Styp

Any update on this topic? I am still struggling with the ignition timing on this car.

No I use the trigger system of the VVTI engine on a VVTI motor. I have to check if the VVTI cam was frozen at 0, but in the end that should not make a difference... I am super picky with the details, don't like messy baselines...

I adjusted up to 180us and I am still 2 degrees of around 4000rpm...

Hi, I encounter the problem, that the ignition timing is not stable when frozen at 10 degrees. I adjust it well with the frozen timing option and as soon as I rev to 3000 or 4000 RPM, the timing is off by about 4 degrees. So idle is set correctly at 10, and with revolutions of the engine the timing starts to be off. The delay adjustment is in my experience between 60 - 100us based on the R35 COP that I use but this delay doesn't help a number bigger than 200 would be needed! So my conclusion is, that there is a bug in my current setup. What I did so far: Trigger 1 and Trigger 2 is set correctly Trigger Config is 'Default 2jz' Arming for Trigger 1 and Trigger 2 works (car doesn't bog, no trigger errors!) VVT acitvated, VVT offset calibrated! At the moment I have no idea where to look or what to investigate, I tried numerous arming setups checked it with the onboard trigger scope. What I think it might be: Assuming that the 'Trigger' is seen as a 'Trigger' while the voltage jumps above the arming voltage, results in the conclusion that a very steep UP flank is needed! My signal as recorded does not provide such a steep ramp... Is my polarity just wrong? Attached the files for 1000, 2000, 3000 and 4000 RPM. Thanks for the support! Cheers Styp

Nevermind, acceleration enrichment was all over the place - didn't see that one...

Hi Adam, Once it is resolved, I will post an update in the thread. I know it is ridiculously fat - very well aware of that. VVT is fixed for the moment, didn't look into that. Base timing should be set, will confirm - timing drift, is a good input - will check later! If you want to have a look into it: ... Log and Map is attached. Thanks & Cheers! P.s. Guys, just don't use this map!

Hey, I need some input to maybe accelerate the debugging of my map. My 2jz is bogging under load in low rpms (up to 2500rpm), i pulled ignition back a little didn't change a thing. I know very well, that the car runs overly rich in this log, but 0.7 - 0.8 should be very well ignitable with R35 coils, as this is not so uncommon on WOT high boost applications. Working on the Charge Temp Approximation anyway, therefore it is on the rich side of things. Any ideas? Cheers Styp

my bad, i didn't see that one! Thanks! I want to improve the available data for this particular injector even further. @Adamw maybe you can have a look at it to verify the methodology. According to the Ford Racing datasheet for Bosch EV14 0280158117 we know the following values: ALOSL [lb/s]: 0.015913 AHISL [lb/s]: 0.013497 FUEL_BKPT [lb]: 0.0000144400 MINPW [ms]: 0.711 To illustrate my thoughts I drew the following plot: What I know for a fact: The ECU (G4) calculates and amount of fuel needed according to the model used. (Modelled mode only!) The 'model' of the injector is supposed to be linear, maxing out at 47lb/[email protected] I verified the slope of m_high = AHISL -> is within a small range of the linearized slope with 0/0 and 47lb/3'600'000ms FUEL_BKPT is the point at which the low slope turnes into high slope The shortest reproducable injection time is MINPW What I did so far: The crossover of ALOSL and AHISL (m_low -> m_high) is at 0.00001444lb of fuel or 1.069ms 0.00001444[lb] = 0.013497[lb/s] * t => 1.069ms The crossover of ALOSL and AHISL has to intersect at 0.00001444 lb and 1.069ms, resulting in the offset of ALOSL (q): 0.00001444[lb] = 0.015913[lb/s] * 1.069*10^-3 + q => q = -2.584*10^-6 [lb] The minimum pulsewidth MINPW (0.711ms) is the part where the biggest 'difference' of ALOSL and AHISL is introduced: HIGH: 0.013497[lb/s] * 0.711*10^-3 = 9.560817*10^-6[lb] -> minimum sprayable amount of fuel! => 9.560817*10^-6[lb] = 0.015913[lb/s] * t - 2.584*10^-6[lb] => t = 0.763ms The delta at MINPW (0.711ms) -> 0.763ms - 0.711ms = 0.052ms And now the datapoints: Hope that is correct and helps other people to convert FORD characterization to GM characterization as used in Link G4. Cheers!

Hi guys, Will there be a firmware update for the missing MPX bus features? I need two features to finally integrate the last things, and make it a daily driver again! Cruise Control Light in Dashboard TRC Button & Light As far as I know these things run over TALT / MPX. Could you please upgrade the firmware, and the firmware on the daughter-board. Cheers Styp

@Adamw do you know where to get more data for this injector, a FNPW_OFFCOMP up to 100psi would be interesting. Bosch clearly recommends them up to around 100psi. Unfortunately, it is not linear...