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Tim D

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Everything posted by Tim D

  1. Tim D

    Closed loop boost control

    Thanks very much for the detailed response. 1. Your assumption was correct, I was learning the track. Good point about the wastegate DC table, I had previously spent a lot of time tuning it, but more recently, had to adjust the WG actuator as I think the spring had relaxed over time. My original method of tuning WG table was to set the AP/TP table to limit TP to 70%, 80%, 90% etc to precisely target the relevant rows in WG table (does that make sense?) 2. I will review WG table as you suggest. All your other suggestions make great sense - I will do some more tuning..... Thank you
  2. Tim D

    Closed loop boost control

    Thanks Adam, here’s a tune and log that works well on the road… 788.pclr https://drive.google.com/open?id=1pjCW7otZjlRO3j8JqtsJj-2yhvleHtnw 788 (On Road).llg https://drive.google.com/open?id=1zBqW645IBygLo8KAn92o901FGIpFjJYn But not so good on the track… 788 (Brands Hatch).llg https://drive.google.com/open?id=1LQvNR99bBTaqN-AVhe5ytYShSjByVNMp A few major tweaks to bring it (sort of) under control… 793.pclr https://drive.google.com/open?id=1e86d4wXrepp3DSImjCoY2RQhGgPd0zeO 793.llg https://drive.google.com/open?id=1WyUPMAdXe0I20CgvfD8J26by-ut3XzDE Note, if you search for the Percentage FCut (%) this is where boost exceeded my engine protection limit. Comments welcome (any part of the tune)… I think fuelling is good, but have limited experience on what’s good and what’s bad! Thanks Tim
  3. Please could someone comment on my closed loop boost control dilemma on my Subaru Impreza STI with GTX3076r turbo. I have tuned the various parameters including PID setting to give excellent control, the MAP and Target boost agree to around 5 kpa and remain extremely stable. This is all carried out on the road and pretty repeatable! A dyno session gave similarly good results. However, during a track day, after only a few laps, the boost control requires attention to prevent overboost and oscillation. Has anyone else experienced this and what approach should I take to achieve a setup that's good for both road and track? Note, I can't upload attachments, but I'm thinking it's a fairly generic query?
  4. Tim D

    Internal logging issue

    Interesting to hear that a few others have experienced the same problem. I will email tech support as Adam suggests. To add to my previous findings, I believe logging always works properly (rather than it failing to log for a period of time, which could easily be assumed), it merely gets erased. Brad, you are spot on with your assumption. To elaborate, I've configured CAN2 to stream 'Log Memory Use' and configured my Dash to 'flash at me' if 'Log Memory Use' < 5%. I designed the dash myself so have complete freedom to configure it as I wish, but I suspect the ECU could be configured with some conditional logic (I've never tried this) such that any dash could display the info? I was going to attach my .pclr but get the following message: You are only allowed to upload 81.92kB Can someone at Link help resolve this please?
  5. Tim D

    Internal logging issue

    Yes I believe there's a bug too. I have a custom dash that I've configured to flash at me when Log Memory use is < 5%. Therefore, when the memory becomes erased, it flashes at me and I know the instant it's become erased. It must have happened to me over 20 times (in 2 years) and every time, it's when starting engine, as confirmed by the subsequent internal log file always starts with ECT showing 'cold'. Should it have become erased right at the end of the previous engine running time (not during starting as I suspect), the ECT would have shown 'hot'. I don't have a log file to hand, however, the resulting new logs have always looks completely normal. The only part I'm not 100% sure about is, whether the erasing takes place during Key-On or Cranking. Hope that all makes sense!?
  6. Tim D

    Internal logging issue

    I log memory use (as suggested by Ducie54) and this has exposed a problem with mine whereby logging appears fine, then occasionally, it will become deleted. Very annoying.
  7. I expect the fuel cut status will become active after the ignition retard has reached its target, hence my suggestion of letting car overrun for longer. I'd say give it a go... :-)
  8. Hi, I think it's working, as seen by the ignition trim, but it looks like the ECT is stuck at -30C for some reason. I tried uploading a screenshot but it was rejected for being over 81 kB You could try letting car overrun for longer, above 1800 rpm. Hope that helps.
  9. It looks like the wastegate duty cycle table needs tweaking first, it doesn't look very tuned?. The I-term is having to do a lot of correction to maintain steady boost. Once it's tuned, the PID terms will have less work to do and it should make tuning a lot easier...
  10. I have had similar experiences to this. In my case, the internal log file has self-erased, as indicated by the parameter 'Log Memory Use'. I can't explain it.
  11. Tim D

    New ECU has died

    Thanks all for your help guys! It turned out to be fuse number 11 in a fusebox I didn't know existed! Hidden away behind the immobiliser keypad, which you have to pull off it's hinges to reveal the fuses. Apparently this fuse feeds Engine ignition system and SRS airbag. It pretty much immobilsed the whole car! Not sure why it blew, perhaps I have an underlying fault that will come back to bite me! Thanks too to https://shopbhp.com/ - great tech support as always
  12. Tim D

    New ECU has died

    Thanks guys, I will try your ideas. As it happens, when the problem occured, I tried the headlights (as a crude battery health check) and they appeared to be fine.
  13. Tim D

    New ECU has died

    Hello Link and anyone that can help... I installed a brand new G4+, model WRX107+ to my Subaru one month ago (S/N 2655). It initially worked fine, although the log file has self-erased twice, a problem that my previous ECU (WRX107+) had. Today, on turning the key, the engine started to crank and halted after about one revolution. The battery and starter motor were new a few months ago. Battery voltage with everything switched off is around 12.7 V and no previous issues. I can no longer hear the fuel pump priming with key on. I can no longer get my laptop to connect to ECU, previously this was fine. PCLink displays "Searching" whereas it previously connected quite quickly. Interrogating Windows device manager shows the ECU to be on COM1, so I tried configuring PCLink manually to COM1, but this did not work either. I tried all connection baud rates. If I interrogate the ECU, it reports "Unable to connect to ECU but USB connection is present. Please cycle power to the ECU". Cycling the power made no difference. I rebooted laptop, this didn't help. I tried attaching screenshot but got the message "You are only allowed to upload 501.76kB" Please can someone advise?
  14. Hi Warchild, Although I'm not familiar with your boost controller, I guess it doesn't run in closed loop mode, otherwise it should make the necessary adjustments to maintain target boost? Does the controller have any configurable settings apart from boost? I'd also assume that your factory ECU was running closed loop since you say it maintained boost better? You can have 3 boost tables in Link, so that could be an option (unless you really need 6 settings?) Re: What will the Link ecu do better by controlling the turbo than the GFB ? Taken from the Link help file... Advantage The main advantage to closed loop control is the boost pressure consistency. With open loop control tables are needed to compensate for changes in environmental conditions. The closed loop system automatically corrects the duty cycle applied to the wastegate solenoid to achieve consistent boost pressures in all conditions. The Link closed loop boost control strategy also incorporates open loop correction tables in the closed loop control mode. These are provided to help increase control loop stability. Disadvantage The main disadvantage to closed loop boost control is the difficulty to setup. Tuning the control loop requires experience and understanding of how the PID control algorithm operates.
  15. Hi there, I'm not familiar with the GFB boost controller, but is there a reason you're not using the ECU to do 'closed loop boost control'? I found it to work very well if you're prepared to spend a bit of time tuning the PID terms etc.
  16. Tim D

    Knock I-trim question

    Hi there, The Knk I-Trims are corrections to individual cylinders, hence the Ignition Angle remains unchanged. It would be interesting to see your tune too, it looks like cylinders 2, 3 and 4 are not detecting any sound, not sure why? Btw, I found it best to log at 100 Hz to capture these knock events otherwise you can miss them.
  17. Hi there, Here's an area you could look at... It appears that 4 degrees of timing is being pulled all the time due to incorrect knock detection. The Knock target table is using AP, whereas your AP is stuck at zero (maybe you don't have drive by wire?). I think this should use TP (not AP). Hope that helps?
  18. I think turning idle ign control OFF is a good starting point. I also think your idle ignition table is back to front... The timing should increase towards the right... (see extract from help file)...
  19. Might be worth a look at idle ignition setup. Could you post a .pclr file.
  20. Slight tweak to pic...
  21. Thanks for the feedback Adam, much appreciated. I did see the pic you mentioned and also saw the HPA webinar explaining about it which was very good. It took me a while to understand the various terms, hence I produced my pic to aid my understanding. Does my revised pic look correct now: Please could you also comment on my setup, screenshot and files attached. 682.llg 682.pclr
  22. Hello tuners and Link.......... After setting up the Advanced Launch Control tuning parameters on my Subaru, I came up with the following picture to help me understand what's what! Not saying it's better than the Link help file, but it helped me! Feel free to criticise if I have misinterpreted anything!!
  23. Tim D

    Closed loop lambda

    As far as I can see, the ECU is trying to add fuel, but I'm not sure what's making it go lean?
  24. I'd be interested to hear if anyone else has laggy software as I posted a comment a while ago about my issues... my laptop is pretty high spec and came with cortana. When switching this feature off, PCLink performance issues went away! I have not exhaustively proven this theory, but my laptop has been fine since... Ref:
  25. Dave, I initially thought that, but it is logged. See below... It's a bit strange though, if you type Batt in the parameter list, it doesn't appear as you'd expect! However, if you click on Batt Voltage, it's there! I can't explain that.......
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