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jigga009

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  1. Like
    jigga009 reacted to TXFlyGuy in Open Loop Mode   
    Part of the problem is our exhaust stack is very short in length of the tubes (think P-51 Mustang Rolls Royce).
     

  2. Like
    jigga009 reacted to Adamw in Setting up individual Wide Band sensors on a G4+ plugin Evo 8   
    Attached is the stream 1 file to assign the AEM device to Lambda 1-4.  You can re-program the Link CAN lambda to lambda 5 in the "CAN devices" tab of the CAN setup.
    AEM 4ch stream1 - Lam1-4 ID31.lcs
  3. Like
    jigga009 reacted to Adamw in Setting up individual Wide Band sensors on a G4+ plugin Evo 8   
    It is not possible to decode them all since they are sent as bit fields.  The stream below will give you the common errors for Lambda 1 using the CAN DIG inputs (you can view these on the runtimes screen).  Set it up with ID 431, extended format.
    CAN DIG 1 will indicate "AFR1 Ready"
    CAN DIG 2 will indicate "AFR 1 Heater open Error"
    CAN DIG 3 will indicate "AFR 1 VM Error"
    and so on down the list.
    The LED's on the device give pretty much the same information so Im not sure how useful it is.

    AEM Errors ID431.lcs
  4. Like
    jigga009 reacted to ClintBHP in Comparing and contrasting wideband O2 options on the market.   
    We see lots of wideband controllers here, the worst for sensor failure are AEM, Innovative seem to be better, there is a noticeable difference as you really don't see sensor failing that often on the LINK CAN Lambda, we put the sensor failures down 100% to the heating strategy not shocking the sensor and allowing time for residual water / condensation to be cleared.
    The other thing is that the AEM sensor supplied with the kit does not appear to be bosch, but although you could argue that is the reason they fail, replacement genuine bosch dont seem to last that long either. That is the main reason we try and get people to buy the Link sensor and we always ask about the placement of their Lambda bung.
    PLUS you get EGT with the Link CAN Lambda an invaluable device that has saved my customers $1000's in turbo rebuilds.
  5. Thanks
    jigga009 reacted to Adamw in Comparing and contrasting wideband O2 options on the market.   
    Many devices have configurable bit rate.  The Link CAN Lambda can do 100, 125, 250, 500k & 1M so it should work with nearly any other device.  The 14point7 one I believe will be configurable bit rate.  The AEM X-series is not configurable as it was originally only designed to work on their "AEMNet".  Emtron (HV Electronics) is configurable, Motec is configurable, Ecotrons is not.
     
    I believe that is possibly bad wording to not give away his source. I believe they come from an OEM application, they have all the correct markings on them and none of the signs of the typical clones.  They have a longer cable on them than the common aftermarket LSU4.9.  I have installed probably 10 of his Spartan 1 & 2's over the last few years and have not had one fail or play up.
     
    The Lambdatronic LT4 is their highend one, the retail is around $4000.  They have a more consumer level device, the LT2, for about $1000.  https://www.streamlineautomotive.com.au/lamdatronic-lt4-lambda-to-can-module
     
    Really, it seems like you may be over thinking things.  Any of them mentioned in this post will do a fine job.  The Link one will give you a few more fail-safes in terms of CLL control if you intend to run CLL full time and possibly longer sensor life due to the more correct heating strategy.  The 14point7 one duplicates our CAN Lambda stream so that will have the same fail-safe functionality.   The AEM one is faster than all others I have used but will not disable CLL when there is a sensor error and there may be a possibility of shorter sensor life depending on who you believe.  I know a couple of professional tuners here and in Australia that use the Ecotrons ALM as their main tuning tool and rave about how good they are and I have never heard a bad thing about them so they seem good.  I know Innovate have a CAN bus one coming out soon (LC3) but I would avoid that at all costs based on experience with their previous products.  
     
     
  6. Like
    jigga009 reacted to Adamw in Comparing and contrasting wideband O2 options on the market.   
    I will give some comments.
    The Link CAN Lambda was designed specifically to work with our ECU, it has bi-directional communication so not only is data received from the device but the ECU also sends data to it.  This allows the proper warm-up strategy to be applied during start up, EMAP compensation can be applied correctly for situations where there is back pressure and if a sensor is reporting an error condition the ecu can disable CLL or in the case of multiple sensors, ignore the failed one from "lambda average" calculations.  The stuff like temperature, heater voltage, etc are mostly only used for diagnostics. 
    Most of the 3rd party devices will have no receive - they only transmit data so they dont know if the engine is running or how long it has been running for to apply the correct warm-up strategy (potentially shorter sensor life).  Many of the 3rd party devices will send some sort of error or status message but in many cases it is not in the format that our ecu needs it to be able to do stuff like disable CLL.  In some cases you will be able to log these errors but unlikely act upon them.
    I have used a few of the X-series AEM's on budget installs and they have worked ok for me to date but I do hear/see some reports of short sensor life with them more often than others.  To get the extreme response speed they certainly dont use a Bosch chipset or control the sensor in the way Bosch designed it to be so sensor life is possibly a side effect that.  Some claim they are not using a genuine Bosch sensor either.
     
    Yes, an ecu controlled relay is a good idea.  It still wont give the proper heat up strategy but it is better than nothing.  
     
    No.  Free-air cal is not particularly useful in my opinion, it was something made famous by Innovate as they didnt use the Bosch fitted calibration resistor.  Air has about 21% O2, exhaust gas has none when less than 1 Lambda.  So it only calibrates on the lean side of the curve and even then it is like trying to calibrate your precision 1volt voltmeter using a 2000V source...
     
    Ecotrons ones have a good reputation - I have never used one myself but only ever hear good comments about them.  If you are not in a big hurry I know 14point7 are releasing a CAN bus "Spartan 3" soon, I tested a prototype a while ago.  I use his analog ones for most of my budget installs and have very good success with them.
     
     
     
  7. Like
    jigga009 reacted to Greg W in Comparing and contrasting wideband O2 options on the market.   
    Another thing to consider if your using the Can (as i  found out the hard way )  is the data rate  for communication , its not often listed in the specs  but critical if your using more than 1 devise
    AEM X series  is 500kb 
    Link CAN Lambda is 1000
    I have a mounted but unused AEM if you  need one
  8. Like
    jigga009 reacted to Adamw in Fuel Pump control issue... G4+ not commanding secondary pumps on.   
    I don't see any problem with the set up.  Why is Aux 7 set to high polarity tho? if it works like that it would suggest there is a problem with the wiring.  polarity = high means it works inverted to normal, so the aux output is off to command the fuel pump to turn on?
  9. Like
    jigga009 reacted to Adamw in Fuel Pump control issue... G4+ not commanding secondary pumps on.   
    you  can def activate more than 1 aux in test mode.  but the way you have it set up now, your aux 1 is sending out a ground when on, aux 7 is sending out 12v.
  10. Like
    jigga009 reacted to Ducie54 in Fuel Pump control issue... G4+ not commanding secondary pumps on.   
    This is how i would wire it. Start with basic triggering before PWM pump so you know all 4 work. Sorry about the crap paint skills

  11. Like
    jigga009 got a reaction from R24 in Issue with oscillating/bouncing idle when at operating temps   
    For quite a while I've had an issue with an oscillating idle especially during the winter months with a built Subaru application. We first came across it on my V88 ViPec ECU, but could not do too much about it given that I was out of tables on the ECU to bring online certain features such as idle ignition control. Since moving to the G4+, I have been able to activate the Idle Ignition table, which seems to have helped things out especially on warmup from cold, but I'm finding that when up to temperature, the oscillation seems to return, and the ECU appears to be bouncing into parts of the ignition map (i.e. at 2500rpm) that it shouldn't really be doing, given that target idle is more like 1200rpm, which is contributing to the oscillation.  As is now, when sitting at traffic lights, other motorists could easily be forgiven for thinking that I was trying to instigate a race, given how it sounds as if I am constantly blipping the throttle.
    This isn't much of an issue at all while the engine is warming up, but tends to become a lot more prevalent once at operating temps.
    I have taken a log and map for your perusal. If any of our resident experts knows what I need to be adjusting, I would very much be grateful. 
    Map 1.1.pclr
    Map 1.1 Idle log - Log 2018-01-20 9;54;42 pm.llg
  12. Like
    jigga009 got a reaction from R24 in Issue with oscillating/bouncing idle when at operating temps   
    Thanks Adam, will do. I will set the idle ignition lockout back to the previous value which kept it off. I know the idle is not perfect yet, but compared to where it was before, it's a night and day difference so far. The map was ported over from my Vipec V88 where it was controlling the fans as they should.  It seems there are a few settings that get lost in the translation when making the upgrade. I will report back with logs and the updated map soon.
    Thanks everyone for your contributions so far. I'm extremely grateful!
  13. Like
    jigga009 reacted to ClintBHP in Issue with oscillating/bouncing idle when at operating temps   
    Ok thats starting to look better, the main issue now seems to be that you have very poor vacuum, do you have a leak, or is the MAP sensor reading incorrectly ?
     
     

  14. Thanks
    jigga009 reacted to Adamw in Issue with oscillating/bouncing idle when at operating temps   
    The ecu is not entering idle control or idle ignition control because the base position table is commanding the valve open too far so the engine settles above the RPM lockout.
    Change all the settings in red below to match this example.  It will likely still not work correctly but hopefully will be getting closer and we may get some more useful data from a log.  Do another log for us with these settings.

  15. Like
    jigga009 reacted to ClintBHP in Issue with oscillating/bouncing idle when at operating temps   
    You are not getting into idle ignition control as your have it set for below 700rpm, change this to something like 1500 for now.
    I would, turn off or unplug you ISCV and then set the idle screw on your throttle so it can idle.
    Then set your idle ignition up, currently you have it set to enable below 700rpm, I would raise this to 1500rpm  then tweak the table, it is not uncommon to have zero degrees in the centre (0)  and then negative degrees towards the left hand side, but all cars are different so you will need to tweak this, once you can rev the engine and it falls back quickly to the centre (0) 
    Then you can turn on your ISCV back on and set that up, but even with just idle ignition control it should be fairly stable.
  16. Like
    jigga009 reacted to ClintBHP in Issue with oscillating/bouncing idle when at operating temps   
    Look at Ignition - Idle Ignition Control its the lockout there we are talking about.
    You can add Idle ignition Control to your logging view to watch when this becomes active.
  17. Thanks
    jigga009 reacted to Adamw in Issue with oscillating/bouncing idle when at operating temps   
    I personally would leave the idle ignition disabled for now until you get the idle valve working reasonably well - otherwise it can mask problems with the idle valve tuning.  That is why I didnt ask you to change the RPM lockout originally.
    The stalling is caused when fan #1 turns on, this is because your Fan#2 settings are wrong so that the ECU has already applied the "fan step" at 80°C, long before Fan 1 turns on.  (I also note you have no fan set to turn on with AC but we will leave that for now).
    Try changing all red values again as per the screenshot below.  Leave idle ign off for now and do another log.  

  18. Thanks
    jigga009 reacted to Adamw in Issue with oscillating/bouncing idle when at operating temps   
    Ok, idle valve operation is looking reasonable now.  A little more AC step is needed.  We will also bump proportional, and add anti stall.  Proportional can possibly go higher than I show below to speed up response but try these settings first.  You can also try the idle ignition settings below.

  19. Like
    jigga009 reacted to ClintBHP in Issue with oscillating/bouncing idle when at operating temps   
    You are quite rich there, have you tried tuning the table a little, I am assuming your on petrol/gasoline as your have 14.7 as Stoich, your dropping close to the 11's I would be surprised if your plugs are not black and misfiring.
    I also see that the main change in the map is injector deadtime, this looks very wrong as the idea is that as the battery voltage drops the speed of the injector changes and requires more opening time to keep the same AFR, however as soon as your deadtime changes you get dumped into 0.7 Lambda.
    I would change the deadtime so 12, 13, 14 & 15 volts are the same at say 0.7ms (doesnt matter for now if this is correct) then I would tune the map so you are targeting nearer 0.95 Lambda, then as the voltage drops trim the deadtime map so Lambda stays the same as when you tuned it.
     

  20. Thanks
    jigga009 reacted to ClintBHP in Issue with oscillating/bouncing idle when at operating temps   
    Short answer:
    All injectors take an amount of time to open (and close) that needs to be known, this is commonly somewhere between 0.7 and 1ms at 14v. 
     
    So so from a fast injector to a slow injector that’s 0.4ms difference.
    At idle when you may only have a 2ms plulse for ideal idle that 0.4v is 20% but higher up the Rev range it’s far less so will affect ARF much less.
    you should be able to maintain the same AFR no matter what the battery voltage, and that’s the reason your idle is bad your AFR is dropping into plug fouling territory.
     
     
  21. Thanks
    jigga009 reacted to Adamw in Upgrading from Vipec V88 to Link G4+ Xtreme... upgrade procedure?   
    Set it to RPM/Speed mode.  Set detection type to user defined (since you already have the ratio numbers in your old map).  Copy ratio numbers into the ratio table.
    Check there is a driven wheel speed source assigned under >chassis and body>speed sources. 
    That should be all it needs.  If it still doesnt work then attach a copy of the map.
  22. Thanks
    jigga009 reacted to ClintBHP in Upgrading from Vipec V88 to Link G4+ Xtreme... upgrade procedure?   
    Glad you have sussed that CAN issue, these things can be tricky and testing at times, have a great weekend
  23. Like
    jigga009 reacted to Adamw in Upgrading from Vipec V88 to Link G4+ Xtreme... upgrade procedure?   
    There are instructions in the help file how to set up the CAN for the AIM dash.
    Note the pressure X 10 bug is in the AIM firmware, I notified them of this error about a year ago.  From memory Lambda is also out by a factor of 10.
    See the last couple of posts in this thread:
     
  24. Like
    jigga009 reacted to ClintBHP in Upgrading from Vipec V88 to Link G4+ Xtreme... upgrade procedure?   
    Sorry conversion error, try now.
  25. Like
    jigga009 reacted to ClintBHP in Upgrading from Vipec V88 to Link G4+ Xtreme... upgrade procedure?   
    I would use it as a chance to start using Lambda, even if you have to print a little chart out to reference for a while, with modern fuels containing more and more ethanol its wise to think in Lambda terms, even though AFR might seen easier due to the swing of the values.
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