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Steve

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Everything posted by Steve

  1. Steve

    Looking for a cruise control with ECU input

    Correct. Its deliberate
  2. Steve

    Looking for a cruise control with ECU input

    You wont. You will not notice any lag in a dbw unless it is programmed to have it. Period
  3. Steve

    2µF Suppressor, what type can it be or must be?

    I fabbed a simple bracket and bolted it to my ac pump bracket. Drilled and tapped. I have also seen it bolted to the other side of the oilpump on a simple bracket. See if you can find pictures by member lostsoul here or at the aus300zx forum.
  4. Steve

    2µF Suppressor, what type can it be or must be?

    I got mine before Ross started making it for the VG. That only happend after i had a "campaign" going to open peoples eyes in the z community about this problem. Mine is actually one of the "Race dampers" from ATI that i custom ordered directly from ATI. Took me 6 months to get it and cost me about 1200 usd at the time. You are better of with Ross. They do not make 60-2 setups, no. Sensor brackets you are going to have to fab up yourself. No premade kits for sale as far as i know. Yet. You dont NEED a new CAS pin but it doesnt hurt either. No benefit from it though. Other than longer life i suppose. Stock belt is fine. Yeah Viritual Dyno is useless with the stock CAS. Been there done that.
  5. Steve

    2µF Suppressor, what type can it be or must be?

    Haha. As i understand it the stock ecus dont code them like the aftermarket ones do. Ie they dont read the 360 slots as position the way one would think. Its pretty trick as i understand it. And i guess it works good "enough" for stock cars as they was intended to be. But as soon as you start modifying stuff all goes down the drain. But i agree, putting it at the end of a cam connected to the crank via a rubberband seems somewhat... out. I`ve heard about several tuners that simply refuse to tune them unless triggered properly
  6. Steve

    2µF Suppressor, what type can it be or must be?

    Just googled this topic to find some pictures to compare before and after and found a post with some pictures made by... well myself https://www.hpacademy.com/forum/webinar-questions/show/095-choosing-a-trigger-method
  7. Steve

    2µF Suppressor, what type can it be or must be?

    Yes Miguel, thats my take on it all. You can use the single "cam tooth" on the disk as camsynk yes. Thats what im doing myself. Stevie, seems the WPS500 got a responsetime of 100 usec. So quite a step up from 1ms. https://www.picoauto.com/download/documents/datasheets/MM073.en_WPS500X.pdf Yeah Western Union really does not sit well with me. To be honest im no so sure high RPM tests are very usefull anyway. Exept of course on a LIVE cylinder. But thats another topic. Would be awsome if the ECU manufacturers implemented that sort of thing, However they would need to drasticly up their samplerate for it to shine. A bit of sidetrack. Plex-tunings bigger dash can read and log in cylinder pressure transducers. Which is absolutely awsome!. No experience with it myself though. Just drool over it from time to time... EDIT: Miguel, to expand a little bit. When my own car was at its worst, and i decided there was no way around a cranktrigger, i could also feel it in the car. It was like power- less power - power - less power - power. I didnt loose "all" power, but from the looks of your logs, neither do you. I could actually also see it on my tachoneedle jumping around a little (there is a limit to how fast it can react though).
  8. Steve

    2µF Suppressor, what type can it be or must be?

    Wow. I have never seen that software before. Looks pretty cool. The pico software wont do all that automatically. It wont lay it all out in plain "text" for you, rather you will gonna have to interpret the data you collect yourself. So i guess you will have to understand "yourself" what is or should be going on. There are softwares/scripts/addons (or whatever you want to call it) available that helps the process though Yep its pretty pricey the WPS. I would love to have one or two more but at the pricepoint its at its pretty far down the priority list.
  9. Steve

    2µF Suppressor, what type can it be or must be?

    It helps with the erratic signals. It really just masks the problem and steady the moving around on your ignitiontable. The only thing that really fixes it is a true crankfitted trigger. Like the one from Ross performance
  10. Steve

    2µF Suppressor, what type can it be or must be?

    There we go. Granted the RPM line itself is smoother than what i suspected. Could be because of slow logging rate. What gives it away to me though is looking at the RPM ROC parameter. Thats RPM Rate Of Change. How much the RPM changes over a second. Anything over 0 meens RPM is rising at a certain rate and below 0 means its falling. We bot KNOW you are accelerating so the CRANK is certainly not slowing down, right? However you can see i both my screenshots that the ECU is logging a very erratic RPM ROC. It should ALWAYS be on the positive side when the engine is accelerating. That IS the CAS flapping around. There is also some knock registered in one of the logs. I bet because of unstable timing. Never mind me saying it looked smoother than expected. I just wasnt looking close enough at it. Its actually one of the worst i have ever seen You sir, are going to install a cranktrigger before it breaks down completely
  11. Steve

    Afr Rich on electrical load

    Dont want ground leads flying all over the place. Search youtube for ground hygiene and both Andy Whyatt and Andy Whittle.
  12. Steve

    2µF Suppressor, what type can it be or must be?

    Yeah... With those downpipes and an open after them there should be no restrictions to speak of anyways. So i guess we are ruling that out now. So where does that leave us. In the logs i saw so far i dont think i actually saw the lambda go lean anywhere, which it should do if there really was a missfire (unburnt air passing thorugh the exhaust). Also all the logs showed a picture perfect RPM line which to me and what my experience with the CAS tells me there is heavy filtering involved. I would still love to see an unfiltered logfile that shows HOW bad/or little scatter there really is on your car. Thing is that no matter how much filtering is applied, the craziness is still going on physically between the CAS and the crank. I think im back at my original thought when i saw your post. Severe timing scatter.
  13. Steve

    2µF Suppressor, what type can it be or must be?

    Haha, yes that transoducer isnt very helpfull if you want to see details or meassure degrees or anything lke that. That said. Here is a few shots from your 7200rpm open exhaust file. Early in the log before reving it. The line represents 0 psi and you can clearly see the vacuumparts and the little rise on the exhauststroke (that may or may not be normal). In the next picture i cant make anything out really. its at max rpm and either the sensor cant keep up with ANYTHING or there is actually positive pressure all the time Line is still at 0 psi On this two last ones though where the rpms are coming down but not stil at idle (i changed the scale a bit to show it clearer). One line is still at 0 and the other is at max measured vacuum. (-5.6 ish psi). On the bottom one i moved it to the max pressure in the exhaust stroke. and it shows over 8 psi So obvious question now; do you still have the PRE-cats on the car?? Regarding timing it should ot affect it as the cas is on the exhaust and vtc on intake. Max pressure should still be on tdc. I have personaly measures over 7 degrees fluctuation between cranktrigger and camtrigger on my car. Food for thought. Yeah happy x-mas bud!
  14. Steve

    Afr Rich on electrical load

    Have not looked at the log yet but... Check if you have the same voltagedrop at the feed wire on the injector itself. Could be that your ecu ground isnt good enough and you get a voltagedrop seen only by the ecu. The ecu would then up the pw on false data making it go rich
  15. Steve

    Fuel pressure vs rpm table

    Use differential fuelpressure as an axis. Way easier than trying to wrap your head around pressure
  16. Steve

    2µF Suppressor, what type can it be or must be?

    Yeah the pico software is awsome. One of my scopes is the 4425 and it is an eyeopener. No you are good with elevated RPM`s. You probably would be good enough with a few snap throttles to get what you want. To be honest i totaly forgot about the turbos. That said, i just went out to the garage and did a log on my ecu. It was a cold start with elevated RPM`s and i just did a few seconds worth. BUT my exhaust backpressure sensor read about 0.8 Kpa (at max during this short test) higher than the key on engine off reading. Which is roughly 0.1Psi.... For what its worth. Thats sensor reading from the ECU, not scope with pressuretransducer. Also i have a pretty open exhaust and not stock turbos, which probably makes it a little difference to yours. Yeah pops and bangs arent that popular amongst cats of any kind Lets hear how it goes!
  17. Steve

    2µF Suppressor, what type can it be or must be?

    You are right. those captures are horrible. Not sure if its the scope, software or the sensors samplerate thats the issue but its really not very usefull. May i suggest the pico 2204a as a minimum for your next scope should you ever get another one. The pico software is amazing and all their hardware is of good quality. Here is a small comparison between it and a bigger brother. https://www.youtube.com/watch?v=n7IGce393FA ' You didn't by any chance try capturing backpressure at a higher RPM? Like 3000-3500rpm or something. Those broken cat internals might just be further down the system making a restriction there instead. If no cats or any restrictions are there then you shouldnt read any backpressure at all really. Other than your less than ideal triggersystem your comment about you starting to see this problem with another ECU AND that you had cats on your car made me sway towards a restriction in your exhaust. More so than a problem with the ecu or tune. Cats need certain conditions to work and im not sure your tune was up to keeping it alive. Or your lambda sensor was affected by ground offset and your AFR might not have been what you thought it was which in turn killed the cats eventually. Stuff like that. I still think you should try disconnecting the cats and run an open exhaust eliminating a clogged exhaust. Just be careful as you would be changing the engines VE doing so. Maybe set up a limiter protecting against lean conditions to be safe.
  18. Steve

    2µF Suppressor, what type can it be or must be?

    You run the engine at idle. Unplug the injector and coil and run it on 5. Use the big one. Backpressure should be as close to athmospheric as possible. Study the article above. That said. Sounds like its going to be easier to just split the exhaust to check this out of the game
  19. Steve

    2µF Suppressor, what type can it be or must be?

    https://www.picoauto.com/library/training/pressure-school-part-2-a-running-diagnosis Obviously to make a waveform like this the transducer needs to be able to read vacuum also. But i suppose it would be able to read backpressure anyway if there is any. If this doesnt work out for you there is always the option to just loosen the bolts in front of the cats to rule them out.
  20. Steve

    2µF Suppressor, what type can it be or must be?

    Nah... I just ger "error file". Apparently it expects a "rfc" file type. Not xls or txt. Have you checked for bad/clogged cats BTW? You dont have a pressure transduser for that scope by any chance? (its very easy to see if there are any restrictions in the exhaust with a "running compression test" with a sensor in place of a sparkplug)
  21. Steve

    2µF Suppressor, what type can it be or must be?

    what kind of scope is that captured with? Is there a propper software i can load them in to exept excel (wich i dont use or have installed)
  22. Steve

    Monsoon vs. Storm vs. Fury

    Knockcontrol isnt that hard to set up. It just needs a little bit of knowhow. Its better to have it and not utilize it right away (but maybe later), than want it and not have it. Dont cheap out on engine management
  23. Steve

    Trigger Errors - troubleshooting?

    Not sure i got that right but is the shield NOT connected to anything at either end?. You need to connect it to the ecu so it can "drain" to ground.
  24. Steve

    2µF Suppressor, what type can it be or must be?

    Yeah im a mechanic/diagnostic guy... This ecu/tuning thing have just been a hobby of mine for the last 15 years or so.
  25. Steve

    2µF Suppressor, what type can it be or must be?

    How does the plugs look? Have you done a compression test or better yet, a leakdown test? Is there a log without the rpm filter then? The messyness of your rpm lines is because of your CAS. I would like to see how bad it is. It tells a whole lot about it.
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