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Shedley

Dealer
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Posts posted by Shedley

  1. Software also crashes if you want to select a parameter and use the search icon, select a parameter and press enter. 
    and also on a few other handlings, quite frustrating. Every button you press you need save your work, or if not you can start all over again.

    also had a few instances where some outputs are allocated to two functions in the pms setup tree, but if you look to the functions themselves it’s actually not true

  2. Hello

    is there someone that calculates driving wheelhouse from gearbox ratio and engine speed, to use for launch control.

    so the car basically has a wheelspeedsensor, coming from the aim display trough canbus, mounted to left front wheel (RWD car)

    I would like to use slip regulated traction control and calvulate driving wheels speed from the gear ratio and rpm. As the rear axles are custom build and don’t have sensor rings on them

  3. 21 hours ago, Adamw said:

    I can confirm there appears to be something weird going on in your map.  I just done a quick bench test in an ecu here and the outputs are definitely not behaving as expected.  When I load a map in from my car the outputs behave correctly.  Ive tried adjusting a few things but havent spotted what is causing it yet.  I will have to get back to it tomorrow and have a closer look as its 10:30pm here now.   

     

    Edit, added later:

    Ok, update, I played a little more.  I think there is some bug in the initialization of the auxes.  With your map in an ecu I changed the E-throttle PWM output to "Aux1/2", then back to Aux 9/10 and suddenly the auxes started working in phase correctly.  Try loading your map below, it should be fixed in this map.

     

     

    basefile fixed.pclx 430.05 kB · 1 download

    E-throttle works now, but to report, tps call doesn't, calibrate sensor manual does the job, just as in g4+

    I think has to do by how the system is constructed, one tps on the ethrottle motor and one on de itb's themselves, with a linkage between them

    Thanks

  4. 36 minutes ago, Adamw said:

    Ok, that is weird, it definitely looks like it is having a hardtime getting it closed.  

    To confirm what the software is showing, can you put a voltmeter on the E-throttle motor (Red to aux 9, black to aux 10) and see what voltage it is showing when the throttle is closed and the Motor DC is showing -80% or whatever.  If the volt meter shows about -10V then that will back-up what the software is showing.  

    I'll do in a minute, but can say this, if i put a bench power supply on the ethrottle motor, 12v 2,5a, the throttle kicks open immediately and you can't move it with your hands, if i reverse polarity, you can't open it

  5. 1 minute ago, Adamw said:

    The PID will be different but that doesnt sound like your only problem.  It sounds almost like it might be working backwards, is the aux 9 active edge set to high?

    Yes it does, and also wired aux 9 to the + side of the ethrottle motor.

    Also worth mentioning, if i set it to low, throttle plate goes immediately full open without aps

  6. 3 hours ago, Adamw said:

    On engine where we had good reliable information on the normal trigger offset, this has been built into the trigger mode.  So in most cases you can set it to zero and it will run.  

    As for the info removed from the help file, we have only removed the stuff that is no longer needed in G4X.  The Aux setup have been removed as you can now use any Aux for the solenoids.  The VVT offsets were removed as the calibration is all done automatically.

    Ah ok, didn't know about the offsets being implemented in the base trigger setup.

     

    Also encountering another weird one ont his particular car. 

    So on e throttle we have much more configuration options compared to g4+. I copied pid values ect but keep getting issues wutht he ethrottle controll, can't run the automatrd tps calibration as well, but that didn't work ok s54 and g4+ to.

    But what i have now, so i configured all the sensors manually, but for example throttle is at 6% due to idle control, and ethrottle dc is arround -85%, but that does not make any sense because there's a spring on the e throttle motor, so it goes to zero on itself. And if you pull of the connector throttle shuts immediately so there's no resistance at all. Also if you gently press aps, tps goes open as it should, if you pump aps, tps goes shut instead of open. Also if you keep for example aps at 50%, tps follows, but you can press throttle open or shut with your hand, but on g4+ it was really not possible to do so. It seems as there's no current enough supplied to the ethrottle motor.

    Another issue is, sometimes out of the blue when you restart the ecu trottle blade goes al crazy, open shut open shut open shut ect. If you put them completely shut with your hands, ethrottle dc goes to 100% but throttle plates stay shut and aren't moving at all

    The only thing i can imagine being a problem is that tps sub and main go in opposite direction, so one 0-5v and the other one 5-0v

  7. So i've done a bunch of BMW S54's on G4+ Fury ecus, base trigger offseet is always arround the suggested 276 degrees.

    Yesterday started one up with the G4X Fury, but car wouldn't start, so checked with timing light and now with base timing at -15 degrees, the engine runs, but does seems weird to mee as crank patern isn't changed at al so why is base timing suddenly different. Also if you look in the help file, on G4+ there was a lot of parameters for the S54 included in the engine specific section, but on the G4X help file they seem to have deleted a lot of the base value sugestions.

     

    Someone experienced similar problems?

  8. What I should do personally is: set load equation to map. Then set fuel table 1 to load axis tps, and map the car on waste gate pressure. Then ad boost and set up an 4d map with load axis map, to take the fine tunings in account were the map calculation does not fix the complete calculation. To have nice and steady afr's. Ditch that fuel map 2 and set up your lambda target table to map VS rpm, problem solved, you can make the afr leaner on low load(map) conditiond

  9. 15 minutes ago, RyanShepherd said:

    Can i open them in the g4 software? 

    aaw, my bad, i was trying to open the file in G4+, which obviously doesn't work, compare function is not possible in G4 software as far as i know, i'm sory

  10. 35 minutes ago, RyanShepherd said:

    thanks bud. Just checking over both files just now with my friend. he's away to send me his map file to make sure they are both identical.

    You can use the compare map file, then the program will show you all the differences in red ;)

    I tried to open your map, but i can't open the map for some reason

  11. 15 minutes ago, RyanShepherd said:

    yeah, I was hoping there might be something obvious in the map file. I basically have no clue what i'm looking at!

    I'll take a look later this evening

  12. 1 minute ago, RyanShepherd said:

    This is my map here. My friend is currently out checking his settings incase they are for whatever reason any different to the settings i have here. 

    mr2 map 17-12-18.pcl

    Just keep in mind that cams have a big impact on VE(volumetric efficiency) what is your lambda doing, do you use the same spark plugs/gaps, same coil ect? 

  13. 7 hours ago, StijnDvx said:

    i want to disable the input speed on the idle with the dbw that was an issue 

    Have had that issu as well, put iff you set something as a wheels speed, it stops happening 

    5 hours ago, Kitto said:

    Can someone send me a drop box link or similar to the latest un-released PC Link 5.6.6 Please.

    My tuner has updated the firmware on my ECU and i'm now unable to connect with the older version obviously. He had to update it to solve the fuel pump speed control bug.

    He's a busy man and getting it from him will take time ^_^.

    Too big to email to me no doubt.

    Regards,

     

    You can also reinstall older firmware, in the update firmware tab, choose a older firmware, and install it

  14. 26 minutes ago, Simon Kribstock said:

    I have a v5 STi with OEM IAT. I bought a GM IAT and installed it just before the throttle body. Should I use the expansion connector or should I snip the OEM IAT and wire it to the GM IAT? 

    You have both options, you can just use the oem wires and change calibration in the ecu. That's what I should do

  15. 27 minutes ago, Bud said:

    Dear All

    i want start to use function Closed Loop Lambda Auto Mode on my car

    i use CAN Lambda LINK controller on my car.

    i search some advice or feedback for good setting about "closed loop lambda gain table" and  "Closed loop lambda rate table" on auto mode

    do you some good setting or feedback for this setup?

     

    thanks a lot

    best regards

    Ludovic

    There's a really good explanation here on the forum from mapper, I should look if I can find it

    Here you go:

     

  16. 2 hours ago, mapper said:

    If you use a calibration table with Volt input and integer position numbers (1-12) output, the output does only change in steps of 1, so no problem between interpolating. However, if you have a 12 Position Switch for example Launch RPM, the Launch RPM would only change negligible little. 

    Yes indeed, what brand Rotary switches do you prefer? 

  17. 58 minutes ago, Greenday694 said:

    Because it requires a slightly different fuel mapping with the intake cam advance. And it works better with the more aggressive ignition map.

    Even though the ECU does a great job at adjusting to maintain my set AFR. I help it by setting the fuel tables as close as possible, so there is less searching, by tuning each fuel table in open loop first.

      This makes for  very smooth, linear Power from idle to redline. What BMW engines are known for. And it works very well on the track.

    I'll tell you something: I've more then 5 customers running on a fury écu on a s54 engine with dual vanos. Vanos always active, even on idle. Afr spot on, nice flat torque curve between 365-400 nm and 365-410 hp (some stock engines, some build with 302/296 cams ect) all on 1 fuel map strategy. Your vvt maps decide the position off your cams, so if load axis of vvt and fuel map are the same, there is definitely not a need for a second fuel map. As you have a m50 with a simply on-off vanos, thing getting even more straight forward. You're making it yourself way to hard. 

    Have done m52b25tu engine ass well, on another ecu brand, same story. 

    Make it yourself easy, ditch that second fuel map, let your vanos switch at a certain rpm (which you can easy test on the dyno) and if you choose to let it switch on a certain tp as well then set your load axis to tp as well of the fuel map, otherwise you make things complicate for yourself

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