Brad Burnett
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Posts posted by Brad Burnett
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Hspeck,
Instead of attaching screenshots, it is a much better idea to just attach either the .pcl file or the .llg file of the log. Screenshots do us no good at being able to see all the data required to make educated assessment of the information.
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What youre describing sounds like a tune issue.
Would need to see the calibration to know for sure.
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Knock sensors do not go to AN volt channels.
Knock sensor positive leads would go to pins 8 and 9 on the B connector.
The neg leads will go to pin 17 on B connector.
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seems to be power back feeding due to improper relay wiring.
run pin 85 for the relay to +12v SWITCHED source.
That would be my first thought.
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3 things I notice soon as I open the file:
Solenoid frequency is set to 12hz
Max clamp is set to 12%
And your base position is set to 0.
set frequency to around 200
raise max clamp to 90
put some kind of reasonable values in the base position table.
Also, please read the ISC setup in the help file. The help file in the software is fantastic and will help 100% of the time.
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You are getting trig 1 errors.
You may need to increase the trig 1 arming threshold at higher rpms to solve.
Maybe get a scope trace of trig 1 while at higher rpms(6-7k) and set the threshold to about 1/3 of what your peak voltage is.
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As for the wideband controllers:
I have a strong hatred for Innovate units, always having sensor failures and heater issues.
As much as I dislike just about all AEM products, I have not had any issues with their wideband controllers.
I do like the new Link CanLambda units a lot.
I have an Ecotrons CAN ALM on my own personal car and have had zero issues with it.
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The reason for using lambda with the multifuel equation is that lambda remains constant across all fuels while afr changes per fuel.
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Early ej20 had a 6 tooth crank trigger(trigger mode Subaru ver1-6)
All the avcs stuff has a 36-2-2-2 trigger.
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What are the specs of the PC that you are using? IE RAM.
Some software will need more RAM to work faster.
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I would relocate one of the I/C switch inputs to the expansion loom to free up a useable DI for the ethanol content sensor.
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slight correction, the correct plug is an AU series which is smaller than the BD series. AU-06BFFA-LL7001
thanks for catching that JMP!
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Fuel injector size values are only visible in the modeled fuel injection mode.
You must have it set in tradition fuel equation.
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I would honestly replace that sensor with something more like this
https://milspecwiring.com/store/index.php?route=product/product&path=47_316_51&product_id=475
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1/4 to 1/2 watt should be sufficient.
Just curious what sensor you are using that would need a pull up for pressure.
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I have run into tons of issues calibrating the throttle on e throttle set ups.
Link actually changed the procedure so you can manually enter the values if it wont do it on its own.
Simply put the e throttle into set up mode and move the throttle blade with your hand full closed and full open. Note the AN volt values for sub and main and then manually enter them.
You used to not be able to manually enter them in the past.
That should get you pretty close short of the PID values.
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Load Sites
in G4+
you can remove the -ve sites, just keep in mind that the ecu will extrapolate from the down from the lowest value.
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I'm not 100% on this, but I'm pretty sure you will need to use ign 1-4 for the coil on plug conversion.
I had a look thru the software, and was unable to only configure ign 5-8.
I would set the coils up on their own loom like you said, but have it mate with the standard loom via a deutsch connector or something of the sort.
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I would start by looking at the Aim Pista set up data in the help file under Device specific can bus data in the tuning functions tab
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Will need to set one of the aux outs to tacho.
Yes the ecu can supply the signal.
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early ej20 avcs motors had the 2 hall sensors reading off the back for vvt control and the standard vr sensor reading off the back of the cam.
In that situation, you would wire the vr to trig 2 and the 2 halls to DIs
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3) Yes you will need to sync the triggers. Go to the triggers tab in the ecu settings tab, then calibrate at the bottom. The help file has great instructions for this.
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1) You can set up the vvti aux as LH or RH as long as the DI or Trig 2 in you case show the same LH or RH inlet cam.
2) They shouldn't show on on the config page, but they will show you some form of "feedback" in the run time values. Hit F12 to see the run time values.
3) Yes you will need to sync the triggers. Go to the triggers tab in the ecu settings tab, then calibrate at the bottom. The help file has great instructions for this.
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Heres an example of where I end up with those units
High RPM when TP Main at 0%
in G4+
Posted
Have you contacted the person that tuned it?
I would honestly explore that avenue first considering that you paid for a service and it was not provided correctly.