Jump to content

iliasfyntanidis

Members
  • Content Count

    37
  • Joined

  • Last visited

About iliasfyntanidis

  • Rank
    Advanced Member
  • Birthday 06/05/1980

Profile Information

  • Gender
    Male
  • Location
    Greece

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. iliasfyntanidis

    Tuning Considerations

    Well the timing light gun drifts a bit on idle,with the screen open but as soon as i raise the rev it's stable.The timing disc has 4 teeth not equally spaced. I have unstable and week intake manifold pressure.Below it's a video showing the MAP signal(bottom left) on the Zeitronix display.The units are mmHg.The camshafts have 28° degrees overlap,244°/236° at 1mm of lift duration, 106° LSA and 12mm lift. Some questions I will alter my equation load source to BAP instead of MAP but does this has any effect while i am idling,standing still and i am in the sea surface.BAP works for BARO compensation which i don't understand if i need at the moment?Will this have any effect on idling or any effect at all?Asuming that i am not driving on a mountain course but in the city where the elevations are minimal. I will also alter the load axis at my fuel table from MGP to TP as the instructions indicate. 1)I see that in the Base Maps for the MX5 you have in your equation load source MAP.But in your fuel table load axis you have MGP.Why MGP and not MAP?I have read in the instructions that MAP it is not recommended but i can not figure out why? 2)On your ignition map you have as a load axis MAP.Why not MGP as it is used in the fuel table?Can i use MGP as a load axis in the ignition map instead of MAP? On my Zeitronix display i get a signal of 85 to 170 mmHg(fluctuating) which equals to(11 to 23 Kpa).Having on my ignition table MAP as load axis i sit on my ignition table 6° BTDC.On my ignition table 6° degrees is 80 Kpa which equals to 600 mmHg.How is this possible?The runtime values show 84 Kpa MAP and -17 Kpa MGP signal on the PC Link.Shouldn't i be sitting on the 15° degrees ignition angle as i have 11 to 23 Kpa(which my Zeitronix shows) intake manifold pressure?See the attached picture to see what the PC Link shows and what the Zeitronix display shows in order to become more understandable . Regarding the cold start i have read everything that has to do with it and also saw the webinars on HP Academy.But i need some help on the strategy to follow. I have seen that with the ISC Control makes a huge difference(easier) if it turned from Open Loop to Closed Loop.It was indicated to me that i should try to make the car idle as best as i can with the Open Loop On and then turn On the Closed Loop.How can i keep my ISC solenoid to keep up with my desired idle target?In a previous post Adam,you told me that '' It depends if you are using open loop or closed loop. If using open loop the base position table tells the idle valve how far open to be, the idle target table has no effect. In open loop mode the idle target table is only used for idle ignition control'' 3)Should i adjust the Duty Cycle of the ISC and meet the desired rev level for a given ECT temp(The Idle RPM Table probably will be my guide as the idle target,BUT has no effect on Open Loop)????How will i reach the desired rev level ? 4)When i hit F12 i get oil temp readings although i have not installed a gauge for oil? Sorry for the long post.Probably some things might not make much sense or did not explained them correctly.
  2. iliasfyntanidis

    Tuning Considerations

    1)Thanks. 2)Will look into this deeper. 3)I am sure that the screen is closed but i am also sure that i am sitting at 15 degrees on my ignition map and ISC ignition table.Will repeat the process and report back with the screen open.The ECU it's a Vipec i88 latest board version,Serial Number 18553 running the latest firmware. Some more questions... 4)What's the difference between PCLink G4+ V5.6.5.3338b ENG-JPN VV5.6.5(latest) and PCLink G4+ V5.6.5.3338 ENG-JPN V5.6.5. on the PC Link downloads? As i have said i am using the example base map that it is included in the software.The map that i am using it's for the Mazda MX5 and suited for my needs.I have set my Master Fuel from 16ms(originally) to 7ms(I am using Siemens Deka 550EV14 fuel injectors) and i have not touched the fuel map values. 5)The question is..Is it better to have small master fuel and bigger values on the fuel table or the opposite? 6)What's the purpose of Master Fuel Trim?Other than turning the value of Master Fuel decimal i dont see any other point. Thanks in advance.
  3. iliasfyntanidis

    Tuning Considerations

    Hi there. I have started tuning my car and i am using the default values that are applied on the plug in units.I am using the MX5 map and after adjusting the Base Timing and the Master Fuel etc,etc i managed to fire the engine up.Congrats for the maps,great place to start if someone has a clue about what to do. I am having some questions though and many to follow up in the future. 1)First i would like to know at the Ignition Main there is Igniton Delay option.There is also that exact oprtion on the Trigger Calibration.Probaply those 2 numbers should match,right they are the same thing?So entering a value in one field means that i have to enter the same amount on the other. 2)Whats the relation between Idle Base Positon Table and Idle Target RPM Table?If for some reason i would like to raise the idle RPM target should i have to adjust the value on the Idle Base Positon Table?The values on that table(Idle Base Positon Table)mean how fast the idle will rise or fall?Because i did raise the idle RPM target and i did not noticed any change on the Idle Base Positon Table. 3)I have seen that my timing mark at 15 BTDC while it's stable at idle when i apply some throttle it drifts significantly.I have not adjusted the fitering option on Trigger Set Up for Crank(If that has to do with something)but i have adjusted the values that i am refering to in No1.Can't recall if i had them the same.My crank has 4 teeth and polarity is 100% correct because i used the pin of my OEM harness so only one wire towards Vipec plug accordingly.What can i do for that?
  4. iliasfyntanidis

    Vipec i88 wiring

    For continuity purposes the pin out of Euro models its slightly different from the US models. Cars equipped with immobilizer have the fuel pump in 3P on the ECU. Which is mine situation. Cars without immobilizer have the fuel pump in 3N. That is the reason. Apart from that,cars equipped with immobilizer( like mine) the fuel pump relay does not have the Light Green(without immobilizer they have the Light Green wire) wire but a Red/White color wire that goes to the 3P ECU.All the other colors match the fuel pump diagram.
  5. iliasfyntanidis

    Vipec i88 wiring

    FIXED Thanks for all the support. After 3 years on jack stands and a major rebuild with top notch parts the car is ready to hit the road and track.
  6. iliasfyntanidis

    Vipec i88 wiring

    Adam i will disconnect the fuel pump relay and send 12Volts straight to the fuel pump today after work.I will also try what you suggest me.The funny thing is that the car starts with the factory ECU.BUT I don't hear the fuel pump priming with the stock ECU either.
  7. iliasfyntanidis

    Vipec i88 wiring

    Well I measured 12.3 Volts before the fuel pump relay but after the main engine relay on the White/Blue wire that's on the left. The one in the green circle.
  8. iliasfyntanidis

    Vipec i88 wiring

    Haven't checked that but will do. Things are messed up a bit because I have build a harness adapter(very tidy) to connect the Vipec with the plugs of the OEM harness. Possibly have done something there. I know that the fuel pump for safety reasons primes when engine is started i.e. airflow is being created not when key is in ON position.Maybe a treaty of the OEM harness does not meet up with the philosophy of my adapter harness. Hope there isn't any damage with the board of the ECU.Is there a dedicated circuit inside the board where I can take a quick look and is it easy to open the case easily apart?
  9. iliasfyntanidis

    Vipec i88 wiring

    Have done that also. Even changed Auxiliary Outputs. Can it be the something like the problem that it is described on this topic. Can I send to tech support the wiring diagram of my Mazda just in case there is something that overlooked. For example the earlier MX5's had a switch on the AFM. Mine doesn't (later model 2000 has a MAF which is deleted )but maybe there is somewhere else located that I missed.
  10. iliasfyntanidis

    Vipec i88 wiring

    Yes.
  11. iliasfyntanidis

    Vipec i88 wiring

    Have wired up everything. Coils do spark on test mode, injectors the same, fan kicks in etc etc. One problem though. When I put Auxiliary 5 on TEST ON which is my fuel pump I don't hear her priming. I have connected 3N from my engine harness to Auxiliary 5.The factory ECU pinout is on post No1. Another image on the bottom. Any ideas? The engine starts right away with the factory ECU. So no problem with fuel pump relay, fuel pump or main relay.
  12. iliasfyntanidis

    Knock Sensors Hookup Wire,Location,Performance?

    Thanks again for the technical support.
  13. iliasfyntanidis

    Knock Sensors Hookup Wire,Location,Performance?

    I purchased a Bosch knock sensor. Should I ground the shield and one wire to Shielded dedicated GND which Vipec has, or should I use GND OUT which is for sensors?
  14. iliasfyntanidis

    Vipec i88 wiring

    You are golden. Thanks again for your time and support.
  15. iliasfyntanidis

    Vipec i88 wiring

    1)The 3A is ground for the fuel injectors. 2)The 3B is the PCM ground 3)The 3C the output device ground(what's this?) All of them are factrory pins in my OEM harness. Till now i have grounded all my extra sensors and some factory ones such 3 GM MAP Sensor,CLT Sensor,Fuel pressure sensor and IAT Sensor to my Vipec where GND OUT is as this is for sensors.All of them in the same GND OUT. I don't know where to ground the 3A,3B and 3C pins in my Vipec.The original pin out of my harness is in top of the page.
×