

    ARF Choice

    http://dealers.linkecu.com/can-lambda CAN Lambda
  12. 2 points
    We see lots of wideband controllers here, the worst for sensor failure are AEM, Innovative seem to be better, there is a noticeable difference as you really don't see sensor failing that often on the LINK CAN Lambda, we put the sensor failures down 100% to the heating strategy not shocking the sensor and allowing time for residual water / condensation to be cleared. The other thing is that the AEM sensor supplied with the kit does not appear to be bosch, but although you could argue that is the reason they fail, replacement genuine bosch dont seem to last that long either. That is the main reason we try and get people to buy the Link sensor and we always ask about the placement of their Lambda bung. PLUS you get EGT with the Link CAN Lambda an invaluable device that has saved my customers $1000's in turbo rebuilds.
  13. 2 points
    Just wanted to clear the VAG coil wiring diagram. These coils have two ground connections when in the OEM installation . One is for the secondary coil - wired to the cyl head. The second is for the coil driver - wired to the chassis/ecu ground.
  14. 2 points
    There we go. Granted the RPM line itself is smoother than what i suspected. Could be because of slow logging rate. What gives it away to me though is looking at the RPM ROC parameter. Thats RPM Rate Of Change. How much the RPM changes over a second. Anything over 0 meens RPM is rising at a certain rate and below 0 means its falling. We bot KNOW you are accelerating so the CRANK is certainly not slowing down, right? However you can see i both my screenshots that the ECU is logging a very erratic RPM ROC. It should ALWAYS be on the positive side when the engine is accelerating. That IS the CAS flapping around. There is also some knock registered in one of the logs. I bet because of unstable timing. Never mind me saying it looked smoother than expected. I just wasnt looking close enough at it. Its actually one of the worst i have ever seen You sir, are going to install a cranktrigger before it breaks down completely
  15. 2 points
    Adamw

    Closed Loop fuel trims

    Yes, in the next 5.6.6 firmware the CLL trim has 2 fully configurable 3D tables, so you can have different limits for adding fuel than for subtracting fuel and have those limits mapped against MAP, RPM, or almost any other parameter you like. I dont think the release is far away.
  16. 2 points
    mapper

    Rotary switch

    I'm using AEM 30-2056 and for Highend Application Motec 9 Position. Doesn't matter much which one you use, it just should give you signals between 0 and 5 Volts. Besides, Adamw / Link ECU that would be a nice Accessory in your product lineup!
  17. 2 points
    Adamw

    Bosch DBW 0280750101 / 82mm

    The Dodge Ram settings from the help file are usually quite a good starting point for most of the Bosch throttles.
  18. 2 points
    Here you go: https://1drv.ms/u/s!AiYbYlZQuRHPn3zpsxhdV-DI1p5D
  19. 2 points
    Stevieturbo

    water meth injection

    You will never see 300psi, nor will 2x1000cc nozzles be as efficient as smaller nozzles. Well other than when the pump is pumping against the closed valve and if the pump has been adjusted to see a higher pressure. In fact, with nozzles that large I'd be surprised if you ever see much over 100psi. The pumps simply do not flow what the suppliers claim, and any pressure claims are against a dead head. I've tested the AEM big pump under load and in the real world at pressures required....realistically they're only around a 1200-1300cc pump, and that was with a quoted 1600cc worth of nozzle...and tested not fighting against boost pressure which would reduce flow further. Even with only a 600cc nozzle...my factory set 200psi pump, could never create 200psi. With 1600cc worth of nozzle, in the car, in real world use max pressure I see is around 140psi....so if using say 40psi boost, that's now only 100psi of effective pressure to inject, so even less flow. But stick a pressure sensor on the line and log it for yourself and use this to control any fuel/spark adjustments, rather than what you're currently doing which offers no failsafe. It's a cheap and easy way to monitor what the system is doing, and could be an eye opener. It's a pity nobody seems to have done much testing on the various systems and pumps out there to prove or disprove the suppliers claims.
  20. 2 points
    Adamw

    12v PWM Output

    The aux outputs have a pull up resistor to 12V, so they are 12V when "off" and ground when on. These can be directly connected to an aux out with nothing extra. As Richard says though, the logic may be inverted ie 0% = max flow 100% = min flow, I have set one up before but cant remember if they work that way or not. What is important though is they need a 3ms "wake up" pulse, so to do this you have a cell in one corner of your PWM table that it will always pass through during at startup (say 500RPM), then you can drop back to normal numbers after that. Use 150Hz frequency and 50%DC to give the 3ms. Read this for the min/max DC: https://www.tecomotive.com/download/PWMinfo_EN.pdf
  21. 2 points
    ayjayef

    Trigger Errors - troubleshooting?

    Good to hear I'm not the only one ever to be confused with that. Even knowing to imagine another wave in the missing teeth gap makes my brain hurt. I can see it sometimes. That fixed it! Was 245deg and now -119deg offset (after a 4deg timing light adjustment). Trigger scope during idle looks good and NO TRIGGER ERRORS! Starts easy now, timing is steady, idle is good. Now we can actually start tuning. Thanks for your patience and odd hours troubleshooting! Log 2018-11-12 9;11;38 pm-idle.llg Trigger Scope Log 2018-11-12 9;08;33 pm-idle.llg
  22. 2 points
    cj

    2JZ Bosch 74mm DBW idle position table

    Did you have a mechanical throttle tuned with reasonable idle before you swapped to the DBW kit? There is no magic number for ethrottle idle and it depends what RPM you want to idle at, and how much ignition advance you have. More ignition = less throttle needed for the same RPM (and vice versa). Assuming roughly stock internals and ~15* timing, you probably want the throttle angle to be about 3-5% once warmed up, and up to 5% higher at 0 Deg. Before you even worry about fine tuning the idle base table, warm up the engine then zero out the idle table, start with your ethrottle target table: the top "0" row - you want somewhere between 2 and 4 in the columns around idle (500-1500rpm?), and either tapering out to 0 above 2-2.5k, or holding around 2% in that whole top row (depends on how much engine braking you want - zero's = more engine braking). The idea here is that once warmed up, the engine should be close to but just under normal idle rpm with the idle table zero'd out (much like setting idle screw on a mechanical throttle). You can only go in 0.5% increments in the throttle target table. you also want to turn off idle ignition control for now as it will confuse things, and make sure ethrottle idle is set to open loop. Now go to your idle base table that you zero'd out earlier, and set the value for the warmed up temp (80 deg C ish) to 0.3 or 0.5 or whatever gets you the idle you want when warm. set this same number for every temperature above 80 as well. Now add 0.5 for each 10 deg cooler than 80. so if your 80 deg idle number was 0.2, 70 would be 0.7, 60 would be 1.2 etc. This should put you in the ballpark but probably slightly high while warming up. Now turn it off and leave it overnight to cool. Once really cooled down connect a laptop, make it so you can see the rpm, target rpm, ECT, and the idle base table. Start the engine and wait ~5 seconds for post start enrich to drop off, then look at which temp you are at in the base idle table. wait until you warm up enough to be dead center of a cell then quickly change it up or down until the idle RPM is correct. Wait a minute or so until your temp is dead center of the next cell, then adjust that cell so idle matches what you want. Just sit there watching it warm up and adjusting the cells as you hit them. Once its fully warmed up, you can look at tuning ignition idle to make it a bit more stable. I wouldnt turn on Closed loop ethrottle idle though until the next firmware as there are currently some bugs in it where it will add in 0.4% throttle angle every time you get on the gas pedal at idle and can work its way up to being too high. You now have a pretty well tuned throttle angle for warm up. extrapolate out from your final values to anything colder than you actually tuned to complete the idle base table. Remember, if you change the ign angle at idle you may have to re-tune this.
  23. 2 points
    Adamw

    Traction control with DBW

    E-throttle is generally too slow to be the primary torque reduction to control slip. I believe there are some ECU's that use DBW as part of the TC strategy but it gets far more complicated - basically they will still use a traditional fuel/ignition cut as the primary torque reduction to get the slip under control quickly, then only reduce throttle if the cut has to be applied for a sustained period of time. I have played with it a little before (you can put slip on one axis of your E-throttle target table if you want to experiment) but found it to be pretty useless. To reduce torque by say 20% with an ignition cut you only need to cut 2 out of every 10 sparks. To reduce torque by 20% using throttle only on a typical turbo car you need to close the throttle by something more like 50%. What's worse is if you suddenly regain traction you then have to move that throttle all the way open again and wait for the turbo to come back to speed before you have full torque recovery.
  24. 2 points
    Hi, Currently with mixture map you set a threshold so that samples within say 25% of the centre of a cell vertically and horizontally. This pool of results are used to contribute towards an average value in the centre of the closest cell. However this means that you've got 25% variation of rpm and load, contributing to a static value in the centre - and you need to throw away 75% (?) of recorded values. I have another idea that can let you use all of the data instead, and improve the results. For simplicity's sake imagine a 4x4 grid, and our current load and rpm point is 25% of the way towards the lower RPM value and 25% of the way towards the lower Load value. If we interpolate these values, as per what the ECU does. Note: I have just titled the columns and rows with percentages to show what percentage of the each cell we are interpolating from. We get a value of (25% * 25* 10) + ( 25% * 75% * 30) + (25% * 75% * 20) + (75% * 75 * 40) = 0.625 + 6.075 + 3.75 + 22.5 = 32.95 is the table value that interpolation produces. Now lets say that you wanted to add 10% to this value. If we just adjust the closest cell by 10%, as per current Mixture Map strategy. Then our bottom left cell changes to 44 so our table now looks like this: If we do the interpolation again, but with the new value to represent running the car again after the update: We get a value of (25% * 25* 10) + ( 25% * 75% * 30) + (25% * 75% * 20) + (75% * 75 * 44) = 0.625 + 6.075 + 3.75 + 24.75 = 35.2 as the new overall value. Which is only makes 6.8% difference to the interpolated value, rather than the 10% we wanted. On the other hand... If PCLink De-interpolated the 10% that it wants to add. Instead of adding 10% to the one cell, we split the 10% addition across the 4 cells based on the same percentage that the value was interpolated from initially. So: Top left cell: (10 * 1.1 * .25 * .25) = 0.6875 Bottom left cell: (30 * 1.1 * .25 * .75) = 6.1875 Top Right Cell: (20 * 1.1 * .25 * .75) = 4.125 Bottom Right Cell: (40 * 1.1 * .75 * .75) = 24.75 = 35.75 is the table value that de-interpolation produces. We were trying to add 10% and this new value produced is 10.5%. So that's pretty good! (The 0.5% error comes from rounding to 3 decimal places in my example) So it's accurate to the provided data in every instance. Which is especially relevant when it's applied 1000s of times across all of the cells. You dont need to throw away any of your recorded data, it all contributes to the cell values. Mixture map is pretty good for roughing out a map initially but because of the inaccuracies of the "nearest cell" method I don't really use it that much anymore when trying to dial in a fuel map. You always overshoot or undershoot unless you set your cell tolerances impossibly tight and have millions of samples. And, since this is all only done in PCLINK rather than the ECU, there's not really any worry about the overheads of the extra maths involved. It's worth having it chug away for a few minutes longer if you can get an awesome result on first or second iteration of Mixture map logging. So - that's my Friday night suggestion. Thanks for reading if you got this far, haha.
  25. 2 points
    mapper

    Closed Loop fuel trims

    Regarding Lambda control error correction table. I spend alot of time to tune these. The base map is adjusted the wrong way around. Because the error correction tables is a % corretion of actual error, you want big corrections like 15% on small errors (0.03 lambda error) and small correction (like 5%) at the biggest error on the table. This is because a fuel film built up first in the ports when big correction are applied. This means it needs several burn cycles to get the whole change applied and measured. This means lambda control applies big changes two or three times for big corrections which leads to Lambda oscillation. On small changes fuel film built up is much less. Lambda change is done and measured much faster and within same burn cycle. This means the Lambda correction can be set much higher, because the change in AFR is measured instant. I have attached a tuned example.
  26. 1 point
    cj

    Trigger1 err

    Sounds like you should run a trigger scope capture while holding rpm at just over 5500, maybe we will see some noise in the trigger signals
  27. 1 point
    I had time to play with this today. It looks like you can make it work as is. In the ECU's that dont have the serial data stream settings visible In PC link, it seems that the "requested short" data stream method is enabled by default. Realdash is compatible with that. In PC Link set the baud to 57600. In Realdash set the baud the same and set it to "use short datastream". Let me know if it works for you. I tested it on a couple of my test ecu's and it seemed to work.
  28. 1 point
    Hi, Any update on serial stream availability for current storm ecu? Thanks.
  29. 1 point
    Adamw

    how to setup launch control for r33 gtr?

    Something like below would be the most basic setup. All numbers are just examples, you will have to see what works best for you. In this example a virtual aux is used to enable launch control when wheel speed is <10kmh. The launch control limits RPM to 5000RPM and retards timing by 20deg. As soon as the clutch is let go and the wheel speed goes above 10Kmh launch control will turn off.
  30. 1 point
    cj

    Really high ingnition values

    If it were mine I would probably only drive it to/from the dyno and maybe to the shops. I wouldn't put any stress on it while it clearly has something wrong with the timing as you dont really know what else might be wrong to cause this, and what damage it's doing in the background. My gut feel is still that somehow your "zero" point is 10 or so degrees off from real TDC. You're showing ~18 deg @ idle, but a car can idle quite happily at 8 with the idle valve open a bit extra, and your injection timing been off by 10deg wont mean much. I'd start with doing the ECU calbration process again, following the setup guide exactly. If that doesnt help, probably rip the alternator belt, pulley, and side timing covers off the engine and make sure that all the timing marks are lined up on the actual crank + cams. The maybe a compression test and/or leakdown test? If you somehow had compression issues you could probably run additional timing without knock as the pressure in the cylinders would be a lot less than it "should be" at the level of boost you are seeing in the manifold. Are there any other issues with the engine? leaks, using water or oil, weird noises?
  31. 1 point
    Adamw

    Modelled fuel critical settings

    The engine capacity setting will mostly just scale the airflow calculation up or down. So if you get it wrong your VE numbers wont quite match reality. Probably not a big deal.
  32. 1 point
    Kenian

    LINK G4+

    I beleive that this is correct - just like a sr20DE i setup recently both trig 1 and trig 2 are driven off the CAS that is located inside the distributor cap and no crank trigger is needed. Ive just had a quick google on trigger setup for this engine and there seems to be alot of info on Megasquirt formums regarding trigger wiring etc. You can most likely get your answers off that.
  33. 1 point
    cj

    Need a quick hand with launch control

    From what youve said about that log being approx 70mph, try 224 as your calibration number for DI1. should put you in the ballpark. Then grab a gps/phone and a straight road or dyno and a friend, hold the speed steady on the GPS, then have your friend bump the number up/down until it matches.
  34. 1 point
    Adamw

    G4plus honda

    Actually, that is not quite right above. Honda's distributor outputs a "rising edge" signal so the connections to our ecu are reverse polarity. If you are fitting an aftermarket trigger, the Crank signal needs to go to pin B16, the cam signal needs to go to pin B12. Our ECU doesnt use the TDC P/M. ECU Sensor ground are pins B11 & B15.
  35. 1 point
    JMP

    [UPDATE] PCLink 5.6.6.3564 (on hold)

    they're listed in the help file with the new version
  36. 1 point
    The MAP sensor is only indicating pressure on one side of the butterfly though - My thinking is since these have a crankshaft driven supercharger and RPM is still high, even with the dump valve open there is likely a large pressure difference inside vs outside the butterfly. I have seen a similar but opposite effect when trying to open the throttle. Some BMW's have butterfly shaft slightly offset from center, so on those if you let them close too much when returning to idle they are sucked shut so hard you cant even move it with a screwdriver or similar.
  37. 1 point
    ClintBHP

    Need Help turning on Car

    Are you 360 degrees out ?
  38. 1 point
    Adamw

    E46 m3 gauge cluster - shift light

    Yes, I have a pretty complete E46 M3 CAN setup. I will post it later when im at my pc.
  39. 1 point
    Change that to : Driven wheel speed source is set to: OFF Non driven wheel speed source is set to: LF Wheel Speed
  40. 1 point
    ClintBHP

    Spark plugs

    Difficult to see the plug looks old but there is a lot going on, the plug is to cold, the timing looks too advanced and the fueling looks ok, you say 11.3:1 but you haven't said what fuel you are using.
  41. 1 point
    ClintBHP

    Gdi spill valve energized +5v

    Do not worry for some reason they have chosen to show the drive circuit, your valve is a derivative of the Bosch HDP Series and the MSV valve is a current not voltage based device, you will need to wire it in accordance with the GDI manual and this is one we can control quite well.
  42. 1 point
    I know of some people that have done this but it’s not a good option in my opinion. Having two separate ecu’s controlling things with no communication between them and little understanding of how the oem ecu controls things is bringing a lot of risk to the party. For instance if the oem ecu cuts fuel as a limiter but your port injectors are still squirting you are probably going to melt parts quickly. With port/DI combos there are many other scenarios where the timing difference between the two injection events can cause very lean cycles also. Fair enough if it’s a junk yard engine with not much value and you are prepared to learn by breaking things...
  43. 1 point
    Simon

    2004 Sti misfire under load V88

    Make sure all filters are on level 1 / low and you might need to lower the arming voltages at higher RPMs.
  44. 1 point
    MagicMike

    PRI News

    A PCLink update!
  45. 1 point
    Adamw

    High low boost setup

    It is still not clear what you are asking but a common set up would be as below. 2 wastegate tables, switched between via your switch. When the switch is off it will use table 1, watsegate will be sent 0%DC, when the switch is on table 2 will become active and wastegate will get 50%DC. These numbers are just made up to give you an example.
  46. 1 point
    A typical situation would be that if the min clamp is to low, the ECU will be reducing the idle by lowering the DC. It will work fine down to say 30% but as you drop below 30% the valve starts to open again getting more open as you reduce the DC which causes the idle to increase and the ECU pulls even more. If the solenoid is full closed at 0% DC then there is no issue with a 0 clamp its only in cases where the valve starts to open at lower DC.
  47. 1 point
    This is not a valve I have seen before but I would expect with three wires it would have to be a solenoid valve. A Stepper usually needs 4 or 6 wires. Start with the min & max clamps set to 0 & 100% then set the clamps properly after you have tuned the base position table.
  48. 1 point
    Rossobianconero

    Ignition timing question

    you just need to tune your engine, any respetable tuner should do a good job on a NA build like yours. I have tune some BMW engines and if you ask me they normally run from 25-28 of advance at wot with everything tune (good fuel map). The base map is always safe so is normal that a final tune has more timing and normally less fuel aswell. If you are gonna tune the engine I would start with the base map not the one from the rally car. Tune the fuel map and then go to the dyno and tune the timing.
  49. 1 point
    Adamw

    Knock control and corrections

    HP Academy have a decent webinar on the subject. A USD$20 membership will give you access to their webinar library. https://www.hpacademy.com/previous-webinars/049-setting-up-knock-control-link-g4-vipec/
  50. 1 point
    except filtering you should use very good quality screened wire on this kind of sensor also Trigger Arming Threshold has major fact on magnetic interference
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