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Adamw

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  1. Like
    Adamw got a reaction from TTP in 2JZGE VVTI issues with vvti settings   
    Can you give us a log of it behaving "normally" with the VVT off.  The way it goes instantly lean at ~2700 looks more like a misfire rather than tune related.  The increase in Inj PW through that range appears to be proportional to TPS and the fuel table value so there shouldn't be a sudden change in AFR. 
    I dont see any relationship to vvt in this log.    

  2. Thanks
    Adamw got a reaction from TTP in Wrx11x low Rev limit/won't rev?   
    No this is an OBD2 protocol device only as far as I know.  OBD2 is a request/response type communication, there isn't data continuously broadcast.  So for example to get lambda from this device, the "Scan tool" needs to first request it, in human language it would look something like this: "hello, Im a scan tool, ECU #6, please send me the current 02 data for sensor #2", the gauge then responds with just a single data point for that specific request and includes confirmation of what device it came from and what it represented.  If you want a continuous stream of data you have to keep requesting it again and again - and you cant make a request until the previous data has been received.
    You could probably make it work with user streams by sending out a constant request, but the nature of this protocol is slow, probably less than ~10Hz at a guess so you would be better to use the analog output for connection to an ECU.  The intent of the gauge is to be convenient to log alongside ecu data with an OBD2 based logger like HP tuners etc, it is not designed to send data to an ecu this way.  
  3. Like
    Adamw got a reaction from TTP in cutting throttle completly with Keyboard Short key   
    There is currently no "virtual digital input", its been on the wish list for a while.  Last time we discussed it there were thought to be significant difficulties in implementing it - one of them I remember was there are very few shortcut keys left so PC Link would need a significant rework to have assignable shortcuts.  Your Space bar suggestion is already hard coded as "jump to active cell" for example.  We talked about other options like onscreen buttons etc but I think the consensus was it really needed a future version of PC Link.
    The closest you could do at present is set up a DI, have its settings panel pinned/locked on every page and change the active state setting when you need to activate it, but I can appreciate that would not always be easy in a panic situation.
  4. Like
    Adamw got a reaction from Kelvin127 in 1uz link atom x not starting no spark on crank   
    Need a copy of your tune.  And your scopes look like you clicked capture when the engine wasn't cranking.  You need to click capture when the engine is cranking. 
    Fuel pressure and ECT are still both not working.
  5. Thanks
    Adamw got a reaction from koracing in E-Throttle Module   
    There should only be 7 wires, one of the cavities in the DTM8 has a cavity plug in it.  The colours are pretty much the same with the exception of white/green becoming just green and white/brown becoming just brown. Black is ground, which is the same as the old one.  

  6. Thanks
    Adamw got a reaction from koracing in Wrx11x low Rev limit/won't rev?   
    No this is an OBD2 protocol device only as far as I know.  OBD2 is a request/response type communication, there isn't data continuously broadcast.  So for example to get lambda from this device, the "Scan tool" needs to first request it, in human language it would look something like this: "hello, Im a scan tool, ECU #6, please send me the current 02 data for sensor #2", the gauge then responds with just a single data point for that specific request and includes confirmation of what device it came from and what it represented.  If you want a continuous stream of data you have to keep requesting it again and again - and you cant make a request until the previous data has been received.
    You could probably make it work with user streams by sending out a constant request, but the nature of this protocol is slow, probably less than ~10Hz at a guess so you would be better to use the analog output for connection to an ECU.  The intent of the gauge is to be convenient to log alongside ecu data with an OBD2 based logger like HP tuners etc, it is not designed to send data to an ecu this way.  
  7. Like
    Adamw got a reaction from R4CER in WRX V11 - Antilag guidance   
    First a quick explanation of antilag and cyclic idle:
    The main intent of Antilag is to keep the turbo shaft speed as high as possible during over-run conditions when the throttle is usually closed and the engine is producing little exhaust energy.  It can increase exhaust energy with several factors, but usually; allowing extra air through the engine (throttle or bypass valve), retarded spark advance so more combustion heat transfers to the manifold and turbine, Ign and/or fuel cuts are used to prevent the pushing effect from the extra air/throttle and often ign cuts to allow some fuel to pass through the engine unburnt to combust in the manifold.
    Cyclic idle was originally mostly used in situations where the "extra air" for antilag was not able to be switched on/off by the driver, in Group N for example where modifications were strictly limited, the throttle stop was just adjusted so that it never closed more than say 25%. With the throttle not being able to close below 25% however, when the antilag was not active, then the engine would never be able to idle so they use cyclic idle to bring the RPM down to a more sensible idle value using fuel cuts.    
    With the introduction of E-throttle you can turn the "extra antilag air" on/off with the antilag, so cyclic idle is not really needed for idle/drivability like it was with a fixed throttle opening.  In the case of e-throttle, Cyclic idle is still often used for a short time after ALS to help cool down the manifold and turbine as you have a lot more cool air pumping through the manifold with the throttle open and fuel cut.  
     
    This is because you have the Cyclic idle low TPS at 22%, but only 6% throttle commanded in the cyclic override.  Cyclic will only start to fade out between the Cyclic idle low/high.  I would probable suggest you leave cyclic off for now, but as an example if you want your throttle open 6% for cyclic, then your cyclic low should be about 7% and high about 10%.  
     
    You have 0 in both the antilag fuel and ign cut tables.  
     
  8. Like
    Adamw got a reaction from TTP in WRX V11 - Antilag guidance   
    First a quick explanation of antilag and cyclic idle:
    The main intent of Antilag is to keep the turbo shaft speed as high as possible during over-run conditions when the throttle is usually closed and the engine is producing little exhaust energy.  It can increase exhaust energy with several factors, but usually; allowing extra air through the engine (throttle or bypass valve), retarded spark advance so more combustion heat transfers to the manifold and turbine, Ign and/or fuel cuts are used to prevent the pushing effect from the extra air/throttle and often ign cuts to allow some fuel to pass through the engine unburnt to combust in the manifold.
    Cyclic idle was originally mostly used in situations where the "extra air" for antilag was not able to be switched on/off by the driver, in Group N for example where modifications were strictly limited, the throttle stop was just adjusted so that it never closed more than say 25%. With the throttle not being able to close below 25% however, when the antilag was not active, then the engine would never be able to idle so they use cyclic idle to bring the RPM down to a more sensible idle value using fuel cuts.    
    With the introduction of E-throttle you can turn the "extra antilag air" on/off with the antilag, so cyclic idle is not really needed for idle/drivability like it was with a fixed throttle opening.  In the case of e-throttle, Cyclic idle is still often used for a short time after ALS to help cool down the manifold and turbine as you have a lot more cool air pumping through the manifold with the throttle open and fuel cut.  
     
    This is because you have the Cyclic idle low TPS at 22%, but only 6% throttle commanded in the cyclic override.  Cyclic will only start to fade out between the Cyclic idle low/high.  I would probable suggest you leave cyclic off for now, but as an example if you want your throttle open 6% for cyclic, then your cyclic low should be about 7% and high about 10%.  
     
    You have 0 in both the antilag fuel and ign cut tables.  
     
  9. Like
    Adamw got a reaction from castillaricardo in IDLE Control, Surging - V6 - Supercharged   
    You have stepper reset set to set to key-off, but no ECU hold power set up so the idle valve is never going to reset.  The idle valve is going to be in a different place everytime you start it and the ecu has no way of knowing where it is.  If the main relay control has not been wired as per one of the hold power schemes then your best option would be to change the stepper reset to "key on fuel lockout", it will then do the reset when you switch on ignition and will apply a fuel cut to prevent it starting if you attempt to start while the reset is occurring.  So, turn the ignition on, wait a couple of seconds for it to reset before cranking.  
    Your base position will likely need re-tuning after changing that.  
  10. Like
    Adamw got a reaction from Michael Riedweg in MXS Strada pre-setting data   
    Both your ECU and dash config are fine, most likely a wiring issue.  Can you attach some pics of the CAN wiring between ECU and dash?
  11. Like
    Adamw got a reaction from Electredge in MXS Strada pre-setting data   
    Both your ECU and dash config are fine, most likely a wiring issue.  Can you attach some pics of the CAN wiring between ECU and dash?
  12. Like
    Adamw got a reaction from Rx2jz in Bump box/creep control?   
    It looks like all the logic is working correctly to me, possibly just your bump increment (virtual aux 1) is too short. Try it at something more like 0.05 to 0.1s.  
  13. Like
    Adamw got a reaction from cbDrift in PCLink sw - default behavior of pc datalogging   
    I would expect if you just set a condition condition to something that will always be true such as "MAP >1kpa", it will start as soon as you connect.  

  14. Thanks
    Adamw got a reaction from Mathew lloyd in G4 thunder to Aim pdm32   
    Im happy to help set up the CAN side once you have the IO planned out and a list of what needs to be done.  Note G4+ cant send PWM signals via CAN so anything that requires PWM you will either need to use a hardwired output from ecu to PDM or just send the required control signals to the PDM and do all the control logic in the PDM.  
  15. Like
    Adamw got a reaction from kfaz123 in Max clamp fuel table with low injector duty cycle.   
    That is not a "fix". Traditional mode is completely different than modelled mode.  In modelled mode the numbers in the fuel table number represent % volumetric efficiency.  This is how much air the engine is flowing, not how much fuel.  It is not possible for a for a typical road car engine to have a VE higher than 150%.
    If you are using E100, then most of your problem is you have the stoichometric ratio and fuel density set to gasoline values.  The other issue is your ethanol sensor is using the wrong edge so the fuel temp is exagerated.
  16. Like
    Adamw got a reaction from kfaz123 in Max clamp fuel table with low injector duty cycle.   
    You could equally say you fixed it by fitting a carburettor, but most would argue that or traditional fuel equation is not a fix to the problem you had, it is just a more basic alternative method to supply fuel. 
    Modelled fuel equation is based on calculating the mass of air ingested and adding the correct fuel mass to it, if you input the wrong fuel data then the fuel mass will be calculated wrong.  Traditional mode is purely based on a commanded pulse width, the ecu has no idea of air or fuel mass so there are no fuel settings to get wrong.  
  17. Haha
    Adamw got a reaction from Confused in Max clamp fuel table with low injector duty cycle.   
    You could equally say you fixed it by fitting a carburettor, but most would argue that or traditional fuel equation is not a fix to the problem you had, it is just a more basic alternative method to supply fuel. 
    Modelled fuel equation is based on calculating the mass of air ingested and adding the correct fuel mass to it, if you input the wrong fuel data then the fuel mass will be calculated wrong.  Traditional mode is purely based on a commanded pulse width, the ecu has no idea of air or fuel mass so there are no fuel settings to get wrong.  
  18. Like
    Adamw got a reaction from koracing in Max clamp fuel table with low injector duty cycle.   
    You could equally say you fixed it by fitting a carburettor, but most would argue that or traditional fuel equation is not a fix to the problem you had, it is just a more basic alternative method to supply fuel. 
    Modelled fuel equation is based on calculating the mass of air ingested and adding the correct fuel mass to it, if you input the wrong fuel data then the fuel mass will be calculated wrong.  Traditional mode is purely based on a commanded pulse width, the ecu has no idea of air or fuel mass so there are no fuel settings to get wrong.  
  19. Like
    Adamw got a reaction from Ryan21 in Honda K24 Link Monsoon   
    The base map shows exhaust cam connected to trigger 2 and inlet cam connected to DI1.  There is wiring info in the help file, I will attach below.  If you are using a factory loom you will need the relay for the vtec solenoid as shown in the diagram below (since factory ecu switches 12V side), if you are making your own loom then you can do it without the extra relay, connect it direct to an aux output and the other side of the solenoid to +12V.    
    Oh, be aware also, Im pretty sure the K24 crank sensor pinout is different than the K20, so you need to research that yourself.

     
     
  20. Thanks
    Adamw got a reaction from Adeeb Chowdhury in jz knock tune   
    It is common practice to stack the doughnut type sensors and it works fine.  
  21. Like
    Adamw got a reaction from SchuKingR in Max clamp fuel table with low injector duty cycle.   
    That is not a "fix". Traditional mode is completely different than modelled mode.  In modelled mode the numbers in the fuel table number represent % volumetric efficiency.  This is how much air the engine is flowing, not how much fuel.  It is not possible for a for a typical road car engine to have a VE higher than 150%.
    If you are using E100, then most of your problem is you have the stoichometric ratio and fuel density set to gasoline values.  The other issue is your ethanol sensor is using the wrong edge so the fuel temp is exagerated.
  22. Like
    Adamw got a reaction from J Rossi in S3 8L 1.8T Idle Issue   
    Your fuel table isnt suitable for modelled fuel.  Import the fuel table from the WRX11 base map will be a better starting point.  
    While you are there, import the charge temp approximation table from the WRX map also. 
    Turn off the IAT trim table. 
    Change injector rated flow to 892cc @ 300Kpa. 
    Idle base position may need to be increased a little but see how it behaves with a more correct amount of fuel.  
  23. Thanks
    Adamw got a reaction from Brayan in Advice on wiring in 3 sensors to xs loom   
    Sounds ok. 
  24. Like
    Adamw got a reaction from M.JH Rb20 in Link G4X Cam sensor. Rb20   
    The .rar just has a copy of the map in it, no log.  
  25. Thanks
    Adamw got a reaction from Brayan in Link g4 Evo 8   
    An ethanol content sensor needs to be connected to a digital input between 1 & 8, whereas most other common sensors will need to be connected to volt or temp inputs, so no you likely wont be able to connect all your sensors to the inputs you have on a single connector there.  
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