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Davidv

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Davidv last won the day on October 14

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  1. Fuel Trim table 4 missing

    Either way it doesnt matter though - because your main fuel map represents that one cylinder, and then the other 3 represent variations away from it.
  2. Fuel Trim table 4 missing

    Are you talking about monitoring how much the engine is adding or removing fuel to reach lambda target? If you have closed loop lambda turned on, then you can monitor "CL Lambda Fuel Corr. (%)" You dont need to setup tables for this, it's a value you can just look at in a time plot etc. You only need to setup those trim tables if you are wanting one cylinder or another to receive more or less fuel than the rest, which doesnt sound like what you're wanting to acheive here.
  3. How does CAN logging / refresh rate interact?

    Ahhh cool thanks! Yes that's what I was meaning, if via CAN the ECU could output the data at a greater rate than 100hz to an external item. Rather than CAN info coming into ECU. 200hz would be cool for some situations, so I think I'll give it a try.
  4. Hey, I've not played with can bus stuff before, but looking to set something up for sake of interest. One thing - ECU is limited to log at 100hz internally, or 40hz when streaming to a connected PC via the cable. How does this work with CAN, when logging at maximum data rate? If you were only logging a few values, would it potentially go higher than 100hz? I'm not sure how the rate of transmitting / receiving the frames relates to the data rate, and whether that potentially means higher than 100hz sending/receiving of frames. Thanks
  5. Idle Up and Down problem

    The only thing I can see that's varying similar-ish to your RPM spikes is changes to your dwell time Maybe try change the value in the table so it's a bit more stable at idle.
  6. G4+ base map is Traditional - what VE numbers if modelled?

    Mine idles with VE numbers somewhere around 25 at 45kpa. Modelled fuel really needs your injector data to be really good to work well though, so if you're considering changing injectors in the near tearm I'd probably just stick with an MS based fuel map for starters. Then switch over when you get your new injectors in (with good deadtime and flow rate data) Building a fuel table is by far the quickest and easiest part of setting up a map, if your injector data etc is good. If someone deleted mine I'd have it back to within 95% of what it was within a very short time.
  7. Road tuning ignition timing for best economy

    Thanks guys. Cruise control is definitely an interesting tool for minimising variables for tests like this. (As well as being cool!)
  8. CL FP Speed on a return style (regulator) setup?

    In my case, the fuel rail is on plastic upstands that hold it up away from the head - But the bolt that goes down through the top touches both the fuel rail directly and the head of the engine. So it was conducting heat through it. If your fuel rail is held in place by anything metal straight from the rail to head then you'll be getting stacks of heat transferred that way. Not the same situation for every type of fuel rail though I guess. Out of interest, is your fuel tank steel or plastic? A lot of cars that now have factory plastic fuel tanks have a fuel cooler on the return line as they're no longer able to radiate heat out through the fuel tank. But yeah leaving your fuel pumps running while the engine is off is a way to isolate the temperature increase from either engine heat or fuel pumps etc. Thermal camera is a cool toy but a cheap IR gun can still give you some good comparative info.
  9. CL FP Speed on a return style (regulator) setup?

    Slightly off topic but perhaps relevant to the intentions of this thread. I did some tests with a thermal camera, with the fuel pump running and the engine turned off. In this case, what heats up the fuel is/was when the fuel flows through the hot fuel rail bolted to the head, and then circulating down to the fuel tank and back through hot fuel rail again and so on. Which is even worse when you have a surge tank to the fuel rail, which is probably why people think its the pumps making all of the heat. If you slow down the speed of your fuel pump, and the fuel is flowing slower through the fuel rail then you're still transferring the same BTU of heat. (Half as much fuel flowing for twice the time through the hot rail) If I leave the fuel pump running with a cold engine, it took something like half an hour to increase by 5 degrees. But with the motor running the fuel temperature increases almost immediately. Insulating the fuel rail from the heat of the head and I never had fuel temp issues again. Fuel rail is dark blue item near the left hand side after insulating it with thermal paint, and putting plastic washers under the bolts that hold the fuel rail to the head. EDIT: Found a pic of a close up of the fuel rail, you can see the hot bolts (now insulated) against the rest of the rail (darker colour)
  10. If you send "end of injection" injector timing, is this end of effective pulsewidth or end of actual pulsewidth? Also, I've been doing some experimenting with a 3d table for injector angle to try optimise fuel consumption at cruising. It feels like when there is a transition in timing, the engine hesitates. More than I would expect from just injection timing changes. Is there anything weird that happens when it tries to change the calculated value perhaps? Using a red G4+ xtreme with latest firmware.
  11. Over run fuel cut clarification

    Weird! Can you post up the fuel cut decel setup page and the overrun deactivation table? But does seem to look like a bug. I'm running a red G4+ xtreme as well, latest firmware version - You know what version you are on?
  12. Over run fuel cut clarification

    Instead of duty cycle have a look at the log of Injector Actual Pulsewidth When the injector cuts you'll see a delay in the reading changing which I believe is for two reasons: 1. The amount of gas coming past the wideband sensor under these conditions is very low so its slower to respond 2. There is still the fuel film build up on the port walls which is coming into the cylinder, although the amount of fuel is low the amount of air is very low too when the throttle is shut. But I see a delay in the readings here, and look how long it takes to register again once the injectors turn back on.
  13. 3SGE VVT wiring question

    Hi Robin, The above responses are correct, one wire goes to your Aux output (This is the earth side of it) So the other wire needs to supply power to the solenoid or it's not going to do anything It's essentially wired the same way that an injector is. The ECU earths the connection, rather than supplies power. Note - you need to wire a VVTI solenoid to aux 1-4, none of the others.
  14. 3d table for closed loop lambda compensation

    I mention 40% as that's the current allowable maximum. The main thing that would be nice would be able to specify seperate percentages for adding or removing fuel.
  15. Okay I've tested again with proportional gain table set to zero, and now the anti stall works. You can see it spike every once in a while to maintain idle. But it would be nice if it could work to maintain idle under changing conditions as well, in my case mainly alternator load requiring more power to idle on target.
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