Steve

I used one of the Aux outputs (aux 6 in MY case) set up as a GP output and labeled it as "cam switch". This one is hooked up to the VTC solenoids. Then set the conditions as wanted for cam switching. Then select dual fuel and ignition maps and choose Aux 6 (again, in my case) as the "switch" between tables. Can also use a 4D table instead of a "dual" tables but they dont have the full resolution that the main tables got..

Mike. Ill have a little stab at this.. Your 3500 thng might be some harmonics in your fuelrail due to the lack of a fuelpressureDAMPER(?). Trying a shorter length of vacuumhose to your FPR might also do something about it. Personaly (and i do meen personaly cause im not aware of anyone else doing it) i like to have a separate fuel and ignitionmap for VTC on and off. This way i can dick around with VTC on/off without skeewing the fueling/ timing requirements. You could sspan your y axises in percents instead of 10`s. What i meen is that the percent change from a 0 to 20 kpa is a helluva lot more than the percent change from 180 to 200 kpa. picture attached as example.. Your timing figures are way low. But thats a tuning issue which you didnt ask about. Your lambda targets are quite rich in the cruice area. On a turbo lambda 1 is perfectly fine at athmospheric pressure (and a little above) even though its not on a NA engine (where athmos would be full load/WOT). Injection timing is set to single cell. That could be set to table and done "better". Look at haltechs base map as an example. Your engine protections could be bettered. Like span a rpm limit over enginetemp vs differential fuel pressure (3D table) as an example. Dont see oil temp and oilpressure sensors in your setup but that would also be nice limits to set up.. Just to get your creativity going.. Your idle ignition table could be setup more agressively if needed to stabilize idle. Thats a small start at least.. (Oh. And no shame in asking at your (other) favorite forum )

Again. Do you hava a link to that cam level (50/50) disk?

You can use both But if you have found one with 50/50 that is somewhat preferable as it will aid in faster startups as the ecu knows where the engine is in its rotation faster. You would choose the "cam LEVEL" option in the ecu for this. A single thooth would be the "1×" option... If you found a level wheel can you link me to it?

Also tjere are cars that have a cable on the pedal that actuates a remote pedalsensor. Like some mitsubishis. Also there are cars where the throttlebody itself are hooked up to a cable that is remotly actuated by a motor. Some bmw m3s. Ive heard late s2000 got this. And look at jenvey eta2. This doesnt need to be hard to do if you are aware of the posibilities out there

And fueltemp. What injectors? There are some bosch injectors that really are for LNG that gets very weird as the fueltemp gets higher.

Did you calibrate the timing. Meening making the timingmark on the crank show the same as in the ecu. With a timinglight obviously...

If its for the same sensor then yes. No problem.

Said it before and ill say it again David, i love your work! Now if only i had cruice control working on my car....

What engine?

Yes

Edit... Never mind

Depends. If the pump overruns the regulator pressure will rise uncontrolably and you wil run rich. That should be fixed if that happens. But a pumpswap by itself does not require a retune...

TnF. I have a 300zx and it looks like the pedals are the same . I used a pedal from a mark 3 Ford Mondeo in mine. Fabbed up a simple bracket and it fits perfectly.

Tuning is alot of fun so dont feel bad for whats ahead. The helpfile in PCLink is very good. You can learn alot from that alone also.(incase you havent figured it already, just click on something and press F1) Not in here for any economical gains. Im just trying to help where i can as this stuff is something i.. well just enjoy alot.... Save it for hpacademy Could be other aspects in your tune that i didnt see at first glance. And not all of the onec i did see are THAT bad. Just little things that would make for an even better tune The "modeled fuel equation" calls for good data put into the system for it to work correctly...

Quite a few things i question or would change here. You have charge temp aproximation on, AND iat and warmupenrichment on. Thats not supposed to be like that. Chargetemp aproximation table doesnt look right either. You are running E85 and relatively low boost yet to me your timingfigures seem pretty low. Now i dont know evos but that cant be right. Is the trigger calibrated (Is a timinglamp showing the same as the numbers in the ecu?) You have (as far as my google fu can tell) injectors that have a 3D deadtimetable available. Make the deadtime table 3D and fill it in correctly. Then in the main fuelsetup type in the current fuel base pressure and flow numbers based on reality. (You would need a retune after this so leave it if you are not going to.) Your limiters have a delay of 3 full seconds before they cut in. You r engine wont take 3 seconds at wot with no oilpressure. Your running closed loop lambda all the time and it is alowed to make up to +-15% changes. even at WOT. Although some do this i wouldnt personaly risk that my sensor faults at wot and the ecu takes out 15% fuel. But thats just me. If my findings about low timingnumbers are real i doubt the engine is really knocking. In that case knock control isnt set right. I would get a fuelpresure sensor hooked up and use FP referenced fuel type system. Just because its awsome... Fuel charge cooling coefficient isnt set right for e85 Fuel density temp coefficient isnt set fofr e85 Fuel dencity at 20 deg isnt set for e85 Engine size is set to 2.4 litres. Is this right? Thats a start at least... But the fuel table LOOKS pretty though. Maybe too pretty for a real engine. HPAcademy.com is your friend.

Deleted cause of ranty cpntent...

Whats the amplimit on link? 5 amps?

Differences between banks is common. Especialy if you skimmed the tops and block and didnt degree your cams after. Good tuner or not. It needs a new tune bad if the lambda readings are sound.

Not only is the afr`s crazy rich but its also TARGETING rather rich AFR`s. Your targeting 11.83 afr under load conditions i would still be inn the 14.7 area (during cruice conditions). You are also targeting 13.01 on idle. Although target is not really linked to the actual fuelmap as you can have whatever in teh taret table and still tune the main fuel map to whatever AFR you like it is good practice with this ecu to have reasonable targets and then tune to hit those... I have a feeling your milage have taken a big hit with this tune. And if you have driven it like this for some time i would probably change the oil just in case. If this is now running as it did when leaving the tuner im going to put this in the nicest way possible.. Are there any other tuners around in your area?

Just looking through you calfile and map now and will just type down what i see or what sticks out to me on the fly. Relevant or not... - Your IAT comp table looks weird. The general rule of thump is 10 degree equals about 2.5 - 3% fuel. Yours isnt even close to that rule. Dont know if its the one supplied by the basefile or not though.. - Why not modeled fuel mode? -Accel load correction doesnt look right. - Fuelmap DOES look like the Himalayas. Although a fuelmap rearly (if ever) turns out a smooth as the experts say it should this one is over the top (pun intended) - ECT ignitiontrim. I would range that table further over 90 degrees so that you can pull timing at high ECT`s. Its now spanned to just 90 degrees. - Idle ignition table could use some work... - Fuel pump speed control isnt turned on. Can i assume you have only ONE pumpspeed on this car? - I dont know the car but... You have left and right VVT outputs on.. However there is only ONE VVT position sensor configured (DI 2) ?? - Boost by gear wastegate trim. Set that way on purpose? -Back to VVT.. The targettable is all set to 0`s... I imagine that doesnt help the issue much.. - Your logfile turned all my lables on my log pages into chineese or something so i cant figure much out from there. Sorry..

Still a question wether or not you got a pulse damper in front of the rails. Subies tend to be cronical about dampers...

Pulsedamper in the fuelsystem? Or is it deleted? Also you can try to change the lenght of the vacuumtube to the fuelpressure regulator. Have not looked at the log yet. This is just based on experience of myself and others

I dont really know but i would have tried to assign rr wheelspeed to the driven wheelspeed source also and see if that helps. If not im sure Adam will chime in soon enough...

Your thinking in the end is correct. You set it to differential pressure and you are good to go.