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VtrSp1

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VtrSp1 last won the day on March 5 2022

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  1. @Adamw Sorry, the question is not clear. Yes, I want to use the TPS fuel based map on a supercharged engine because I have a camshaft with a lot of overlap and a very long intake manifold (throttle body > supercharged > intercooler piping > intake manifold > engine). So the only setting I have to do is the TPS Y Axys on the fuel chart and the ecu takes care of multiplying the fuel by the manifold pressure? If I need other corrections can I use the 4D fuel map?
  2. @Adamw thanks for the help, yesterday calmly looking at the logs I understood that the error in my configuration was that. I have another question and it concerns fuel table management. This car has a very long intake duct because it has a volumetric compressor, a large air/water exchanger mounted between the throttle body and the engine head. Having already had some setup experience on this car before installing the sequential gearbox with paddleshift, I had noticed that the downshifting blip was very slow with the gear lever because it suffered from a certain lag between throttle opening and engine rev increase at due to the length of the intake duct. The same thing applied to the touch of the accelerator pedal in neutral or in gear, the response always remained slow. In this configuration I used the Map on the Y axis of the fuel table and although I used a lot of acceleration pump, the engine acceleration when the throttle was opened was very slow to respond. Yesterday I did a couple of no load runs using the TPS (Main) fuel chart as the Y axis and the engine responds much faster. Since the engine is supercharged, the ECU will take care of multiplying the fuel required based on the Map even if I use TPS (Main) on the fuel table. The fuel equation system is set to modeled multifuel as I also use blended ethanol.
  3. @Adamw I installed a sequential gearbox with pneumatic paddleshift actuation, after performing the usual basic calibrations I began to verify that upshift and downshift with clutch worked. Unfortunately sometimes (very often), when I'm in neutral, I press the paddle up or down, the gearshift strategy starts but if I look at the command to the actuator it doesn't happen and I do not hear the shift actuator engage. In the gearshift status I can't find anything anomalous. It's something that happens randomly. I have a clutch switch as a safety between neutral and 1st and reverse. I am attaching the log and the calibration, can you understand why sometimes it doesn't work? In the log it practically never worked except for the last change from neutral to 1st DONTSHIFT.llgx 2023_Rev01-Paddleshift_TPSFuel.pclx
  4. @koracing Am I obliged to do all this posted or will the car simply work with the LinkEcu Plugin in parallel turbo configuration?
  5. @Adamw , I have a request from a customer to install a SupraLink - TS2JZX on a Toyota Supra 2JZ No VVTi with manual transmission. Reading on the website page I could see that it is specified: This ECU will support naturally aspirated, parallel twin or single turbo configurations. Does not support sequential control of the stock twin turbos. What do you mean it doesn't support sequential turbo stock control? What modifications will I have to make on the supra oem if I install the turbo management plugin?
  6. @Adamw ,I just installed the LinkEcu G4X PlugIn ECU for Mitsubishi Lancer Evo4-Evo8 on a customer's car. I did the setup by putting an E-Throttle using the channel expansion harness on the G4X PlugIn. I noticed that after my installation, the ACD is in error, 3 green leds on in the OEM dashboard .. Could it depend on my installation with E-Throttle?
  7. @AdamwWill there be any chance in the future that the team will work on a command mode of the DCT without the external HTG ECU like MaxxEcu does?
  8. @Adamw i have a customer interested in a DCT BMW 7 Speed upgrade on a Honda S2000 ! I tried to document myself a bit and I noticed that many use the HTG GCU control unit which controls the gearbox and communicates in Can Bus with the engine control unit. Is it possible to do this with the Link G4X Xtreme? Have you ever dealt with this topic before?
  9. @Adamw, yes, that's exactly what happens. This is a customer car so if it could be solved it would be great! Let me know if there is any news from the firmware team
  10. @Adamw this is a trigger scope done now with injector connector disconnected and a trigger scope with the engine try to start but stall
  11. @Adamw , After several attempts, the car managed to leave. I connected the Timing Light and checked the timing at 0 ° TDC. If i shifting the offset by 360 ° , the engine don't do any backfire or sign of start. From a first analysis, the reason why it cannot start immediately is that in cranking, as soon as the engine starts up once, the starter motor cuts out. Since I am using the engine start function of the Ecu in normal mode, I tried to set it in test mode so as to be able to keep the starter on for longer. In this condition, the engine gives the first sign of ignition as an explosion, the starter motor slows down and after about 2 seconds of the starter motor the engine starts. How can I try to fix this? Take a look at the screenshot and log with cranking and start start.llgx
  12. @Adamw firmware update with the new version but the car don't start or do a exhaust back fire - intake backfire Any suggestion? PC Datalog - 2022-11-9 3;07;50 pm.llgx Rev01a.pclx
  13. @Adamw, I managed to start the car, I performed the calibration with the timing light at 0 ° TDC. I rotated my camshaft phase sensor holder slightly to space the trigger signal cam by 3 teeth to avoid possible interference. The car often starts at the first stroke, with a bit of accelerator having the 4 mechanical barrell bodies, but often does not start giving backfires in the exhaust. I have tried to modify the treshold trigger for the crankshaft sensor, to increase the filtration level or to decrease it but the problem often appears. When it does not start, however, the trigger errors are not present, 1 trigger error at each start attempt. I am attaching Log with the engine running, log with the engine that does not start, calibration and the scope. Do you have any useful ideas to help me?
  14. @Adamw , Camshaft revolution sensor installed in place of the distributor, I am using a Hall effect sensor derived from Honda K20 camshaft. The tone wheel is a simple, single tooth on the intake camshaft I have run the trigger scope and I am attaching it to you. I tried to do the synchronization with the timing light and i find at -298 ° However, the trigger scope of the cam phase sensor seems strange to me, the signal is very long, why?
  15. @Adamw I managed to do a bit of crank to get the trigger scope, I am attaching it to you so you can tell me if everything is ok. Looking at the trigger scope it seems to me that my Rover trigger system is Rover Kseries 1L6 (14,3,13,2), is that right what I saw? As for the cam pulse, if I select trigger 2, I do not see the possibility to select 1xpulse as when I select missing multi-tooth systems. I think this happens because I have selected a decoded trigger system .. how can I then tell the ecu that it will have to look at 1 pulse for cam? TriggerScopeLog.llgx Rev01a.pclx
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