Jump to content

Adamw

Moderators
  • Posts

    19,848
  • Joined

  • Last visited

  • Days Won

    1,266

Reputation Activity

  1. Like
    Adamw got a reaction from Justin01 in AEM CAN Wideband and MXS dash connectivity questions   
    As per the bottom pic.  The ecu and dash have the terminating resistors inside so these need to be at each end of the bus, then any other CAN device should branch off the main trunk.  

  2. Thanks
    Adamw got a reaction from Ricco in 3s-GTE Base timing   
    Since you have the "lock timing to" set to 15, you should be adjusting the offset until the timing light shows the 15deg timing marks are lined up.  If the engine doesnt have 15deg marks then change the "lock timing to" to 10deg and adjust offset until the 10deg mark lines up.  
    Note you have to hit the enter key after typing in a new offset and you will see the text turn blue to confirm it is applied.  When all adjusted, then close the set base timing window and do a store.  
    I just looked at you log and noticed that you are doing it without the engine running - this is not as accurate as doing it with the engine running, so dont spend too much time on it at this stage - instead just get it close enough to start, get it started, make a few adjustments if needed so that it idles on its own, then check base timing again with it idling.  
  3. Thanks
    Adamw got a reaction from Ricco in 3s-GTE Base timing   
    Yep.
    Yep, most likely will need to increase the master.  You may have to drop the idle base position a bit if it idles too high when it has enough fuel.  
  4. Like
    Adamw got a reaction from Justin01 in AEM CAN Wideband and MXS dash connectivity questions   
    Your ECU has the 5pin CAN ports so you would need the CANJST.  The CANJST4 is for the newer ecu's which have a 4 pin CAN port.
    The advantage Vs the CANPCB + CANF is it is cheaper and it uses a more common DTM connector which is easier to work with (crimp terminals and can be disassembled).  The CANF is solder connection and can be painful to solder.  
    Since you already have the CANPCB/CANF, carry on and use it.  You only need 1.  
  5. Like
    Adamw got a reaction from saif.mansour in Altezza Cluster on AE86 Speedo   
    This is the one I hear of most often:  https://all4swap.ru/product/is300
    There is another one but I cant remember who does it.  
  6. Like
    Adamw got a reaction from Atroxx3SGTE in Trigger Offset 3S-GTE   
    You need to click on the "set base timing" option.
  7. Like
    Adamw got a reaction from castillaricardo in Knock Ignition trims very low when using Normalised Knock   
    The amount of retard you get is based on 3 factors.  "Knock level detected", "Ignition Retard Gain" & "Knock Trim Gain Table" - these are all multiplied together.  
    "Knock Level Detected" is Knock level - Knock Threshold.  So in your first example on cyl 1 you have a knock level detected of 0.62 (1.62-1.00), your Ign retard gain is 1.00 and knock trim gain table is 1.  So you would get 0.62 x 1.0 x 1.0 = 0.6deg instantaneous retard.  
    In the second example on cyl 3 you have a knock level detected of 0.18 x 1 x 1, = 0.18deg (truncated to 0.1deg).
    With normalised mode a knock event will be a significant spike above the threshold so your retard would be more significant than your examples.  Looking through my maps with normalised mode I usually have a retard gain around 2.0-2.5 and my trim gain table is just 1.0 right across.
    Below is an example pull from our subaru where I have put an extra 5 deg advance in a single cell in the ign table at 3500rpm to purposely make it knock (you can see where Ign angle bumps up as we pass through), Cyl 4 knocks, the ecu instantly pulls 4 deg out of cyl 4 and you see after that the cyl 4 noise level drops back below the others.   
    Threshold was 2.8, knock level was 4.64, gain was 2.5 (I have the retard limit set at 4 in this car).

     
  8. Thanks
    Adamw got a reaction from castillaricardo in Exporting Logs to Megalogviewer HD   
    I think the problem is we have a unnamed padding column in the export so there is no character between the quotation marks, MLVHD doesnt seem to like that.  If I put any character where I have the two pink lines below then it opens fine.  Im not sure if that column needs to be there for some reason or if it is just an oversight.  Ill ask Vaughan to have a look when he gets a minute.  

  9. Like
    Adamw got a reaction from robrixon in Knock Level Assistance 1JZ G4X (Signal Noise?)   
    Your gain is too high - it varies a lot but from engine to engine but a more typical gain is around 1-2.  Adjust the gain so that at medium RPM/medium load your average knock level is around 100-300, and say no more than about 600 at WOT & redline.  
    You will likely get less random noise using one of the narrowband frequency channels (I havent tuned a 1JZ so cant offer a suggestion from experience, just try the calculated value as a test).  I would also increase  your window start to 15 so you are only "listening" for knock after the TDC piston slap has occured and shorten the window length to 50deg.  
    Once you have less erratic noise and a knock level profile that trends with RPM then you will want to adjust the individual cyl gains so that the knock levels of each cylinder on average are as similar as you can get. 
  10. Like
    Adamw got a reaction from mapper in Knock Ignition trims very low when using Normalised Knock   
    The amount of retard you get is based on 3 factors.  "Knock level detected", "Ignition Retard Gain" & "Knock Trim Gain Table" - these are all multiplied together.  
    "Knock Level Detected" is Knock level - Knock Threshold.  So in your first example on cyl 1 you have a knock level detected of 0.62 (1.62-1.00), your Ign retard gain is 1.00 and knock trim gain table is 1.  So you would get 0.62 x 1.0 x 1.0 = 0.6deg instantaneous retard.  
    In the second example on cyl 3 you have a knock level detected of 0.18 x 1 x 1, = 0.18deg (truncated to 0.1deg).
    With normalised mode a knock event will be a significant spike above the threshold so your retard would be more significant than your examples.  Looking through my maps with normalised mode I usually have a retard gain around 2.0-2.5 and my trim gain table is just 1.0 right across.
    Below is an example pull from our subaru where I have put an extra 5 deg advance in a single cell in the ign table at 3500rpm to purposely make it knock (you can see where Ign angle bumps up as we pass through), Cyl 4 knocks, the ecu instantly pulls 4 deg out of cyl 4 and you see after that the cyl 4 noise level drops back below the others.   
    Threshold was 2.8, knock level was 4.64, gain was 2.5 (I have the retard limit set at 4 in this car).

     
  11. Like
    Adamw got a reaction from Luke15 in Do I need a external E throttle module?   
    No, G4+ Xtreme has built-in E-throttle.
  12. Like
    Adamw got a reaction from Jens_l in New fuel table from scratch - Modelled fuel   
    Import the fuel table out of our Monsoon base map, that is quite generic and will run near anything.  Charge cooling of 20 will be a starting point.  
  13. Thanks
    Adamw got a reaction from kirchoff in g4x fuel pressure sensor error on turbo engines.   
    The fuel pressure sensor is typically measuring rail pressure so the analog input it is connected to has no awareness of manifold pressure.  The error setting on the fuel pressure sensor analog input will make the rail pressure appear to be fixed at 3bar with no increase with boost to the ecu.  The engine will go rich because the ecu will think the differential pressure is dropping so will increase inj PW.  
  14. Like
    Adamw got a reaction from kirchoff in G4x multipoint injection timing   
    In many ECU's in batch fire mode the injector timing is locked at a fixed point.  In G4X it does exactly what you tell it to do.  You are right though, it would generally make little difference to how the engine runs in multipoint group mode.  it may hint that your injector spray pattern is poor so timing makes a big difference to how much vapor Vs liquid fuel gets into the cylinder. 
    It doesnt, it only knows position within 360degs.  So Inj timing of 390BTDC is the same as inj timing set to 30BTDC.  
    In the captures below, trigger offset is 0 and ign timing is zero, ign mode is wasted spark, so 0BTDC is the first falling edge after the trig 1 missing teeth, you can see in the first pic the end of injection and spark both occur in the same place.  
    Inj timing 0BTDC:

     
    Inj timing 390BTDC (30BTDC would give same result):

     
    Inj timing 550BTDC (190BTDC would give same result):

     
  15. Thanks
    Adamw got a reaction from Sjogun in Drive by wire modification   
    The modification works out very similar cost wise, possibly a little cheaper depending on shipping.  I know some of our europe offices are set up to do this work  but I dont think our US office is yet doing this service, check with tech support.   The bonus with the modification compared to the external module is you will gain a couple of aux outputs and they will usually add a couple of extra analog inputs at the same time on ECU's that dont have a lot of spares.  
  16. Like
    Adamw got a reaction from Andy1205 in TTLink INPUTS AND OUPUTS LOCKED   
    In G4X you do the setup in the function that you want to use rather than on the pin like you did in our older ecu's.  So for example if you want aux 5 to control the fuel pump, you dont go to aux 5 and assign fuel pump to that pin - you instead go to the fuel pump function and set aux 5 as the output there.  This is to allow things like CAN or math functions etc to be used and inputs and outputs.  
    For a switched cam this is done as a GP output, so go to Aux outputs>GP output>GP output 1, set your output to inj 6 and your activation conditions.  
  17. Thanks
    Adamw got a reaction from Y.Suzuki in About SUBARU WRX V11 CAN   
    Yes we have been working on CAN support for the 2015+ STI.  I have most of it working, so far I have only tested on 3 local cars 2015-2018 and I think they are all NZDM models. On two of those cars everything seems to work correctly,  on the 3rd car the boost gauge seems to read incorrectly sometimes so I still need to go back and do more investigation on that.   
    I will send you some test software to try for us as it would be nice to confirm that it works in a JDM model.  I will just get the software assembled into a more user friendly installer package and will private message you when I have it.  
  18. Thanks
    Adamw got a reaction from k fuku in About SUBARU WRX V11 CAN   
    Yes we have been working on CAN support for the 2015+ STI.  I have most of it working, so far I have only tested on 3 local cars 2015-2018 and I think they are all NZDM models. On two of those cars everything seems to work correctly,  on the 3rd car the boost gauge seems to read incorrectly sometimes so I still need to go back and do more investigation on that.   
    I will send you some test software to try for us as it would be nice to confirm that it works in a JDM model.  I will just get the software assembled into a more user friendly installer package and will private message you when I have it.  
  19. Thanks
    Adamw got a reaction from Rozsko in Introducing RealDash - A Dashboard App for Android & Windows   
    Try dropping the write interval to 500.
  20. Like
    Adamw got a reaction from DAUS in Help for diy coil on plug mod b18c   
    Yes of course you will need a PC to set up the ecu.  You will ideally want coils with built in ignitors such as K20 or 1NZ toyota etc, connect the ground wires to the cylinder head, install a ignition switched relay to supply 12V to the coils, and run the trigger wires back to the ecu.  The coil on cyl#1 connects to Ign 1, cyl#2 to ign 2, etc.  In the ecu you will need to change ignition mode to direct spark, set up the dwell table appropriate for the coils and reset base timing and ignition delay.
  21. Thanks
    Adamw got a reaction from SrSt185 in Set transient ignition retard   
    You only need this if you get knock when you jump on the throttle pedal quickly.  Some engines are quite prone to this but I dont find I need to use it for most engines.  TPS delta is how quickly the throttle is moving.  You can log TPS delta to see typical values that your car exhibits, but as a rough guide a normal gentle gear change might have a TPS delta of around 15%/100ms whereas during a sprited drive you may have a TPS delta of about 60% during a gear change.  
  22. Like
    Adamw got a reaction from Duncanhandley in Introducing RealDash - A Dashboard App for Android & Windows   
    Sorry I had to clean up my google drive a while ago, I must have deleted that video.  I think this might be it:  https://1drv.ms/v/s!AiYbYlZQuRHPxSh4fEj7PSJbW2lG?e=A1NDsE
  23. Thanks
    Adamw got a reaction from SrSt185 in Celica 3SGTE   
    Most analog tachos are very inaccurate.  Some have significant lag also, so they are less accurate under heavy acceleration than they are at lower acceleration.  There is a multiplier in the tacho settings that you can use to adjust its span but I would say your 300Rpm error at redline is probably already better than most.    
  24. Like
    Adamw got a reaction from saif.mansour in Altezza Cluster on AE86 Speedo   
    Tacho yes, speedo no.  Speedo is multiplex from the ABS unit.  
  25. Haha
    Adamw got a reaction from Michael378 in 1995 GC8 VSS - DCCD - CD5   
    Does the V5/6 electronic VSS or the early RS legacy one fit in the V2 gearbox?  
×
×
  • Create New...