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About iliasfyntanidis

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  • Birthday 06/05/1980

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  1. @cj Thank you very much for the answers and usefull questions. Please tell me how would you setup the calibration table depending the following image.Would you set 0.5volt as 0 psi and 4.5volt as 100psi?My error is that i have set 4.5 volt as 114.7 psi correct? Honeywell PX3 by Ηλίας Φυντανίδης, on Flickr I am using Siemens Deka 550cc fuel injectors.The dead times are the following 6 7 8 9 10 11 12 13 14 15 4.999 2.024 1.33 1.032 0.883 0.685 0.586 0.487 0.387 0.338 I will do the rest as suggested.By the way are you a tuner?Because i see you are always spot on..... Thank you for you time and effort.
  2. Cj I have 2 ECT and 2 IAT involved. They 4 read the same but only the 2 of them take part in the ECU.The others are for future use with my Rotrex. The camshafts are big about 60° of overlap thus I have my load axis set to TPS. The sensors are PX3AN2BS100PAAAX sealed gage both of them. The idle stop screw is set correctly. Basically I just got back from a small ride and noticed that overrun issues are solved. The problem that I have now is at tight maneuver and light throttle openings where the RPM drop and the engine stalls.
  3. Steve to be honest I don't see the situation/problem you are describing. The values look good to me. By the way the RPM lockout was set previously at 400 rpm. By default. The problem is the same.
  4. What would be your suggestion about idle rpm lockout Steve? The fuel pressure sensor is not working by the way.
  5. https://drive.google.com/file/d/1CIIB3g6LcraDnki_bBmCrd309C6IHgFW/view?usp=drivesdk Despite the overrun which I might have fixed at the very end of the file on parking manoeuvres the engine stalls and dies. This happens many times and I am breaking my head to figure out why.
  6. This my latest and best map.The log is too big to upload.About 1.7 mb.I can send it via email. I have done some improvements.Have adjusted idle from Open Loop,then proceed to Closed Loop etc etc...Its rock solid.Never understood why someone has to go through Open Loop and then to Closed Loop,probably the enginners now better.... I want to ask the following because i think that many things happen in the backround like idle speed control where the user first has to set the Open Loop and later the Closed Loop. How does rpm lockout on Closed Loop idle speed control,max and min clamp,idle target RPM Table and Overrun Deactivation Table are related? Regards Mazda Miata Vi-PEC i88 Final Map - Link Ignition Map.pclr
  7. I am facing a problem with overrun fuel cut. If I set it to 2000(by default is set at 2000 rpm) rpm when engine is in warm up to temp everything works as it should. The problem is that the car is jerking when the engine speed hits 2000 rpm. So I have to press the clutch. Plus I like to have it lower than 2000 rpm, for example 1400.There isn't any conflict with idle target rpm which is set at 1200 rpm. When I set to 1700~1500 rpm for example the following strange thing happens. The car either keeps the idle at 1500~1600 rpm or the idle goes lean 21 AFR and finally dies. Any suggestions? Does the rpm lock out on idle speed control (closed loop control) has any effect? Basically it does not like at all overrun fuel cut lower than 2000 rpm.
  8. Good morning.Thanks for the help! Can you recall its vacuum from a log Adam?
  9. I have switched my fuel map to TPS as a load axis and did yesterady quick tune in the cells till 4000rpm basically to break in the new engine.Great tool. I have my ignition map to MGP as a load axis.Do you know if i switch to TPS what values should i enter? I have camshafts that on idle produce only 3.5 psi of vacuum that's the reason for tuning via TPS.
  10. Any feedback from the from the staff?
  11. Adam the engine is a Mazda Miata 1.6lt Engine.The engine has the following specs. 9.5 CR Oversize 1mm Inlet and Outlet valves,double heavy duty springs,ported and polished head and cams with 12mm lift(See attached pdf).Other mods present but not related. Exhaust its a 4-2-1 Maxim Header and the intake its stock at the moment.Fuel is being injected with 550cc Siemens Deka fuel injectors,coil plugs are from Toyota part number 90919-02240.No exhaust present,just the header. Cam Trigger with 2T-1 and Crank Trigger with 4T.So its stock from the drop down menu trigger pattern on the ECU.NGK BKR6E-11 Spark Plugs,fresh fuel.Walbro 255 HP LPH fuel pump. Also could you check the calibration tables and configuration of fuel and oil sensors.I am using Honeywell PX3. They have for 0.5Volts output voltage (0 psi absolute and 14.7 psi sealed gauge) and for 4.5Volts output voltage they have (100 psi absolute and 114.7 psi sealed gauge).Which values should i use on my Cal tables?Please see my program. Have attached 3 attempts difficult to start.On the 1st the engine has been tottaly cold overnight.On the 3d attempt i have used the Pre Crank Prime with Key On.It has made a difference but the combustion chamber it's probably warmer because i have tried cranking the engine and letting it idle previously,only a few seconds but everything plays its role.I believe that my issue it's trigger related basically not fuel related.Your experience please? 3701258.pdf Difficult to Start Log 2019-01-1 6;30;08 pm.llg Difficult to start 2 Log 2019-01-1 6;42;17 pm.llg Mazda Miata Vi-PEC i88 Last Map.pclr Difficult to Start 3 Log 2019-01-1 6;46;09 pm.llg
  12. Apart from first Crank Enrichment (have went from 15% to 80%) what else could be the cause of a startup that it's not so crisp? I have generally good values on Crank Enrichment Table and so on,i am idling at 13.7 AFR till the end of Warm Up Enrichment. What should I look for....?
  13. So lower crank enrichment gives more fuel or less? For example 30% crank enrichment gives more fuel than 40% crank enrichment? And what about crank enrichment table? Does lower numbers give more or less fuel?
  14. Merry Christams first of all to everyone. I would to clear some things in my mind about cold start.I am trying to get a start up like my family car does or as close as i can get.Now i have a start up between 2-3 seconds which seems a bit high for my taste.I have in bold the exact names of the tables used in the PC Link and have an example in the end with realistic number so as to know if i am correct. 1)I would like to know the value of First Crank Enrich which in my case is 30% from where it's being applied/taken or created in the procedure?In the help file it says that additional fuel is being injected for the first engine revolution and under 400rpm.OK understood....What 30% means in realistic numbers? Is this value of 30% being added to the Crank Enrichment Table ? On my Crank Enrichment Table which is 2D table and ECT dependent i have for example on 20°C 130% fuel as Crank Enrichment. So what would be as a final numerical number the First Crank Enrichment?(In my fuel table from 0 till 500 rpm i have 25 as a fuel value and on my Crank Enrichment Table on 20°C i have 130% on my table ) What i have understood is that First Crank Enrichement is being added as a percentage to the Crank Enrichment Table which looks the fuel table.....????? 2)What would be the downsides of using wrong dead times on fuel injectors?I believe that my dead time table it's not correct.They are 550ccSiemens Deka fuel injectors.Any help/advice from experience would be great.What's the relationship between dead times and pulsewidth when traditional equation fuel mode is used? Below it's the dead time table as provided by the supplier. 6 7 8 9 10 11 12 13 14 15 4.999 2.024 1.33 1.032 0.883 0.685 0.586 0.487 0.387 0.338 3)How crucial is to adjust on Idle Speed Control the Open Loop before the Closed Loop? 4)Long shot but i will ask this one also.....On parking maneuvers the engine was shutting down very gently i might say.I was in a hurry with so may info on F12 can you please show me where to look first for that problem? Thanks in advance for the help.
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