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plox

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Everything posted by plox

  1. What is the error value for IAT, appears they can't be set in the old software?
  2. FYI Prometh do a low current PWM W/M solenoid to remove the need for ssr. Going back a while but I tried PWM pump, switched to PWM solenoid and eventually ended up at just on/off and 4D fuel table. As above, recommend a failsafe, I had a pressure sensor just after solenoid before the nozzle - lower than expected pressure would trigger a warning light and kept the boost table set to medium (where the 4D table wasn't pulling fuel). Attached a tune file as an example but keep note this was mid set up and pre tune so may not all work perfectly but gives the idea. If I was doing it again I'd probably look at the fuel injector route. Subaru WM Set up.pclr
  3. Was part of a discussion with the e85 supplier & a tuner, sensor was reading ~73% but testing showed 85%. On two cars with different sensors/ecu etc. Was in the mist of some supply issues over a year ago but suspicion on the e85. Could be similar or something completely different.
  4. I didn't see the wheel speed but that makes more sense. My gtr idles perfectly fine at 900rpm (but is all factory, no e-throttle etc.) so I wonder if the higher idle target has been set up to counter the wheel speed not working. Subaru on the other hand with e throttle has idle target error as Adam mentioned in 2 and your e throttle table looks to have 2 in the top row, with a jump below 1500 in the 4 cells highlighted
  5. Log would answer this but what does it idle at and is it lumpy? Ignition idle control reduces timing at 1200rpm and idle control is set for 1150rpm with 100rpm deadband (idle control isn't doing anything between 1050-1250) so it could get into situation where it's reduced timing and idle control isn't doing anything to correct it (Adam may know better). Idle seems to be set kind of high, if you're happy with this you could try change ignition idle settings to: or bump up anti stall gain slightly and see what effect it has.
  6. When I was looking for fail safes it seemed the flow sensors weren't reliable so I ended putting a pressure sensor post solenoid, it measured pressure and the ecu had a switch for boost/fuel/Ign tables based on the pressure being within the correct region. Seemed to drop back often when fluid was low (& without any surge protection) so was worth while. I found prometh had a fast acting solenoid with low draw, majority of the rest were not suitable for pwm as per the above.
  7. plox

    ECU vs DCCD problem

    My thoughts are if you calibrated the ecu so the open value was set to 2.9v, the ecu would see "full throttle/open" at about half of the pedal movement. But the dccd, which you can't calibrate that I'm aware of, is still going to see >=5v which I'm assume is what is causing the dccd fault.
  8. plox

    ECU vs DCCD problem

    Mines 0.660v and 2.908v, but I don't think that'll help you because your pedal has a larger movement range without the spacer (to/over 5.000v). Id install a pedal stopper. I'd assume they are the same part from any similar model so you should be able to get one from wrecker etc. Otherwise you could get one from partsouq, might take a while to get here though. https://partsouq.com/en/catalog/genuine/unit?c=Subaru&ssd=%24*KwGiloeMz9zP_P3g9fGF__ruzsnXpqmkpbehvNCi1-nl0e22r-XhsqKgpLK9tOTr_fmhobTq7ufW7-uu-aqz3NGh1tLSgo_optamoqOlpqHr6_n1s6ymoaWuuOu--aqz0LXtAAAAANyFFRs%24&vid=0&cid=449&uid=13727&q=JF1GDFKH36G053405
  9. plox

    ECU vs DCCD problem

    My 05 STI with a g4+ plug in has no DCCD issues. I wonder if it is a accelerator position sensor issue, your open voltage is 5.000V which I assume means its actually over 5V & could cause the DCCD controller issue as well? (mines around 2.9V)
  10. Got the knock set up by temp wiring fuel pump to a switch. Avcs sorted too. Started tuning but I am questioning the need for the dual fuel and Ing tables (base map in original post), cam profile & 2nd tables switch is rev/map based (>60kpa and >1500rpm). So the opposing areas in each table aren't being used anyway. I'm wondering if each set of tables were tuned, dyno'd then picked the best cross over point but the cross over conditions effectively made the 2nd tables redundant, and could be merged into one. Am I missing something?
  11. Just curious, why not run a output that switches the 2nd pump on fuel time when it comes into boost/needing second pump? One of my cars runs 1st 044 full time and second when it comes on boost and it doesn't have fuel heat issues (which it did have when both run full time) I have run a water meth pump via pwm output and a solid state relay but not fuel pump(s)
  12. No oil flow issue, and swapped solenoids left to right and still LH not following target but RH was Looks like I wired the LH avcs solenoid output to the "avls" solenoid(s) and vice versa, will switch those round tomorrow and report back. Any idea on the knock error Err: DI Feedback?
  13. I'd already run a new wire as a test and same result. Then changed Trigger 2 filtering to 3 and the error seems to go away? Position is still not tracking with what's commanded, or when set to test on. LH solenoid is audible, but sounds quieter and slightly different sound than RH with the same test. From memory they can have oil flow issues so ill pull the oil line off and make sure its flowing. Otherwise I'm thinking I'll test another solenoid, brother has the same engine so ill steal his solenoid for a test.
  14. You should be able to see in the screen recording, generally 69-70, 309 & 549-550. and the 550 jumps to 1050+ randomly. 2nd recording is of the aux 1 "test on" Couple of screen records in: https://drive.google.com/drive/folders/1nYsPmWuYEvk_18UoDdg_PyYC670O08eI?usp=sharing Appreciate the help!
  15. Fixed RH wiring and that seems to work correctly. Played round with LH offset, still erratic errors. Factory engine loom doesn't appear shielded so assume its not a lack of shielding issue? (LH is wired via the cars original cam signal so is shielded, but the cam earth is also used for something else (a temp sensor signal from memory) Log 13-09-21 6;49;41 pm.llg
  16. I did the test, changed the test pulse to 3 and angle was reading at 69.~, but didn't think that little difference would cause the issue (offset set at 70)
  17. Does the knock block need the knock window aux output to give DI &/or LED feedback? Ecu run time values show Err: DI Feedback which I haven't found a lot of info on. I went through freq/gain set up etc and could hear knock loud and clear, unsure if the LED was flashing but I didn't notice it. Subaru v3/4 G4 plug in, running an ez30r so the car has no spare AUX output (could put a switch/relay in for fuel pump and use that AUX for now). The knock block is only in for tuning so I'm not to concerned if it doesn't feedback to the ecu, but it would be good to know. Also having vvt issues which I wouldn't mind an opinion on - RH has no signal which I'll try track down in wiring, and erratically getting 4 different LH errors. Is that what a shielding issue would cause? Tune/Log attached bg5 ez30 na tune 3.2.pcl Log 13-09-21 10;32;40 am.llg
  18. Hi Adam, friend is in a similar situation but with a g4x (monsoon & 13b n/a with e throttle). Just to confirm, no difference to what you said above - appears it would take up all the an inputs & 3 of the aux?
  19. I've got the connectors off the below website, part numbers are there too. I think the resistors are only needed when not using a dash/can gauge at the end of the line (which normally has the resistor inbuilt), so having the resistor inbuilt wouldn't always work. https://www.msel.co.nz/epages/motorsportelectronics.sf/en_NZ/?ObjectPath=/Shops/motorsportelectronics/Products/CONDTM04-4PK https://www.msel.co.nz/epages/motorsportelectronics.sf/en_NZ/?ObjectPath=/Shops/motorsportelectronics/Products/CONDTM04-4PK
  20. plox

    GaugeArt Can Set Up

    FYI - Gauge kept reading 0 (while ecu read 3%) but started working without changing settings once I added ethanol. I noticed it was working at 13% as I was filling it but unsure when it started reading. Anyway appears both streams are working using IDs 50 and 51.
  21. plox

    GaugeArt Can Set Up

    Interesting, I'll have another go tonight and see if I can get it to work
  22. plox

    GaugeArt Can Set Up

    I've tried this, as per attached set up. But as soon as I apply the change (second ID from 50 to 51), the gauge changes ethanol % to 0 (link saying 3%, so I assumed all the first user stream channels stop working) gaugeart can set up.pclr
  23. plox

    GaugeArt Can Set Up

    Hi There I've got the GaugeArt Can gauge working but I can only get one of the extended user streams to work at a time. Their instructions (https://gaugeart.com/instructions/vi-pec-link-g4-ecu-setup/) are bit unclear about the second user stream, should this be on another channel and if so what ID should be used? I can get the second user stream to work on another channel using ID51 but the first user stream stops working. Out of the extended outputs I only actually want Ethanol %, Fuel Temp, AFR/lambda target & CL Lambda Fuel corr Set up file attached gaugeart can set up.pclr
  24. For the oil temp, this is the calibration settings I used (based on provided data) Tracks fairly well, around half the the engine coolant temp until coolant reaches temp. I'm a bit suspicious about the sensor placement as temp hasn't gone above 94C with spirited driving(ej20 with the sensor in the factory oil pressure bung). Or the factory cooler is better than I thought. I'm thinking I'll test with another temp sensor in the sump next time I do an oil change.
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