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Everything posted by iliasfyntanidis

  1. Hi there guys. I have a problem with my car.The RPM Limit activates lower that it should,at 7900rpm(8500 at my pclink) This only happens with 4th gear and onwards,basically when i try to hit top speed.With 1st 2nd 3rd the rev limit activates at 8300,as it should.(Default setting 8500 rpm) Here is a pull where i hit the rev limit twice,the second time went a little higher but nowhere close 8300. Attached the pclink and 4th gear pull.Please forward the log at 8:17...... At the dyno(Dynapack)where 5th gear was used there wasn't a problem with the rpm limit.Kicked in where it should. Have contacted the Link team but they said that it might be noise(i have an adapter harness on the stock wires)runout from the crank...etc. Any insight from the community would help. The car is a Mazda Miata 1.6lt MK2 1999 model rated at 180bhp fully N/A built. Regards Lewis https://www.dropbox.com/s/af83h9gn4sptede/Mazda%20Miata%20GearTech%20Ignition%20Map%20Advanced%2CCLL%2COil%20Pressure%20Limit%2COverrun.pclr?dl=0 https://www.dropbox.com/s/nimm9d0iqpy845x/4th%20Gear%20Pull.llg?dl=0
  2. Noted will not touch it. By the way I have the earlier case which looks much prettier than the late ones. Does the warranty covers ECU's that have been purchased second hand?
  3. Is it possible to convert one not waterproof to a waterproof one? Is there an option as a service or a kit for purchase?
  4. Is there any specific strategy of using mixture map? I always hit the same cells while driving . How do you approach WOT cells? From 2500 rpm with 5th all the way to the rev limiter? Uphill, downhill....? Also can I alter the highlight range to be more specific on the values I get?
  5. Happy New Year first of all,to everyone. @Adamwyou were spot on about the Equation Load Source to use MAP instead of BAP.The car now behaves as it should when i reach to a stop. I would like to ask the following because i dont get it....On the Link Help file it says to use BAP if the MAP signal is not consistent as mine.I have more or less 30 kpa at idle,unstable due to high lift camshafts.Why BAP couldn't work on my occasion and how could I control my idle if I was using BAP instead of MAP? Now that i have selected MAP instead of BAP i can not use the mixture map.It's not showing up? My PC Link is below.Thanks fellas! Mazda Miata Final Map 3.pclr
  6. Can someone adjust my pc link with this change?As a starting point...
  7. Thanks for the reply. When you have time please OPEN my eyes because I am ready to fill the trunk with TNT... Where or how I can I change this setting Adam? Should I go to Fuel Main->Load=BAP and change that to MAP or somewhere else? I am on Load=BAP right now. The reason for selecting alpha N is that I have vacuum at idle 33~40kpa due to the aggressive camshafts with 106 LSA and 12mmift from 8 mm originally.
  8. I am facing a problem with my tune.Have done approx 1700 kms and the car is well tuned.It starts almost fine in the morning,better when is hot,have done the idle procedure and have walked through open loop to closed loop to set the duty cycle of my ISC valve,have engaged Idle Ignition Control,used plennty Autoune and mixture map,pulls hard till 8500 rpm,generaly it rides almost fine. I have one problem that i can not solve from day one and dont know in which direction should i look...I am circling aroud the things i have done such as adjusting the ISC valve duty cycle.Idle Ignition Control can not solve the issue.Is a mechanical issue, bad idle control valve issue, ECU problem... WTF? The problem is that sometimes i have bad engine startups and i should keep the revs with the gas pedal ,tight parking maneuvers are a bitch as the car wants to stall when i let the gas pedal and the most annoying is that when i come to a stop after overrun the idle falls way down low,the AFR's also,to 20's and the car stalls....There is no conflict between overrun,have done the idle procedure correct many many times and the car other times behaves as it should.So the tune is not consistent.There are days when nothing of this happens.Someone could easilly say to adjust my idle but have done this and my target error is spot on.First open loop and then closed loop. The car is Alpha N(no map sensor active on the tune) and the IAT reports high but its correct.Have 2 of them,the intake is just above the exhaust header and when i come to a stop heat soaks.What you guys think,before the sledge hammer takes play.... Below are some stalls and my pc link file.These 3 are stallings. https://drive.google.com/open?id=1XRUfHlrXxJSapyeyMltN5CEpqOcH6BSY https://drive.google.com/open?id=131xJKhMAy8IHwZ2N39yjTT-Y4aFdLvPL https://drive.google.com/open?id=1rIbWNsEmlu7Z3XgzlnBpb1m_Niip62XF And these are bad starts https://drive.google.com/open?id=1gkko34U3ZspfX_E-bJ0q16d9i_TFuQAw https://drive.google.com/open?id=1yuhv_dNjeKAdK8pRvsL1dYJp2VzY6xOz https://drive.google.com/open?id=1W3iQH56TYD4PsJiFnLc4wZxuEjjEcjk9 Mazda Miata Current Map with Knock.pclr
  9. I am dealing with some strange overrun behaviour.Although all conditions are met its activating very very late.Sometimes i let the revs fall hit my idle target on purpose and still have not entered the overrun.Please see the attached file.PC Link included.The injector on the log files still working,as far i can see from the duty cycle.Disregard the MAP sensor,it's not functional.The engine is Alpha - N tuned.The only thing that makes sense is the AFR Target Table turned on.But on deccelaration? Overrun Not Activating.llg Mazda Miata Current Map.pclr
  10. Hi. Can I monitor these parameters as runtime values somewhere? In total (and it's sub envelopes) like cold start parameters ? I haven't found something. Also in the latest firmware I have noticed that overrun is being activeted later(0.5 TP threshold and 1.2 sec) than the previous firmware? All conditions are met. Is that my idea or not?I am seeing about 3 seconds delay time before activation.
  11. Well bridging 5V with signal I get 5V on my runtime values. On the other hand bridging 0V with signal I get 0V on my runtime values. Harness is 110 % correct. So officially the MAP Sensor is shot Sometimes it shows. But it's not trustworthy anymore.
  12. I am away for vacations Adam. Thank you for the support, every time its second to none . Will do as I get back.
  13. I tried to blow in the very first but nothing changed. Yesterday the voltage without doing nothing, just pc link open to see the voltage output it changed from 1.2 to 0.5 on its own. Even if the sensor gives me a good reading it will not be trust worthy anymore.
  14. Unfortunately I have measured 4.97 Volts. So the sensor is shot, correct?
  15. Car has not started for a while,4 months.Tried to do a MAP sensor calibration and i get a message saying MAP Sensor Calibration command failed: Current MAP <5kPa or > 5kPa of baro reading. The pin out is 100% correct as the car was working fine on February and when i hit F12 run time values i get 1.04 Volts. It's a GM 3Bar Sensor bought from DIY Autotune.10 months old.... Something isn't lining up.Any thoughts?
  16. Simon i am not refering to the shielded wire used for the knock sensor going to the ECU plug.I am refering to the 2 pin wire that conects the knock sensor with the amplifier. Knock Sensor Loom A and B as they are called in the following picture pins wire should be a shielded one per instructions.
  17. Hi there. I came across a unit which was for sale,without cables ,loom etc.It's new just a plain unit. 1)Can it be used as Knock Control Interface with i88 units or just as Knock Tuning Tool? I have a i88 unit and i was reading the maunal that it can be used with 2 possible methods,as a Knock Control Interface or Knock Tuning Tool. 2)In the first case the Vipec's internal knock control circuit is being dissabled and the Knock control is done by the amplifier? 3)Why does the pull-up resistor on the DI channel used must be disabled and the auxiliary channel providing the window must be set to active low? 4)Is there a spare main loom that i can purchase or a part number of the 6 pin connector used so as to fabricate one? 5)The wire used on the knock sensor has to be shielded as i read on the instructions.Should i end the shield to any of the 2 pins on the connector side? 6)Any part number for the knock sensor 2 way connector? 7)How would you describe Vipec Knock Amplifier compared to Link Knock Block in terms of tuning aid and ease of function?
  18. @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.
  19. 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.
  20. 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.
  21. What would be your suggestion about idle rpm lockout Steve? The fuel pressure sensor is not working by the way.
  22. 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.
  23. 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
  24. 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.
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