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Dtech Motorsport

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Everything posted by Dtech Motorsport

  1. HI Jerome I am in the usa working on a project at the moment and the shop in nz  is only forwarding me my emails that i need to deal with. attached is a VERY basic config it should start and run with the trigger configs set you will need to set up all your channels aux inputs analogue in puts etc.. and from there you will need to get it tuned even though it should idle and free rev fine do not drive on it!!  Regards Dave www.dtechmotorsport.com [email protected]
  2. HI Danny we have done a few odd fire engines now so can say as long as its not a V10 engine it will work as long as the triggers are supported and that the ecu is setup correctly with the correct firing events If you want email me your base map, engine firing order, and actual cylinder firing angles (have you physically checked this to be correct??) trigger pattern and I will see if I can help. Regards Dave [email protected]
  3. IN the G4 ecu not to be confused with G4+ ecu you can only log and display AFR petrol scale if you can get your head around lambda vs afr petrol scale you will have no issues example 14.7 = 1lambda               13.08 = .89                11.47 = .78 AF system bang for buck and reliability and accuracy= Zeitronix Zt3 system otherwise motec plm or ltc etc  depends on budget really quick tune is online tuning method as you go through the load sites. I would suggest you go through the pclink help on how this works and setting it up correctly for a better understanding Regards Dave [email protected]  Â
  4. Hi Paul I can confirm that you most definitely can log AF Ratios if a suitable wideband is wired and configured to a ANVolt channel there is quick tune available if tuning online as well Regards Dave
  5. HI Jim I have responded to your email Regards Dave dave@[email protected]
  6. Dtech Motorsport

    G4+

    you should see something in the next month as they are not released to the public yet if you need any info more urgently either email your nearest dealer Regards Dave [email protected] Â
  7. simple answer is yes change trigger mode to multitooth/missing tooth count will be 60-2 set trig two as cam level set trigger offset and you should be good to go Regards Dave [email protected] Â
  8. have you checked that you have set the imobilizer dip switches correctly on the ecu bottom board if these are not correct then you will get all sorts of errors Regards David Heerdegen [email protected] Â
  9. I have got around this by using a gp limit table and configuring it accordingly to use as a launch control method for those that have the atom ecu installed Regards Dave [email protected] Â
  10. Hi Jason if you want to send me your map I will have a look at it and see if any settings are in correct Regards David Heerdegen [email protected] Â
  11. this should get you in the ball park Trigger mode Ez30 avcs trig 1  reluctor filtering level 2   0.5 tapering to 3.5 for arming threshold trig 2 opto/hall  filtering level 3 pull up on trig 2/vvti  cam type inlet L/H  offset 72atdc DI....  cam position inlet R/H  offset 192 atdc you will need to check all offsets for the cams and crank but this should get it going  Regards David Heerdegen [email protected]  Â
  12. Hi We have done plenty of these conversions turboed and non turboed as well as for a base map i can point you in the right direction if you send me an email all of the ones we have done we have done of map and have not bothered with wiring in airflow meters. if you are looking for a map to look at have a look at the ver7 wrx base map as although this is not for a ez30r it will give you an idea of vvt control etc Regards David Heerdegen [email protected]
  13. on an old G1 pluggin ecu this would be the case but not on the new G4 range of ecu if set correctly what you have in the main map should be what is at the crank give or take any other ign trimms been applied Regards David Heerdegen [email protected] www.dtechmotorsport.com
  14. Have you tried changing the dipswitch settings on the board? Do you have a air tempsensor fitted as generally on the sti came with them fitted on the intake snorkle if not then the 100deg temp you see is due to the fault settings so either turn it off altogether or install the correct one after the intercooler. it should start on the base map just be a little rich but enough to drive onto a trailer. Regards David Heerdegen [email protected]
  15. HI Ben Firstly what version firmware are you running? If you are not on the lastest version then i would suggest upgrading to the latest V4.9.3 Secondly are you still using the factory main relay ? If so i would suggest replacing that with a new one as well. Hope that helps Regards Dave [email protected] www.dtechmotorsport.com
  16. Hi Andreas There are a few things I have noted regarding your setup Firstly i would suggest that you are probably hitting a lower rev limit due to engine temp increasing over that amount of laps as at 105c your rev limit will be approx 6000rpm same applies for the boost limit as well. 2nd your air temp compensation for fueling is oddly setup maybe there is some other reason for this that needs looking at? Have look at a base map for how they are normally configured. Next I would suggest updating the ecu firmware this will enable the trig 2 lock out mode as this can help with trigger issues on a subaru . The fuel and ignition maps have a different shape than i would expect for a fairly standard setup has this been on a dyno? Have the injectors been changed? Regards David Heerdegen [email protected]
  17. Ideally a G4 Extreme would be the way to go as it can do the 8 injectors and ignition coils sequentially as well as controlling the ethrottle if you want to retain the stock throttle body. We have setup and tuned a few of these so if you need any help let me know Regards Dave [email protected]
  18. If my memory serves me correct the start up 100%dc is locked in software for that controller as that is what the factory ecu did . the worst this would mean is that your crank enrich, post start numbers etc would need to be reduced to offset the increase in fuel pressure on start up Regards Dave [email protected]
  19. yep no different than group fire or semi sequential ignition should ALWAYS be 1 to 1 etc if this is wrong then the injectors will be firing wrong never guess test all you have to do is a test injector function and confirm that the right injectors are clicking when activated Regards David Heerdegen [email protected]
  20. the correct answer here is to put everything back as 1 to 1 etc then adjust your timing offset this will correct the issue check that the injectors are indeed firing 1 as 1 ,2 as 2 etc because if the timing reference is incorrect then the injectors will not be firing at the correct time either so you will not be getting the benefits of sequential injection Regards David Heerdegen [email protected]
  21. Where is the sensor mounted and what type of knock sensor are you using where the sensor is mounted can have a big impact on noise heard. also what sensitivity and frequency is the knock link set to? Regards Dave [email protected]
  22. Glad i could help trigger offset doesnt matter what it is (can be anything -360 to +360 effective 720 deg or one eng cycle, not rev) as long as ig 1 is cylinder 1 ig 2 is and so on same for fueling . regards Dave [email protected]
  23. siimon has sent me your log file quickly looking at it the ecu is doing as asked although there is a delay between the tps moving and map responding this could be mechanical, e.g. vac leak to map sensor or restriction. fuel press seams a little low if that is with the vacc hose off the reg. has any mapping been done? how does the car drive and accelerate? TDC is the same on cylinder 1 and 4 crank doesnt know or care only the cams dictate intake and exhaust timing so yes if wired wrong but timing calibration adjusted to suit then yes it would be 360 out. did you do a test on function to verify that cyl 1 was firing cyl 1 coil also firing order set to 1342? maybe post up the map would make it easier. Regards Dave [email protected] www.dtechmotorsport.com
  24. have you checked that the analoge fault settings are correct as this could cause the map sensor to appear to be pegged Regards Dave [email protected] www.dtechmotorsport.com
  25. could be a couple of things first the 1200cc injectors what ballasts are fitted and did you use these injectors last time if the incorrect ballast is fitted then they could be lazy in response especially if the fuel press is up a bit or you could have a delayed map reading or possibly a faulty map sensor i would check that the map signal is not been delayed by some restriction i have quite often come across people using tee pieces that have brass restricors in the centre tail piece this is fine for boost gauges as it smooths the signal but useless for a map sensor hope this helps regards David Heerdegen [email protected] www.dtechmotorsport.com
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