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Wuppet

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  1. Hoping someone can clarify the time period in which a TPS delta change must occur to enact enrichment tables? I have just converted from 98 to E85 and really cant get a handle on the Acceleration enrichment - seemed ok previously from a driveability point anyway. My issue is a most of the time im not getting any enrichment resulting in lean periods until tps stabilises and then it levels to fuel map and seems ok ish - eg TPS change from 24.7 to 31.6% in 0.25 sec does not give any enrichment further climb to 42% over total of 1.1 sec still no enrichment - during this period Lambda climbs to 1.2 before then stabilising back to 0.98 which is pretty close to my target of 0.95 - total RPM change 2770 to 3315 Accel sens - 200 deadband 2% hold 10 decay 4% Is it just a case of the tps change isnt sufficiently quick to register as tps delta. Log attached -great example at 3.34 Any advice appreciated 440 Plymouth Blown Tune - E85 tune 3rd Jan 2024.pclr Log 2024-01-3 6;33;15 pm.llg
  2. Hoping someone out there might be able to assist. I have a g4+ Thunder - looking to setup water meth injection primarily as a cooling/detonation suppressor - maybe later to allow more HP - it is just a streeter Engine is a 496 Chrysler (approx 10.2:1) with GM 6/71 and joe blo low profile injector hat (kinda similar to bug catcher with 8 efi injectors inside) currently 3% underdriven and only making map of max 19psi, mgp approx 4.4 - getting very hot and getting some obvious detonation No kits do what I want so I am going to build from parts - any suggestions on suppliers appreciated. Plan is 2 injectors - 1 each side in the underside of the hat just behind butterflys - 90 degree adapters to dash 4 connectors, braided line back to T piece Little lost from there as to whether I need a solenoid that I then PWM via SSR or whether I go straight to pump and pulse it - I cant see that I need to spend bucks on external controller when the ECU should be able to do it all. AND what do I do from the ECU to control it - how -what table - etc. Would appreciate if someone can assist with suppliers and a how to for dummies! maybe an example table??? Cheers!
  3. Some feedback - I believe my issue was caused by noise on power line, I was drawing from same busbar as among other things the fuel pump. I have now run power direct from battery via relay and some of the sensors that previously would not reach temp are working, whilst some are not I have had the same two that previously didn't work in it for a reasonable number of road tests and shed tests without failure
  4. Will check that, these logs were from cold start, pretty sure that the ecu delays heating sensor until engine running sensors installed just after header collector facing around 2 & 10 oclock downwards
  5. Hoping for assistance. I have always had trouble with sensors failing, typically just dead no readings, put a new one in and off she goes again. at a guess 7-8 in last few years on a street car that is driven very little, although I play with combos a lot. Thunder g4+ ecu Latest setup is with 6/71 on the 496 - EFI through hat 1 of the sensors was not reporting so I replaced both with "cheapies" after deciding that the genuine (all previous) dont seem great - immediately nothing from both - I put the good one back in and still nothing. After some research here a suggestion was to add all the error reporting parameters to try and determine what is happening. Can see that I have probably been throwing good sensors in the bin, just cant see why. I have again today checked the wiring on both sensors - each wire back to ecu plug (and to ground and each other pin to ensure no short somewhere) and the power is supplied via fused 30amp relay which is switched at ecu power on - checked that it is constant 12v Got me stuffed! I have attached map and log file whilst it had 1 dud sensor,another log is after replacing both, third is after putting "known good one" back in - in chronological order Is the "pulsing on" and off (see lambda tab and log files) an indication that they are damaged? Hoping you folks can have a look at the logs etc and offer some ideas.
  6. Wuppet

    Wont start

    Thank you - was going a little crazy - bit confusing - I initially put the wiring for the coils into the ecu in firing order, then discovered they needed to be just in cylinder order, so I assumed that this would be the same. I really appreciate your assistance
  7. Wuppet

    Wont start

    Now Im really confused Ive changed to 1 tooth per tdc with sync position after cyl#8 (No 2 piston, which is before piston 1) V8 with Crank wheel with 4 magnets - hall effect sensor - Falling edge, Cam - hall effect - falling edge - sync mode=cam pulse 1x (this physical unit produces output of "cam level" reading - half high, half low - am i right to think it will simply activate of falling edge as if it is one tooth?) 1 Magnet on trigger wheel aligns with TDC 1 Physical location of cam sensor - the "interrupter" exits the field (changing from 4v to 0) at a point approx 48 degrees BTDC this point is between pistons 2 & 1 in firing order Physical location of crank sensor is such that the TDC magnet will pass it approx 28 degrees before reaching TDC I have set base timing to 28 BTDC It no go! When I put timing light on the TDC mark is approx 180 from timing mark. What am i doing wrong??
  8. Wuppet

    Wont start

    Adam, you are indeed correct - the wiring for the jeep sync sensor is opposite to what is in wiring diagram I now have running except with odd activation of the RPM limit - I have one log where the RPM limit activated twice in the first example rpm was at 5661 then 0.001sec later at 7500 which is the trigger point for the rpm limit i have set, just no way the RPM climbed that rapidly, I looked for this same jump in the second activation and zoomed right in there is no such jump (went from 5323 to 5366) and yet the activation occurred Im thinking some sort of trigger issue so would like to check if I am correct in my thinking for the setup - trigger scope attached I have a purple "cherry" sensor on crank trigger set to rising edge - v8 with 4 magnets on disc Cam sync set to falling edge Trigger set to multi-tooth Timing - i have set cam sync so that breaker is exiting the sensor field as cylinder 1 is approaching TDC - am I correct to think that this is going to provide the falling edge? - oddly the positioning of this would occur approx 50% of the way between crank magnets which is not how it appears in scope. The crank sensor will be in the window of magnet approx 30 BTDC When I do the "set base timing" using 0 as reference i need to add -15 as the offset - possibly picking up magnet before but again timings dont make sense to me Any ideas appreciated! Could I set this combination trigger mode to 1 Tooth per TDC and set it to "after cylinder 2"??? Trigger Scope Log 2022-08-13 1;37;21 pm.llg
  9. Wuppet

    Wont start

    Folks, Hoping for some assistance, ive looked at this for days and cant see the issue. 440 Mopar Vehicle has been running fine - then wouldnt start with triggerscope showing no cam sync - previously had issue with dual sync distributor so i decided to replace. Replaced with crank trigger (cherry unit - set to rising edge), cam sync sensor (stock 4.0 jeep unit - set to falling edge) and IGN1a coil for each plug. Have tested that each coil fires in test mode. trigger scope shows both signals although timing may not be ideal Got to putting timing light on to check timing but not getting any firing. Ive got to be missing something very basic just cant see it! Any ideas? Screen grab of trigger scope attached Also - when i do a trigger scope and save it I only get part of image - is this due to screen resolution?
  10. Can anyone advise the manufacturer of the connectors used on the Thunder ECU. Need to purchase additional pins - almost impossible without know what the connector is.
  11. Hoping for some advice on setup. G4 thunder 440 v8 Had vehicle running sequential injection with dual sync dizzy, single spark. Previously had turbos so even has fuel map boost dependant. Just put 6/71 Roots blower on it, fabricated a plate with eight injectors between blower and bird catcher hat. With the injectors all in close proximity do I need to be changing from sequential to multi-group? My thinking here is that the engine still requires the same amount of fuel just be getting mixed up a bit???? If I need to change what sort of changes should I be making overall to the fuel volume? Assuming that I can't fire injectors at same rate or will over fuel. Also considering wiring in crank trigger which is already mounted, 4 magnet style which will obviously force the change to group injection, any thoughts or advice on this Appreciate any words of wisdom Cheers Stew
  12. Wuppet

    Ignition issue

    Where would i find instructions to do triggerscope The rpm during cranking showing 0
  13. Wuppet

    Ignition issue

    Hoping for some direction or advice. Have Thunder running 440 mopar, single ignition output to msd6al2, using a fast dual sync distributor as trigger. Bit of background that may or may not be related Have had ongoing issue with msd blaster coils failing ( 4or5 lost count)and while back upgraded coil to ms hvc 2 coil this seemed to solve the issue. Until yesterday when ignition again failed with no spark, swapped coil and worked again for long enough to get me a short distance before cutting out again. Towed vehicle home and then tried again and it fired, swapped back to hvc coil and it worked too. Was suspicious of the 6al2 box and tonight went to do some diagnostic, found car wouldn't start at all, tested the msd box by shorting signal wire and got spark so not it. Would seem that msd box is not getting trigger signal from ecu and i am trying to figure out why - possibly the ecu not getting signal from the dual sync distributor. I have logged attempting to start, just not sure how to look at the triggers to see if they are working, i assume that i could see the signal from each of the triggers and our signal to the ignition output - if i knew how When initially turning over the fuel pump is triggered so thinking one of the triggers is atleast working. Any assistance is much appreciated Cheers
  14. Wuppet

    Lambda spike

    Hoping for some advice, attached are some screen grabs - concerned about the lambda spike after deceleration from boost situation, obviously these are sufficient to activate my protection for high lambda. What can I do to control such?
  15. Folks, Thank you for advice, believe i will take a different course. Haven't got temp sensor on to know how hot, but hot enough that can't touch lines and could hear fuel bubbling in tank, i assume boiling. Main issue is underbonnet heat and location of fuel lines running close to headers, cannot see that i can relocate fuel lines which are already wrapped so will investigate wrapping headers. May need to introduce so sort of chiller as well. Problem has really only presented on insanely hot days on long run, so not major issue
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