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Sutkale

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Everything posted by Sutkale

  1. Here´s the log file and pcl file. Daves_run.pcl Runs that are worth of looking are on 6.55, 8.50 - 8.55 and 11.57 - 12,04 mins. At the beginning of file a bit revving on standstill. Engine did ran much better with new trigger sensor cable on 1st and 2nd gears even though trigger error counter saw plenty of errors. Am I seeing misfires here? That would be quite odd since at higher load (2.5 bar with fat fuel) there is not such symptoms. EDIT: Forum does not accept log file to be attached. Dave, could you please send me your email via pm.
  2. Hi Dave, Yes the signal is shared with factory ecu. Have tried it unconnected, but no difference. Will test your map as well and do test runs accordingly. Will test new screened cable at sensors end since the cable (first 40 cm) is oem sensors cable.
  3. Thanks Dave for watching! 4D fuel is waiting to be tuned. Fueling is consistent with lower boost levels, but appearing on a bit on richer side than targeted on higher boost levels and I´m planning to fix that with 4D tune. So far having seen any issues with lower numbers set on main fuel table - ain´t they only reference numbers for VE calculation? As adding the charge temp tuning option are we heading to a real VE-tuning later on? And yes, I am running CDI which results a flat table. As the trigger arming voltage, setting the voltage on higher level do not really help, it actually gets worse for a reason or another. We have to remember that the issue here is trigger errors occur on standstill revving and on 1st and 2nd gear when rpms rice fast. When running on 3rd and higher gears I get error free runs as the rpm ramp rate is slower.
  4. and a screenshot from the logger while the error occurs, rpm spikes up to 65500 and injectors dumps heavily fuel to the engine and acts as an launch controller since boost increases while car is standstill.
  5. Here´s the pcl file: Volvo_GarretGTX_2.pcl
  6. I did go through all the earths and we´re seeing 0 ohms almost everywhere, so this can´t be a grounding issue, I guess... How low has the volts drop in Trigger 2? Haven´t done nothing to trigger 2 so far, being more interested in trigger 1 behaviour. As concerning the latter, I changed the OEM crank trigger cable (all the way from the sensor itself, which is app. 40 cm long) to a screened cable and that made the trigger 1 signal better looking. Gotta test that on the road how it goes. Will send the pcl-file soo if the forum let me to upload files.
  7. I am using cam level for the sync mode, thanks for confirming.
  8. The manual states the following in respect of the sync mode; "Multi-tooth / Missing Requirements · When the Trigger Mode is set to Multi-tooth / Missing the sync tooth edge must occur within a green 50% zone as shown in the image below. · The sync tooth edge(s) must also NOT occur in the 'missing tooth gap' or within 30 degrees (crankshaft revolution) of the tooth after the gap." What is actually the 50% zone above? Within 50 % calculated from the "centre" of crank revolution / between missing teet on crank?
  9. Here´s a link to the scopeshot: http://i87.photobucket.com/albums/k133/ ... 5ee539.jpg
  10. Hi Dave, Yes I have tried different setting on trigger voltage. According to my scopeshots, it is showing about 12 - 14 volts as a peak voltage so trigger voltage could be around 6 volts at high rpms. However, it works best at 2,5 volts for some reason? ECU is grounded to head not block though! ANy difference? Groundings everywhere shows pure 0 ohms measured between different grounding points. One thing that may have something to do with this, is the alternator. Just noticed that it propably sucks energy while engine is not running and keeps a whining sound. Gonna try 10K ohm resistor in VE+ wire in next few days. I red from Motec and Megasquirt forums someone´s been able to fix a similar type of issue with that. Okay too a scope capture yesterday and it shows a higher voltage peak after missing teeth than previous shots at higher rpms: EDIT: Forum says "attachment quota has been reached"..? Cannot add the attachment.
  11. Hi Dave, Hi, Yes I have tried different setting on trigger voltage. According to my scopeshots, it is showing about 12 - 14 volts as a peak voltage so trigger voltage could be around 6 volts at high rpms. However, it works best at 2,5 volts for some reason? ECU is grounded to head not block though! ANy difference? Groundings everywhere shows pure 0 ohms measured between different grounding points. One thing that may have something to do with this, is the alternator. Just noticed that it propably sucks energy while engine is not running and keeps a whining sound. Gonna try 10K ohm resistor in VE+ wire in next few days. I red from Motec and Megasquirt forums someone´s been able to fix a similar type of issue with that. Okay too a scope capture yesterday and it shows a higher voltage peak after missing teeth than previous shots at higher rpms: EDIT: Forum says "attachment quota has been reached"..? Cannot add the attachment.
  12. The newest one: "5.1.0.2009 Firmware / iVTS". Actually I updated to the newest one and the issue got worse but I relocated the battery at the same time.
  13. Dave, That's 2 litre 4 cyl Volvo engine. First shot is taken at 2000 rpms if I remember right, that explains lower voltage I guess. Trigger arming voltage at high rpms is now 3 volts and changing them higher does not really change anything for some reasons. Haven't tested that on higher loads though.
  14. Dave: Gotta check the ECU earthing issue, but there´s 2x50mm2 earthing cables between block and chassis. Managed to capture a shot from the crank trigger at around 6500 - 7000 rpm, though no trigger errors at that very moment... :twisted: First tooth after missing teeth seems to spike a bit but the voltage drops well below 0 anyway. Gotta change spark plugs and check ECU earthings also and test the crank sensor with different air gaps as a next task. Still can´t understand why this issue is present only when the rpms rise quickly.
  15. Okay now I understood it. Any ideas what to do to get the voltage to zero level as it should? Thanks!
  16. Hi, Dave: Trigger 2 type: Optical / Hall, Trigger 2 Filtering: Level 1 (low), Trigger 2 Pullup: ON,f Trigger 2 Edge: Falling, Sync Mode: Cam Level. The engine is aluminium 2.0 litre Volvo 4 cyl engine fitted with Garret GTX4202R turbo. Cam sensor is DENSO and the outlook is similar to this one: http://www.autopartswarehouse.com/sku/O ... 00528.html. I am under impression that there is not usually issues with Hall sensors, but I can be wrong for sure. Haven´t checked the distance between sensing tooth and sensor but will do this on coming days. Simon: I also noticed the high voltage peak after the missing teeth. I think the crux over here maybe the depth of the missing teeth since it is on the same level as the surface between the teeth (as what I remember) causing voltage spike on the first toot after missing teeth and hence ECU loosing the sync. Would it be beneficial to increase the air gap between sensor and flywheel teeth? That would lower the voltage spike? As a rule of thump increasing the air gap is good for sensor performance at high rpm but would cause some issues at cranking since the voltage provided by sensor is so low at that moment. As the Trigger2, what do mean by "Trigger 2 is sitting a bit above ground"? Sorry for the language limitations.. ? Gotta study the oscilloscope use first, then try to capture the signal.
  17. Hi, Have had some unsolved trigger issues for a long time in certain conditions but now thought to tackle the issue, since it somehow got a bit worse when I relocated the battery. The symptoms are roughly as follows: 1) Revving the engine standstill, trigger error comes in at app. 7000 rpms, causing 10-15 errors -> rapid rpm ramp rate 2) First gear, trigger error comes in at app. 7500 rpms, causing 10-20 errors -> still rapid rpm ramp rate 3) Second gear, trigger error comes in at app. 8000 rpms, counting up to 10 errors -> slower rpm ramp rate 4) Third gear and higher, the engine can be revved up to 9500 rpms and no trigger errors if there´s grip available and rpm ramp rate isn´t that high. Trigger mode is MultiTooth/Missing, Tooth count 60, Missing Teeth 2, Trigger 1 type Reluctor. Trigger 2 type is Optical / Hall. Reluctor sensor is Siemens 2 wire sensor. Changing trigger 1 filtering higher will make the issue even worse and adjusting trigger arming threshold does not really help, using now 2,5 - 3 volts at higher rpms seems to be the best option so far. It is obvious that rpm ramp rate has something to do with this since the things get worse when rpms rice fast. Any ideas how to get forward with the issue? Or is this a mechinal and related to trigger wheel shape especially to missing teeth shape? Just got a cheap picoscope on my hands and thought to play a bit with it, if that would provide me some help and see how the signal behaves when the issue occurs. I don´t know if ECU´s own trigger scope is capable of recording signal on high revs? I attached a screenshot from the signal taken by ECU´s own trigger scope when trigger is error free.
  18. Thanks Dave, I´ve noticed new functions and made changes accordingly like the ones under Fule main tab. It´s a bit unclear to me if the firmware changes have an affect to trigger since I started to get trigger errors. I´ll take some time to read the update notes and make required changes. Is the update notes available as such since I could read them elsewhere than in car while making new update to firmware?
  19. Guys, I installed the latest firmware and software to my i88. Once the ECU connection is established, there´s a warning message screen that "Value out of bounds" and showing that different values (in each warning screen) like Fuel blend, Quick tune AFR X-axis, cam position blaa, blaa, etc. I get rid of them by tapping "Ignore" on each screen. How to get rid of this? Very annoying. :twisted: There´s nothing wrong with the settings as such.
  20. But, we´re lucky to have such a great ECU and retune of the fuel table took only 15 minutes driving back and forth...
  21. New firmware / software tested quickly. Had to make rather big changes to main fuel table on light load once putting right settings under fuel main settings (charge temp was not used). Was running really rich before retune on new firmware / software with old fuel table numbers. I´ve got 1998cm3 four banger engine with big cams and practically only minimal vacuum at idle. Couldn´t make any high load pulls since turbo compressor wing is a bit damaged, but on "higher" load need for fuel map changes obviously aren´t that much.
  22. So is this function used as to fuel calculation? Haven't noticed this, is it in newest firmware / software?
  23. There´s NGK Wideband calibrated to software. It seems that the product has been changed to cover wider range of AFR than the older version. The latest version is using also NTK sensor. Now, I´m just wondering which model is calibrated to software, the older one or the newer one? The old one: http://www.ngksparkplugs.com/products/p ... p?mode=nml The newer one: http://www.ngksparkplugs.com/products/p ... p?mode=nml
  24. What's the problem with dual or staged injectors? I am running 1000 + 1200 and no issues.
  25. There´s trigger scope function in i88. Any chance to add trigger scope function as part of a logging feature. Would be a good feature to trace trigger issues since misfire can also cause trigger error though having nothing to do with real trigger issues.
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