Davidv

I think it would be cool to have a visualisation of how things are linking together.
As an example, Calibration table 3...
Hmmm this already has values in it, does this mean it's being used by something? Or can I change it? 
At the moment it's hard to tell without scanning through everything else to see if DI3 is referenced (unless I'm a noob and havent spotted how to check)

Or another example
Digital Input 5 is a switch on the dash....
What is this currently being used by if anything? can I use it without unknowingly turning something else off or on?

I think it would be cool to have either a spiderweb looking sort of map showing how all of the inputs and outputs link together.
Or otherwise, being able to bring up a map of just one sensor/input/etc and see what links to it.
An awful picture of how this could maybe work:

 
I do realise it gets complicated when you're considering everything that something like a temp sensor can influence, but could be handy regardless.
 

Thanks! 
I've been tinkering with a few other things, however for the better part, the car is now running great. 
I am going to enter a series here called "Superlap" which is a time attack sort of contest that goes around to a few different tracks around the country.
One of them is based in Cromwell, which is a 21 hour trip each way for me:

 
Which is where cruise control just really shines! This is one of my favourite features so far, and one that I wasnt expecting to be available when I initially purchased the ECU. (I didnt have E-throttle initially either)
I setup an injector test bench and used the advanced injector test function to work out accurate deadtimes and short pulsewdith adder tables for both sets of my injectors:


Which made the staged injection work much much much better with changing temps etc. Also switched over to modelled fuel which works well.
So just fine tuning things, because my outer injectors are 1000cc and spray at a reasonably low pulsewidth, injector timing is something worth spending time getting right. 
I tested this out and found that at lower rpm (when mainly using inner injectors) it's best to spray very early, onto the back of hot valves and let it vapourize the fuel.
But as RPM goes up and switches over to outer injectors, it prefers the injection timing to occur as the valves are open and air is flowing into the cylinder. Which makes sense!

I tested this by statically settting the injection timing to one setting across the whole rpm range, datalogging a run, then incrementing the timing forward, and testing again.
Whereever the AFR shows as richest, that's where the best injection timing exists, as it's more efficiently mixing air/fuel so there's more fuel left over on the way out.

The below graph shows degrees before TDC combustion on the left hand side, and RPM across the top, and the air fuel ratio in each of the boxes. Yellow highlights the best AFR acheived for each RPM range, it's pretty clear to see the trend where it starts transitioning after 5500rpm from 450BTDC down to 250BTDC.



 

Thanks for sharing your thoughts, I have sent this thread to the engineers so they can consider this also.
Scott.

Hi David,
The system you're describing for low load areas reminds me of how our Closed Loop Lambda auto mode works. In it there is a 'Gain' table and a 'Rate' table. The gain table controls the sensitivity of the system based upon the difference between the target and actual lambda difference. The rate table controls how often the system evaluates the difference. Maybe something like these two tables, but in 3D, could be useful for the Knock control system. Is this along the lines of what you're thinking?
Scott.

Hi people,
 
I've got a weekend/track car that I'm setting up a link G4+ on.
It runs a 2l NA engine with Variable valve timing, 6 speed box and some other fun bits.

Thought I'd put up a few posts here as a log of experiments / successes / failures with tinkering and tuning with the G4+ Xtreme.

 
 
The motor that I am using is a Redtop 3SGE engine from a 1998 SW20 MR2. It's basically a less common variant of the Altezza engine, has 11:1 compression and makes 200hp as standard.
Thankfully after a basic wire up, the base tune for the Altezza in PClink gave me a really good head start for getting up and running.
It was great having all of the VVTI pids etc all worked out and coilpacks etc firing up first pop. Really impressed!
One thing that I needed to do though, was figure out the optimal cam timing for the VVT cam on the inlet (exhaust cam is fixed on these motors)
I still had the MAF sensor in place, in a datalogging function. I figure whatever cam setting shows the highest volume of air coming through at full throttle, must be optimal.
So I ran datalogged a few rpm pulls with the cam timing statically set to 0, 10, 20, 30, 40 degrees advance.
Then I pulled the data out and put it into a graph.
\
Then so where ever the line was the highest for that RPM, that was the settings I put in for the VVTI map. You can easily see the big advantage of VVTI compared to a static inlet cam.

I compared this to some friends with similar engines who'd dyno tuned, and found the results were very close. The only difference was my bump at the ~4750 mark, but this might be a product of my particular intake/exhaust arrangement.
For the lower load sections I used some guesstimating and some documentation from Toyota. However will keep working on that part some more.

 
 

Thanks! 
I've been tinkering with a few other things, however for the better part, the car is now running great. 
I am going to enter a series here called "Superlap" which is a time attack sort of contest that goes around to a few different tracks around the country.
One of them is based in Cromwell, which is a 21 hour trip each way for me:

 
Which is where cruise control just really shines! This is one of my favourite features so far, and one that I wasnt expecting to be available when I initially purchased the ECU. (I didnt have E-throttle initially either)
I setup an injector test bench and used the advanced injector test function to work out accurate deadtimes and short pulsewdith adder tables for both sets of my injectors:


Which made the staged injection work much much much better with changing temps etc. Also switched over to modelled fuel which works well.
So just fine tuning things, because my outer injectors are 1000cc and spray at a reasonably low pulsewidth, injector timing is something worth spending time getting right. 
I tested this out and found that at lower rpm (when mainly using inner injectors) it's best to spray very early, onto the back of hot valves and let it vapourize the fuel.
But as RPM goes up and switches over to outer injectors, it prefers the injection timing to occur as the valves are open and air is flowing into the cylinder. Which makes sense!

I tested this by statically settting the injection timing to one setting across the whole rpm range, datalogging a run, then incrementing the timing forward, and testing again.
Whereever the AFR shows as richest, that's where the best injection timing exists, as it's more efficiently mixing air/fuel so there's more fuel left over on the way out.

The below graph shows degrees before TDC combustion on the left hand side, and RPM across the top, and the air fuel ratio in each of the boxes. Yellow highlights the best AFR acheived for each RPM range, it's pretty clear to see the trend where it starts transitioning after 5500rpm from 450BTDC down to 250BTDC.



 

Hey David, Just read through this thread, I admire your incremental approach to tuning your car. I'll take away the use of dropbox for managing logs from the comfort of my arm chair when my project is running. 
Keep the updates coming  

Further to Jonny's comment, you can easily verify your wiring using the injector test function.  With ECU connected to laptop and ignition turned on, fuel pump turned off, Go to Fuel>Fuel Setup>Injector test. Set it to Inj 1 (2ms 10Hz), you should hear No 1 injector clicking.

LOL Correct I meant to say that you may only be able to view some of these parameters in a value list format. They will all be added to one group with possibly only being allowed to add 100 values at once. Some runtime values will only be displayed if the parameter they are displaying is activated.  Also, some items may not be available on all ECUs. . The runtime list you essentially create yourself once the log file is saved. You can export this file as well.
To answer the Runtime window with Tabs will only be accessible through live connection. 

Hello everyone,
Just tested the new firmware v5.6.2, The lambda 1 closed loop control is working correctly. For the DI# input, Lock Timing only can be use on DI1-8, it's still not working on DI9&10. Will update if there's any other problem exist. 
Thanks to the support team.
I am using the same Extreme Red Ecu, running on the latest firmware version 5.6.2. Are you still running on the 5.6.1 firmware? They finally fixed the problem on the 5.6.2 firmware.

Hi Dinn,
Thanks for reporting back on your testing with 5.6.2. I'll have a look at the timing lock and report back.
Dave, I've also tested Lambda 1 on CLL on firmware 5.6.2 and it is working well on Stoich and Auto modes.
Scott.
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Hi again Dinn,
I can confirm that 'Lock Ign Timing' is not fixed in 5.6.2. It is expected to be fixed in our next major release.
Scott.

Hey,
You need to go to the E-throttle page and change the e-throttle mode from "ON" to "ON-SETUP MODE"
Then where it says "1 table" you can select 2 or 3 tables. 
Then change the mode back to "ON".
Then you just need to setup the conditions to activate the different maps, and fill out the maps how you want.
 

You have CAN on the storm, right? I would suggest you find a controller with CAN output and use that instead of a 0-5v signal. Can is not affected by "ground offset". But yeah, age might be a factor also.
There are several vendors offering these.. AEM, Motec, KMS, Emtron, Ecotrons to name a few

Just to add to what Rich and Steve have said. If you are using any value in the Charge temp approximation table, other than 100, then the current IAT value is having an effect on the fueling. If the charge temp table is set up perfectly then the warm-up enrichment table and IAT fuel trim table are not required, meaning they can be zeroed out. However they are available for use, and as the axis are configurable they could even be used for purposes other than originally intended.
Scott

Currently if you leave the car running for 10 hours in a row, you'll have 10 hours worth of accumulated knock adjustments.
But as soon as you turn off the car it's all gone.
He is asking if it's possible for the values in the table to be persistent after the ECU has been switched off, without having to log in with an ECU and "Store" each time.

Nah it doesnt store current values in memory after you turn the car off.
Turning off "clear I trim values" means that you can prepopulate the Itrim tables with numbers in your tune file.
And it will start with a high number and then reduce them as the car drives and sees no knock.
As opposed to starting at zero on the table and then increasing when it sees knock.
It doesnt build up a log over several days though.
Might be best to setup internal datalogging, at a low HZ rate so it can log for several hours, of just a few functions (Itrim values on your cylinders logged at maybe 0.1hz or something like that)

Perfect glad that you got it sorted. I ran into an issue like that on a 1jz. Damn rattly gears. LOL

I had lots of idle trouble and found that it was because my deadtimes were way off.
If those particular injectors are easy to sell, in the long run you might be better off getting some injectors that come with better info.
The ID850 comes with an awesome set of data.
http://injectordynamics.com/injectors/id850/

We use Syvecs (Life) ECU's and within the closed loop set up we can you can set up different trim conditions
different % limits for  adding fuel + and removing fuel - so you can remove a small percentage and add a large percentage
different % limits for full throttle and part throttle ( uses a throttle percentage number to set up low load/high load condition)
This will allow you to run closed loop 100% with different trim levels for low and high load.
 
Thanks
 
 
 

Hi David,
We have separate center tolerances for QuickTune, but not for Mixture Map. I'll pass the suggestion for this on, along with the one for more filters.
Scott.

Hi Rich,
I'm running staged injection and my intake manifold has a lot of resonant peaks and troughs. Engine goes to ~8200rpm so to adequately address areas that need a little more or less fuel I've chopped the bottom end off my fuel table and setup a seperate one. (Just being picky really)
Idle is now a lot more steady after using mixture map to develop a very high res idle map, which after some more testing I'll downsize to fewer rows and columns. So all is well with that.

The reason I ask about 4d and 5d fuel, is that mixture map is a very powerful tool for making an overlay compensation table that can spot trends on a table that has axes different to your main fuel map.
For example if your main fuel map is based on RPM and MGP.
Let say I fitted a surface mount thermistor to the intake manifold, and wanted to see what effect heat soak has.
I can setup a 4d table with the axes of thermistor temp and effective injector pulsewidth, and then run mixture map and it'll populate the table to show me if there are any trends visible by which it would make sense to establish a compensation table.
If not, I can change the axes on the 4d table and rerun mixture map and see if anything else shows a clear trend.
(This is a good method for finding slow changes like manifold temp which are hard to quantify otherwise)

However I want to be confident that if I set a more specific type of 4d or 5d fuel map that just addresses a particular zone or load area or whatever, it isnt extrapolating out unpredictably across the rest of the map...
Which you have answered for me. Thanks
So far I've seen some interesting results by disabling IAT compensation, and then setting a 4D table based on injector pulsewidth and ECT.
As the required compensation varies a lot based on pulsewidth as well as ECT.
I will post some results up later if interested.

Hi Davidv,
Is the reason you are using the table because it simply will not hold a quality AFR around your idle? Posting a log would be very useful. In 4d and 5d mode you can switch this as table activation or always on. You will need to setup the x and y axis of the conditions you would want this to be active. When in the overlay setting 4d / 5d. You add a 6th dimension and the table becomes much larger.
To answer your question it will not extrapolate if you have your axis maxed out for 1200 rpm. So in overlay it will simply add a percentage to the main fuel table. So at 1100 rpm at 16.8 kpa, you may have a value of 32. With a number like 10 in the table. This would be 10% + 32 = 35.2 would now be the calculated value for that table. I would assume you will have better luck in interpolate mode. This will allow a ratio table that you can control via what x and y axis conditions you would like. So a percentage of how much of table 1 to 2 is being used. Easily after 1200 rpm you could set this to just table 1. 
Hope this helps and I answered your questions.
-RichRDE

This was something that changed in the last release (5.7.0) I believe. Interestingly there is nothing in the release notes (whoops). Glad you like the change.

This is awesome! 
Not sure how long that's been a feature, but I only just noticed haha.

Did this happen at the same time as labelling outputs etc?
Now it's much easier to see which are still available, or which I've used up or whatever.
Thanks guys.

Hi David,
Looking at the list of OBD2 data our ECUs are capable of transmitting, instantaneous fuel consumption is not included, so I don't think an OBD2 app will help you. Making a parameter for (cc/min)/(km/h) should be possible for the engineers, as all the data required already exists. I'll ask them to put it on their request list.
Scott.