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David Walter

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  1. Justed passed emissions on the tuner's dyno. Result cam up pretty good in the end. Just remembering I had: HC 0.791 (required < 0.6g/km) CO 14.84 (require <10g/km) NO 1.502 (require < 0.502g/km) A couple of faults and a few tweeks with the tune. And, it dropped to Test results for HC 0.493 (required < 0.6g/km) CO 8.955 (require <10g/km) NO 0.741 (require < 1.50g/km) Then, I noted that the ecu was continually trying to decrease the fuel. And, that there were some spikes so we went looking to find some way ward values in the fuel map. Did the retest, and decided to hold it in gear longer for higher RPMs. Test results for HC 0.472 (required < 0.6g/km) CO 2.814 (require <10g/km) NO 0.892 (require < 1.50g/km) Just really pumped at the moment. So there you have it, you can clean these engines up with a link ECU.
  2. Finally Test result for NO 1.502 (require < 0.502g/km) Graph attached
  3. Can only post one graph at a time Test result for CO 14.84 (require <10g/km) Graph attached
  4. Oh sorry Ryan, yes you are right it is not a fan belt, but the alternator and power steering pump belt. A bit of a colonial slang slip. It is really not the load that is a major issue, (other than they have entered double that expected in the car) . However, you need the full voltage to ensure that you get a good spark, as a single misfire would result with a failed test for sure. My car is a little twitchy on throttle as it is, and with the twin plate clutch it is a handful for the driving test off the line. I have attached the test results( sorry it was a screen shot of the last tests). And, after a little confusion (and, tears) it has been confirmed that I have to pass the IM240 overall test result for registration. Test results for HC 0.791 (required < 0.6g/km) Graph attached Test result for CO 14.84 (require <10g/km) Graph attached Test result for NO 1.502 (require < 0.502g/km) Graph attached
  5. Well changing the injector timing certainly cleaned up the CO. And, we are starting to get some very good results. But no passes. The fails are now across all three gases. However they are much closer to the mark with a 1.03 HC, a 12.3 HC, and 1.4 NOx. Have tried winding back the timing in the peak zones (under power, where the majority of the NOx is being produced) Noing that the CO, and HC is quite low in the area we might add a little fuel. This is getting so finite, it is crazy, the finest of changes results in massive changes (in percent) in the results. Still open for any insight from anyone. Would running a mix of ethanol help?
  6. Whilst, it does appear to be a few issues in that you opened it up in a newer/different version of the PCLink. However the points remain in regards to most of the items. I have already made a few changes based on your insight. Especially with the injector timing, I’ll see how it goes on the dyno tomorrow with the mixtures. As for the trigger set up. For some reason it would not work with the Nissans set up and once on the 1 tooth per TDC it was all good. I am not sure about changing the AN set up to WB ext sensor as it is a standard narrow band. And, I though it just needed the AN1 to be turned on and the setting would be address as a part of the closed loop lambda settings. Correct me if I am wrong the dither voltage should be about 0.6V? regardless 0.77 is a bit high, and could explain a few things. The G2 doesn’t have an AFR map, which may explain the RPM range, also the injector test. I’ll try playing with the ignition trim at idle and with ECT. I might have to resort to the old fashion why and get it set with the idle screw. How do my ignition times compare to your maps? I am not sure on the plugs, I am pretty sure they are standard, but I am loathed to start changing parts until I exhaust the tuning aspect. (Change one thing at a time). Thanks for the advice, please keep any further advice coming. I’ll happily post the maps for all once (if) I pass. Oh. And it is a hell of a lot of fun.
  7. Thanks for the offer to look at the maps you will see they are included, along with a photo of the rest of the car To give some insight to the car, and more specifically the engine. It is a VG30DETT with auto cams, that retains the vvt, and has only had a freshen up. It utilises MAP and air temp sensors to measure air flow. The injectors are now top feed 550cc. The turbos are GT2530, and are running minimal boost (controlled by the ecu) TPS, MAP, Timing etc have been calibrate and it has had a few runs on the dyno to ensure air/fuel ratios are safe, and timing is adequate. I thought the warm up enrichment was done as a part of the tuning however it suspect it has not been done for the colder days we are now experiencing. (which may explain the repetitive stalls when cold). I have no EGR, and the crank case ventilation system has been changed to include a catch can before venting into the manifold. I am using the G2 ECU. The test needs to pass the IM240 which includes HC, CO and NOx. With the current tune it was close, but miss by an inch - miss by a mile with these tests. Thanks again.
  8. I am trying to get my self built car with the VG30DETT complied under the IM240 here in Australia. It has a very basic tune, and I was quite suprised when first tested it was very close to passing. However, it showed indications that it was not getting good vaporisation of the fuel. Which was quite surprising as the injectors are new, and the engine in good condition. The air fuel ratios are good, but like I said the tune is basic. As the test is ver low in the maps with only up to 12% TPS seen. There are a couple of issues with it, one is that is has a lot of trouble holding idle especially after start up, regardless how much I play with idle and timing settings. I was wondering if sequential injector timing may have something to do with it. It is set at 400degrees BTDC. I thought this might be a little too early noting the injector placement in the VG30DETT. I was wondering if anyone can offer advice for passing the IM240 test with the link ECU and this engine. Attached is a picture of the engine. Thanks Dave
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