Sutkale

Are you after the TPS based map? I´ll try to send you one. Just throw me your e-mail address.

Exactly. The main fuel table is pretty damn easy to tune with this set up. Once its done just alter the AFR target table, if you want to change your AFR values.

Simon, What´s the point of using 4D table with this kind of set up since the 4D table affects the main fuel table (i.e the numbers in the main fuel table could be changed accordingly?)..?

Here´s one way: "You do not have to make it all that complicated as the Vipec ECU have a very powerful method of mapping this type of engine. You have the fuel table axis set to TPS and the AFR correction turned on. You then map the engine on TPS and the ECU will lookup the target AFR table to know how to change injector time based on manifold pressure changes. You do not need a 02 sensor or wideband for this to work. It is all done with maths. You set the fuel table axis to TPS, and then tune based on TPS, and the ECU looks up the AFR table to know how to adjust injector time as the load (manifold pressure) changes. No 4D or 5D tables are needed."

This is what Ray stated a couple years ago about "one cell tuning" (bolding is mine though..): "Chris, The engine would need retuning. The only cells that would be close, would be any you tuned at 14.7:1 The AFR correction should always be turned on before tuning. It makes tuning faster as the values in the fuel table are flatter. You can tune a cell at 3000 rpm and 100kpa and then copy that value over the whole table and the tune will be quite close for most engines. You then just have to fine tune some of the cells. With AFR correction turned on, the ECU uses the air fuel ratio you have in the target table to apply a correction to injector time. The basis formula is based on 14.7:1 air fuel ratio. 14.7 / Target AFR Value = Multiplication value. Example:- 14.7 / 12.5 = 1.176. The 1.176 is correction used to offset injector time to achieve the AFR value in the table, based on the number in the fuel table cell. It is possible to have a fuel table with just one rpm and load cell. The engine will run the correct air fuel ratio at all other rpm and loads. There is a video by Ben Strader from EFI-101 showing an engine on a dyno with one cell and a full table of cells. The power produced is the same and the air fuel ratios are very close. Using the target AFR table has other advantages. You can change the values in the table at any time after tuning and the engine will run the new air fuel ratio. No retuning is needed. Also this table is very good when tuning engines with big cams or multi throttle bodies. You set the fuel table axis to TPS, and then tune based on TPS only and the ECU looks up the AFR table to know how to adjust injector time as the load (manifold pressure) changes. No 4D or 5D tables are needed."

This is something that I´ve been eagerly waiting for.

What´s the fuel calculation method in this car? TPS or MAP as primary load source? Is the open loop AFR table enabled? I´ve got TPS as primary load source (long overlap cams in turbo engine) and open loop AFR table is ON. This provides rather flat fuel table when the engine is on boost side.

As far as I´m concerned, N/A engines are always tuned TPS as primary load source. With Vipec TPS as primary load source for boosted engines works like charm also.

Okay, I´ll call you one day.

Sounds even better. Gotta put this on the shopping list once the northern winter is over..

Thnx

Just wondering if Link´s display works with Vi-PEC ecus? Looks useful to me. http://www.linkecu.com/products/TuningTools/DisplayLink

yup, I've got 2 wire solenoid and have ignored that setting and it works fine..

Yup, I've got 180 degrees "half moon" trigger on cam and 60-2 on crank and cam level works fine.

Under 1000hp from Supra is nothing... Great work..

This turned out to be a hardware issue after all. Thanks for Vi-Pec / Link staff for replacing the ECU! 8-)

Well, the heat gun showed 75 degrees while sensor showed 125 degrees. In reality the 75 is the real one since I have 78 degrees thermostat, very cold I know. Currently I am in the heat of making tests to my wiring harness due to another reasons but this problem is to be targeted also. However, the readings are correct while the engine is cold and this makes me think the firmware update has something to do with this.

Let us know where you end up with. I suspect the same problem, even though I see even larger difference.

Yes! This fault code exists while runtime values shows 5.05 volts. I am gonna get a report today from my dealer how the ECU is doing in his test bench.

Will do. My dealer will run this on test bench. Did another test yesterday with an external powersource but this time the voltage remained as it should be. Let's see what the test bench says. BTW, on what level the +5v outvolt source should be? My ECU shows 5.05 volts (at runtime values) and puts out a errror code "5v supply error". Thanks!

I've got the latest firmware installed already. :? Vipec is supposedly made by humans, so it must be fixable. I've heard Vipec's customer service and guarantee is on high level and this will be fixed..

Did another test with an external power source (ECU disarmed from the wire harness) and the problem was there after a couple of minutes powering the ECU. Voltage oskillating between 24,5 - 6 - 0 volts. In my opinion this is ECU based problem..

Supply voltage is 12v constantly when the problem appears. This is checked from the supply wire. That makes this so weird as ECU sees different voltage than there is in reality. This makes me think this is ECU based problem.

Disconnect the ECU and connected the ECU directly with auxillary wires to the battery and ECU showed normal voltages. Also harness shows normal voltage from supply wire and ground wires are connected as they should be and showing 0,01 resistance. Connected the ECU back to the harness and the problem came back. I also disconnected different sensors but no influence. Basically the problems begins after a while (app. 5-10 minutes) when the power is connected to the ECU. First 24,5volts and then to 0 volts. Great.. :evil: ECU as powerwise has been working normally for as long as it has been installed but the problems came after a while I swapped to another engine. Whit this new engine the ECU did not have this kind of symptoms for a couple of weeks.

Sensor grounds are for sure connected to ECU's sensor grounds. Funny thing is that this popped up even though the car has been nearly untouched...and had no electrical issues before that. What kinda trigger problems you had? What did you do to fix the problem?