Brad Burnett
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Posts posted by Brad Burnett
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latency will not do what you are after
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You would typically want over run fuel cut off for this. And then you could enrichen the areas of the map at high RPM high vacuum.
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1) Just a thought, but may want to check how many teeth are on the abs reluctor rings. If there is more than about 12 teeth, you will run into issues as the frequency will get to high for the ecu. Also those abs sensors are standard reluctor mag sensors and need to be fed to DI channels, not aux.
As for the switch see the images I have below. Can be momentary or toggle but must be configured as such. Easiest way is to wire in a switch with one wire to ground and the other to a DI channel.
2) Same thing, switch with one lead to DI and other to ground. Instead of breaking the signal to the solenoid I would have the switch change a boost table. Toggle is a must on this one.
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I can supply a base calibration for turbo LS
Pm me.
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yes it works.
its connected to knock1
simply turn knock control to "on-internal" and follow the instructions in the help file for configuring knock control
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Only problem I foresee, is that the Maf wiring doesn't have a 5v ref in it. It uses 12v from the eccs relay.
Other than that, the swap is pretty straight forward. Just turn off the internal and set up the external.
Don't forget to recalibrate the map sensor and store.
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I have recently set up cruise buttons on a car with one AN volt channel.
The input to the ecu will have 1k ohm resistor connected to 5v.
The input wire is then connected to a series of momentary buttons.
On the other side of the buttons are varying resistor sizes connected to ground.
You then set the AN volt channel to "Cruise Control Switches".
You will then have to monitor the AN volt channel in the runtime values window and set each specific voltage value for each switch.
Works out very well with most OEM cruise stalks.
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I would not so much expect valve float, although it is possible.
Stock 3sgte rev limit on stock computer is 7000rpm.
Wouldn't surprise me one bit if it was ignition break up.
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I looked in the software with the mindset of having a throttle trim table with %slip on the x axis and gear on the y axis. But there is not a easy way to set that up as there are no throttle trim tables.
You can have a max of 3 ethrottle target tables. What I would do is set up a couple virtual aux out puts with regard to slip and gear to activate which throttle table the car runs in.
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Florian,
What is the plug gap on the spark plugs?
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1 yes
2 yes master fuel is where you will start to scale the injectors
3 most supras have a fuel pump controller. it may be bypassed causing the issue
4 you may need to turn ANV12 off or change the fault settings so the code doesn't come about
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you can send any parameter the ecu sees over CAN. The CAN bus is fully programmable.
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You can connect to the ecu with a laptop and read the link specific codes if any are stored in the ecu.
But to me it sounds like there some tune issues.
Maybe post a copy of your calibration and we maybe able to see something that stands out.
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Could you post a copy of your calibration please?
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needs a fuel pump id assume, as Ducie said.
I have seen this happen over and over. People love the nismo pump upgrade and wont believe anyone when it comes to needing a bigger pump.
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Adam,
That is for the older Subaru 3 wires that had 2 signals one for open and one for close.
The 3 wire that Gctech is running is more like the Subaru v7-9 that has a power, ground, and signal from the ecu. More like the standard 2 wire pwm solenoids.
As for what 3 wire Laimis is referring to, I don't know. Just assumed the same solenoid that Gctech was running.
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I would adjust the fuel pump prime time to be maybe 10 seconds.
Then adjust ethanol sensor lock out to be 5 seconds.
when starting car:
first put the key on,
Then count to 5 for the ethanol sensor to go live.
Then start the car before the fuel pump prime time ends.
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Laimis,
Should not be an issue to run an ISC on aux 8,
but 9 and 10 will not do it.
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Try this.
Load the attached cal file.
View the run time values by hitting F12. And then view the triggers tab in the run time values. Verify that both trig 1 and 2 are turning green and show OK.
You will then need to sync the timing with a timing light to verify that the engine timing and the ecu timing match.
The only thing that I changed in your cal was that one of the triggers was set up as a reluctor sensor. The help file shows that the M52 is "supposed to be" 2 hall sensors. So I changed it to that.
Which exact ecu is this? And please post some logs of the work so we can see if anything else is screwy.
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It sounds to me like a set up issue with the ethrottle.
could you post a copy of the calibration?
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Also go ahead and post a .pcl file and a log of the engine not starting.
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Simple question: Have you input the unlock code into the ecu?
Without the unlock code the ecu will not register RPM and without that it will not fire the injectors or coils.
I have had some experience with the m52 motors. Some times they have 2 mag sensors instead of one mag and one hall. Would need to see the sensors to know for sure.
Also go ahead and post a .pcl file and a log of the engine not starting.
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Or..... Instead of doing a bunch of modification...... get on ebay and find yourself a Subaru sti dbw pedal for like $40USD.
You know..... to save yourself from yourself and make your life easy.
Accel Enrichment, Supercharged EF six cyl
in G4+
Posted
I'm more curious as to whats going on in that log....
Full throttle, constant boost pressure, and rpm is decreasing at the last little bit of the graph.