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Clubspectom

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Posts posted by Clubspectom

  2. Lambda Readings and New Sensor

    in G4+

    Posted

    Hi guys, 

    noticed my lambda readings in PCLink made no sense whatsoever, i.e 3.5 at idle!

    The cars started running super rich based on smell and high fuel usage, so I took it to my tuner to check with his dyno sensor. He was away today, so I just checked with one of the general mechanics and it was sitting at 1.3 lambda at idle, and jumped to 0.7 at 2000rpm. I assumed the sensor was rooted a few days ago, so ordered a  Bosch 0 258 017 025.

     

    Can anyone confirm if this unit is plug and play with the Link CAN lambda kit?

    https://www.bosch-motorsport-shop.com.au/lsu-4.9-oxygen-sensor~4260

     

    Also, would the faulty sensor make PCLink show an odd lambda value (see attached photo)? 

     

    Capture.JPG

  3. Coilpack Conversion GC8 WRX

    in G4+

    Posted

    Hi, 

    I'm currently converting my MY98 WRX from a single coil/leads to individual coils as per the GD onwards WRX/STI. 

    I've purchased some 2.5L based coil packs for the job. 

    Regarding dwell times, would it be suitable to copy either a V9 or V10 (2.5L based motors) base dwell table over to my map? 

  5. Traditional to Modelled

    in G4+

    Posted

    18 minutes ago, cj said:

    Unless you changed mechanical components of the engine/turbo/etc, those tables relate mostly to what is good/safe on your engine, not how much fuel it needs.

    The bit where you have to at least think about what you are doing though, is that to start with, your fuelling will be off, and so whatever ignition values you had previously used might be potentially dangerous if you are initially running a bit leaner while re-tuning.

    Thanks cj.

    No mechanical changes at this point. I had a full fuel system upgrade (ready for a flex tune) just prior to this, but my tuner did a traditional tune on 98 pump fuel before he was alerted to the requirement for modelled when doing a flex tune.

    I've been watching the HP Academy videos on doing a G4+ Flex Fuel setup, so I think I've got my head around the process software wise - I think this was my tuners biggest issue, not knowing the process for set up of PCLink. Sort of like going from a Windows PC to a Mac. 

  6. Traditional to Modelled

    in G4+

    Posted

    Thank you for the replies everyone. I'll let him know to use the Monsoon base map, as i just checked and it is modelled to start with. The V3/V4 base map is traditional.

    I also have a set of ID1050X injectors, so all the info is available from Injector Dynamics, and I'm confident my base fuel rail pressure is 300KPA.

    I spoke with my tuner yesterday and realised a few problems, and why I thought he was having issues. First off, he was trying to start the base tune (pump 98 fuel) on modelled multi, I'm sure this would have caused issues in itself having the extra tables available, as well as the blend ratio tables suddenly active (please let me know if this is wrong, as this is my interpretation);  he also wasn't aware that it was now a VE based tune. As soon as I told him you need to start with a full tune on modelled prior to going to multi, and that it is VE based, it made a lot more sense to him. I'm sure it will be a piece of cake with that info!

    With the boost, ignition and AFR tables from the traditional tune, can these be carried over? This is more for my knowledge.

  7. Traditional to Modelled

    in G4+

    Posted

    Hi, I'm in the process of getting a flex fuel tune completed, but my tuner is new to Link. He had done a complete tune on Traditional for pump fuel (instead of modelled), but said he had trouble starting the car when switching to the modelled equation once we knew it was required. 

    I've been researching a lot the last few days to help, and realise the importance of adding in the injector data before firing and knowing the tune will now be VE based. With the fuel table that is "left over" from the traditional tune, is there some generic multiplier you can use across the whole table to get started for modelled tuning, or can you leave it the same to start? 

    It's a V3-4 ecu / WRX. 

  9. Injector Short Pulse Width

    in G4+

    Posted

    I'm trying to input the ID1050x values from the downloadable spreadsheet into the PClink Injector Short Pulse Width Adder table, but the values wont change to my input. For example, -0.0131 changes to -0.128. This can be significantly different for other values. This is occurring whether I type in the value, or copy and paste it.

    Am I doing something incorrectly?

     

    Spreadsheet provided by Injector Dynamics

    0.000 0.125 0.250 0.375 0.500 0.625 0.750 0.875 1.000 1.125 1.250 1.375 1.500 1.625 1.750 1.875 2.000 2.125 2.250 2.375 2.500 2.625 2.750 2.875 3.000 3.125 3.250 3.375 3.500 3.625 3.750 3.875 4.000
    0.0000 -0.0131 -0.1191 -0.1192 -0.0966 -0.0951 -0.0997 -0.0969 -0.0869 -0.0719 -0.0653 -0.0622 -0.0468 -0.0379 -0.0323 -0.0299 -0.0223 -0.0169 -0.0122 -0.0133 -0.0128 -0.0076 -0.0050 -0.0059 -0.0048 -0.0008 0.0002 0.0006 0.0002 0.0010 0.0009 0.0000

    0.0000

     

    PCLink values that appear instead. (in the same order as above)

    0    -0.0128    -0.1184    -0.12    -0.096    -0.0944    -0.0992    -0.0976    -0.0864    -0.072    -0.0656    -0.0624    -0.0464    -0.0384    -0.032    -0.0304    -0.0224    -0.0176    -0.0128    -0.0128    -0.0128    -0.008    -0.0048    -0.0064    -0.0048    -0.0016    0    0    0    0.0016    0.0016    0    0

  10. WRXLink V3-4 Cut Issues

    in G4+

    Posted

    1 hour ago, cj said:

    your pclr file shows 260 MAP limit, but your log file shows that it was using a 245 limit when you captured that log. 

    Did you remember to store the config to the ECU after you made the changes (press F4 or ECU controls>store to ECU)? If you dont do this, and just save the map to your laptop, the ECU itself will go back to the old config on poweroff/on.

    I didn't do the store config, had no idea :P

  12. WRXLink V3-4 Cut Issues

    in G4+

    Posted

    I changed the values to 260kPa, and did some logging tonight and hit the 245kPa soft cut again. Is there something I must do once I change the values as noted above?

    I haven't had a chance to check the MAF IAT situation yet.

    MAF is definitely maxing out though, hitting 4.8V now.

     

    Also, what could cause the chugging around 3:26min mark?

    Tom

     

    Log 2018-09-30 6;55;18 pm.llg

  13. WRXLink V3-4 Cut Issues

    in G4+

    Posted

    2 hours ago, Adamw said:

    Just FYI, the MAP limit has a control range just like all the other limits, if advanced mode is turned off the default control range is 10Kpa, so with 245Kpa in the limit table, the ECU would start applying a small amount of cut at 235Kpa.

     

    Our notes suggest the WRX1-6 MAP sensors are only rated to about 225KPa so this is running dangerously close to its upper limit.  Personally I would be lowing the boost a little rather than adjusting the MAP limit, at least until the MAP sensor is replaced. 

    I'm going to look to upgrade my MAP sensor in the near future.

    2 hours ago, cj said:

    An Volt2 is your old MAF sensor. This isnt used for anything calculation wise, and is likely just there to help tuning AVCS. It looks like it is also about at its limit with the air flow you've got going on - looking at that graph its peaking at 4.71 volts. Again it wouldnt be surprising if it crept above 4.95 at some point and tripped an error warning. Setting the anv2 error high value to 5v will disable this and is harmless as the MAF value isnt used anywhere. 

    Are you 100% sure the IAT sensor in the factory MAF is not wired up? can you get a multimeter and verify that the anTemp3 pin on your ECU plug goes to one of the pins on your delphi sensor and not to pin 2 or 4 of the MAF (where the factory temp sensor is)?

     

    My current tune is still utilising the stock MAF until I can get a better MAP sensor and go solely with that. As my MAF is still running as per factory I assume its still wired up with the sensor, but I didn't complete the wiring work on the newer sensor within the top mount so I can't really confirm.

    How can I change the MAP Limit for the time being?

  14. WRXLink V3-4 Cut Issues

    in G4+

    Posted

    5 hours ago, cj said:

    As far your IAT sensor, the general idea is the closer you can get it to the throttle blade the better, as you want it to show as close as possible to the temperature of the air entering the engine. Typically on subaru's with top mounts this means on the header tank on the engine side of the intercooler. Do you have a part number for the sensor you have? IAT sensors come in fast and slow versions, also referred to as open or closed element. open element sensors (aka fast response sensors) would typically register a 20-30* temperature change in a second or 2 and are what you ideally want in a turbo engine where temperatures vary by maybe 50 deg based on boost level. 

    It sounds like your sensor is installed on the "hot" side of the intercooler, and so it should really be showing well into double digit temperature changes when on boost. I'm a bit suspicious that its not responding correctly. Try something like pointing a hair dryer into the piping just upstream from the sensor and see how quickly it responds and if it actually goes up by 30-40 deg to whatever temp your hand tells you the hair dryer is putting out.

    I've got a Delphi style open element sensor. I did have a CEL recently (refer to the photo attached), but after clearing the code it hasn't returned. Is this related?

    I didn't tune this car myself, so I'm only just figuring out how to log and read the info.

    20180908_111807.jpg

  15. WRXLink V3-4 Cut Issues

    in G4+

    Posted

    36 minutes ago, cj said:

    Yep its reporting as MAP limit (and no other limits), and the 245kpa limit is very close to the 235kpa its logging, so with a bit of "it spiked up between log events" it all seems to line up.

    Bumping that MAP limit up a bit will help you out a little bit (assuming you do actually want more boost), but notice you are also seeing about 4.3V on your MAP sensor voltage so it's almost maxed out. You might get another 30-40kpa before the sensor cant read any higher.

    image.png.92a8a9e48225ffd9fa26da0faf78bd86.png

    On the other hand if your problem is that you are happy with the boost level you have (1.4 bar is a fair bit on a factory engine) , you need to drop the numbers in your wastegate duty cycle table a little bit or set up closed loop boost control. It makes sense that if you are right on the edge of MAP limit in warm weather, that it creeps up a little bit under cold (dense air) conditions given you are running open loop boost control. 

    On second look at your IAT wastegate trim however, where in your intake is your IAT sensor and what type of sensor is it? 20deg C is pretty low for any post turbo reading really, especially at 1.4bar, and it looks like it only moves 1 deg between 60 kpa and 240kpa. I was going to suggest putting a couple negative % WGDC trim in the IAT boost table at low temperatures to compensate but if its the factory temp sensor (pre turbo) you should really move/replace this first so you are working with accurate numbers.

    HI,

    thanks for the response!

    I'm running a built 2.1 stroker motor, so the boost is ok :) Was aiming for higher, but my turbo is struggling for any more (during tuning). Could be time for a new MAP sensor and some increased limits? My car is running the original Subaru MAP sensor from 1998!

    I've got the Link temperature sensor kit installed, but only 1 sensor is currently wired in, the other is just taped into the cooler. Its at the front left of the top mount intercooler (turbo side of engine). Do you think I should be using the other sensor that is installed on the opposite side at the back of the cooler?

  16. WRXLink V3-4 Cut Issues

    in G4+

    Posted

    I've been experiencing some form of cut in 3-5 gears in the last 3-4 months, and had just put it down to colder weather and some form of boost cut.

    I did a log tonight where it hit the cut in third at WOT, and from what I can see on the log it is going over the MAP limit. 

    I was wondering if someone can confirm what I am thinking, and that an overboost cut is what is occurring? 

    I've coloured in the file where I believe it happened based on PCLink (7:01 min mark).

    The Dropbox link has the files attached exported to Excel.

    https://www.dropbox.com/sh/nzm145fkn5riqn5/AAC9azFLmFIA-uzDe8ukrBFza?dl=0

     

    Log 2018-09-23 6;16;22 pm.llg

    I think this is my current map if that helps.

    EVO98 MAP.pclr

  17. 98 GC8 WRX Link G4+ Injectors

    in G4+

    Posted

    I ended up getting some 14V info from the injector supplier that got the tuner started and going. He called me today everything was going perfectly, he was about to go for a power run, but before he made it the car made a slight pop and boosted really quickly. Said its running lean now and it won't boost properly...almost like antilag.

    He said its almost like a fuel or boost cut.

    Any ideas?

     

    We are thinking Airflow meter or injectors.

  18. 98 GC8 WRX Link G4+ Injectors

    in G4+

    Posted

    Thanks for the info, I will pass it on tomorrow. 

    I think he thought they were after market injectors, and may have told Link the same. Could be what they requested it? 

    I told him today what they were out of as previously I had just told him 480-500cc injectors. 

    Only info he's given me is he's got it to start and it's running very rich. 

  19. 98 GC8 WRX Link G4+ Injectors

    in G4+

    Posted

    Hi,

    I've got a Link G4+ WRXLink V3/V4 and my tuner is new to this ECU and software. He is having trouble with the upgraded injectors I supplied for the upgrade.

    Car is a 98 GC8 with an EJ20G. Injectors are out of a EJ20K and are P1 480cc (OR15 Part number).

    Does anyone know the injector latencys for these 480cc units?

    Currently my car tuning is at a stand still as he has contacted Link and they have asked for the lag times/latency of these injectors.

     

    Tom

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