Steve

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)

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)

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

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.

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

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.

Another thing. I see you have the fuelmodel set with FP sensor activated. You also have just a 2D deadtimetable. Now. With FP sensor in the fuel equation you NEED a 3D table with GOOD deadtime data in it. Or else the ECU will NOT do what you would expect it to do. When you have a 2D table like you do now and you use 300kpa as your base pressure when the differential pressure raises the ecu will pull out fuel to compensate for the raised pressure. The thing is that with the single pressure deadtimes you got it will actually pull too much fuel and you go lean. So thats at least a big part of your weird fuelmap. You have to compensate for the ecu pulling too much fuel because of... ...the next thing. I see in one of your logs that at around 3000 rpm your differential fuelpressure is about 340 KPA. Not 300. So at idle i bet its even more. I suspect you got your fuelpump running at full tilt all the time? Not the greatest of ideas. What you got there is whats called regulator/returnline overrun. Thats when the pump pumps more fuel than the regulator or returnlines can bypass and yout pressure rises without control. You can also see in that log that differential pressure gradually drops as rpm and load rises. This is because the engine eats away the excess fuel and pressure drops down to what the regulator is really set to. Edit: As for the missfires (anyway you could shoot a video of it happening?) i think it is your CAS that is the problem.

I see. With that fuelrail i guess you deleted the fueldamper and have a different pressure regulator? I may have missed it but is there a log without triggerfilters applied? IE with the trigger at its stock config. You started to have theese symptoms with the Adaptronic?

What pressure is the injector deadtimetable for? Sheet doesnt specify as far as i can see. Somewhere you got something wrong. As mentioned a VE in the 90`s at idle is not normal. around 50-60 is more to expect. Whats your fuel setup all the way from your tank and back to it again? Actually, tell me about all your engine mods and the stuff around it.

You wont get rid of the problems related to having the cas at the cam pr say. But a crank fitted trigger will do so that problem doesnt matter anymore. Your cas would only be used as a cam synk and all crankposition duties (the important part of this) would be by the crank trigger. Link will do this fine, yes. What injectors are theese? Did you calibrate timing with a timinglight? Screenshot shows why i think it needs tuning still

First of. The stock CAS sucks and especially with most aftermarket ecu`s. At LEAST get an aftermarket cas disk in it. The fuel map needs ALOT of tuning. The numbers in the fuelmap looks weird. The numbers in the idle zone are alot higher than expected. Are you sure your injector data is good? Are yo sure you calibrated your mapsensor? You are at full throttle at 5700 rpm but are barely making 0.1 bar of positive manifoldpressure. Is it missfiring that badly? Do you have access to a propper scope (other than the one built in)?

Sounds like your camsensor might fire on the "wrong"/other side of a crankkthooth compared to before. Calibrate your timing again and see if its of its target. Also check your triggerscope and make sure the cam and crank teeth isnt too close to each other

Use tps at low rpm instead of map

You could loosen up the WG actuator rod a litte bit to fix that tho..

I actually went from aeromotive fpr to stock when i started pwm'ing my pump.

Yeah. Regulator overrun is more common than people tend to beleive. And often quite obvious when you know what to look for

There was another post about this not long ago. Link figured it is a bug if memory serves me right

Until files are posted i`ll have a stab at wild guessing. Running Charge temp approximation? could be to biased against AIT

You can also try to lower the frequency the dbw works at to help reduce "sticking". Syvecs have a nice strategy where it gives the tb a little "kick" to get it moving

I have two of the t1 sensors. They are great sensors

You dont have the logging rate for this sort of stuff.

Post up the pclr and a logfile! No vacuumleak i pressume? Lotusen klar for sessongen nå da?

You are using the charge temp approximation table, right? Its a pain to tune but just read up on it and youll get there.. T1 sensors are great. Personaly i have one of the short ones just before the tb and a long one in one of my runners. Im using the long runner one for my speed density fuelequation and it works exelent. No issues with heatsoak in my car. You really want it to meassure the air going into the cylinder so idealy it should be as close to it as possible. However people are usualy fighting heatsoak so most of the time it is placed before the tb. Which is a tradeof. Acuracy vs resistance to heatsoak...

Yeah thats the point. You can look at it like this. When VTC is OFF all the time you got one certain VE table. If you turn VTC ON all the time it will need a different VE (and timing )table cause... Well it breathes differently. Its like two entierly different engines. So you switch between the two different VE maps when you switch VTC on/off. You would need to tune one (complete) table with it on and one with it off. If that made more sense..

They are the same as the main ones.