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iceman_n

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Everything posted by iceman_n

  1. ok i need first to modify the cam trigger so i wil be back with vvt soon something else now, i remember that somehow i can change the main fuel map values to actual milliseconds, for some reason i cant find it anymore or maybe i dont remember right... also about ignition idle there is no aircon/fan uplift should i assume that the idle target error method is so good that is "sensing" and "stabilize" idle when fan is active and rpm drops ? because i see only fuel correction/trim for aircon/fan/drive
  2. lets say i will go for 3 evenly spaced tooth on cam trigger... as far as i understand from the vvt inlet target table i control the angle not the pwm of the solenoid, so its constantly at close loop at vvt setup -> inlet fully retard postion -> should i use my camshaft centerline degrees at full retard ? its 125 then the inlet targer map goes to 175 degrees
  3. Can be done with just a single tooth for cam trigger ? Its much easier the modifications with just one tooth if i decide not to go with on/off vanos function
  4. I use custom trigger on crank 36-2 just wanted to avoid the custom cam trigger thats why i was looking for an on/off function for vanos
  5. Thanks for the clarification about degrees etc The crank and cam patterns is exactly the same as subaru old ej20 6/7 pattern, its not a subaru but uses the same pattern cause the manufacture place a Hitachi ecu that uses 6/7 pattern.. So i know that 6/7 pattern its not supported 4-5 years ago that i noticed that its a subaru pattern and was loooking for an ecu
  6. It has cam sensor but it needs to modify the trigger pattern in order vipec read it Its not 60 degrees its 25 from 125 centerline to 100 from 1500 to 4500 and rhen back to 125 until redline around 7800 The vanos barrel its made that way that can only rotate for 25 degrees, solenoid just control oil flow to it
  7. vipec v44 ecu with 2.0 liter N/A engine - i want to run smart cops in wasted spark mode, should i pair them in outputs or each cop to each output and configuratuion on software ? if it has the ability on software - batch mode on injectors again should i pair them in outputs or wire them separate and just select batch mode on software ? - 2 wire solenoid for vanos on intake cam, i want to run as ON/OFF not vvt cause i dont have cam sensor...just using rpm condition for on/off, should i use the aux output to control a relay for feeding the solenoid and ground the other terminal of the solenoid on battery - or use high side feeding directly from ecu ?
  8. you maxed out your fuel pump... do you use trandional or modelled equation ?? if its trandional your master fuel needs a lower value but thats not your problem here i just mention it
  9. hmmm something is wrong with the timing
  10. its 100 kpa because he change the axis setup just to suit in his application, so it was tps in the original map with itbs... i disagree with you, with itbs you cant hook up map sensor with corrent readings of vacuum, tps is a must for both fuel and ignition with itbs in my experience i have seen some applications with vacuum box on itbs but doesnt work right sometimes, the wave pulses make odd readings on the map sensor
  11. ok thats fine but the problem here is that its a totaly different thing to map an engine with TPS and different with map sensor....the alpha N method its totaly different than density method its not as simple just to switch from TPS to map sensor just changing the axis setup on the map, thats why the second map goes until 100 and first at 105, the second map 100 is the percentage of throttle the first 105 is the kilo pascal of air entering inside the engine
  12. there is no answer if it would be safe or not, you need to tune your engine and find out where is the knock limit, a map from another engine setup its just a base map for starting your engine nothing more also you said it runs ITB's how its possible to run ITB's and he uses map sensor for load ?? instead of TPS...
  13. maybe noise from somewhere interference the crank sensor
  14. iceman_n

    Blown engine!

    does the piston have ignition marks on it or a bent rod ??
  15. iceman_n

    Blown engine!

    if it sprays before IAT sensor....but he said he doesnt use methanos spray also what d you mean " Almost looks like electrical noise "
  16. iceman_n

    Blown engine!

    really i dont know, also it was under full boost, it start from around 50 degrees IAT and drop to 11 degrees really suddenly and i think it was the last full boost attempt as after that tps is at really low values propably it was the point the blew the engine that why you ask about methanol spray...its a reasonable reason for low IAT so suddenly
  17. iceman_n

    Blown engine!

    only at 7.31 has that temperature drop on intake and really suddenly
  18. iceman_n

    Blown engine!

    according to the log file IAT at 220kpa 7600 rpm is around 30 degrees quite ok in my opinion so i think advance timing blew the engine as the ignition degrees in my experience are high for turbo engine.... and obviously there is a problem with alternator and battery charging
  19. why on main fuel setup on active injectors is set to 1-4 ? since its a 6 cylinder engine...
  20. i have the the dead times for 3 bar fuel pressure...is it possible to calculate somehow for 3.5 bar fuel pressure ?? or should i use the 3 bar fuel pressure data ?
  21. iceman_n

    Poor idle

    it not the same as the vw 1.8 20vt, vw has vvt only enabled on cold start for emission and some models without vvt this thread here is for audi s3...its different from vw engine but in general is the same engine....s3 has the same engine as seat ibiza cupra with 220hp and not 150 or 180 hp as vw this came up from a little research i made but still not 100% sure, just saying....
  22. iceman_n

    Poor idle

    i believe that the wrong vvt setup has major responsibility in idle because full advance on intake makes huge camshaft overlap...but cj has right too about the 6% open throttle is too much... my opinion is : kill the vvt totaly..setup the car with nice smooth idle and goos cold start...then enable vvt again an try to fix it...it needs to be mapped well without the vvt as a good starting point some things must be FIXED to allow you to move on more proffesional things as vvt... also as the vvt still remains on aux output it will not work properly...it needs to be moved on vvt output with camshaft sensor along side with crank sensor or to kill it permantly...thats your options
  23. iceman_n

    Poor idle

    i am not 100% familiar with AUDI engines but from a little research i made its a truly VVT and not ON/OFF if its a truly VVT then you need cam sensor in association with crank sensor to work it properly...If you try to work it as ON/OFF mode from an auxiliary port then you will have issues as you already have...also if you try to switch from 2000 rpm you will have problems because if you drive under 2000rpm then it will turned off and fully closed then if you try to drive a bit over 2000rpm it will be turned on and fully open this will make a feeling of "bouncing" and stalling because it needs some kind of hysteresis to work propery that aux output dont have...Hysteresis prevents outputs from switching rapidly on-off-on-off as the control signal hovers around the switching point thats why your mapper as far i can see from your map it enables it at 1200rpm so its ON all the time from lets say idle until 5200rpm...as i already said you need to work it properly with cam sensor and vvt functions or just totaly KILL it and try to make a proper timing on your camshaft
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