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  2. Hi @Adamw with the pull-up hooked to 5volts or 12volts it outputs 0 volts (it goes to ground) when set to test (ON)
  3. Today
  4. Adamw

    Fury or thunder X

    The replacement for the Thunder is still in development. It is not a G4X series ecu, it will be the first of our next generation platform. It is still a long way off, hard to guess as im not closely involved at this stage but my feeling is still more than a year away.
  5. Well i just set fuel overrun delay from base 2 seconds to 0.2 seconds and that took care of it.
  6. Adamw Thankyou exactly the information I needed the shield bit had boggled my mind, No doubt I'll be back with more questions, I have read nearly every post regarding stuff I am unsure of, Thankyou for your perfect and quick reply, Sean
  7. Oh, that's promising! Will put loom back together tomorrow, measure, and look for ground problems. Thanks Adam
  8. Yesterday
  9. OlegD

    Fury or thunder X

    Hello associates. I have a question for the developers. I use Xtreme G4+ on my BMW E36 M3. I am completely satisfied with it. But I got the idea to make a suspension height adjustment system. This requires a compressor, a solenoid block and two hydraulic cylinders with level and pressure sensors. I planed to use my Xtreme G4+ for this, but I do not have enough control outputs and digital inputs for buttons! Therefore, I am looking forward to when you release Thunder G4X with expanded ins and outs on new platform. Maybe you can tell some predictions on the timing of sales?
  10. What is causing this behavior? it's still injecting fuel after TPS is shut off? PC Datalog - 2021-10-22 6;18;43 pm_deccelLogs.zip
  11. Your waveform looks much closer to the expected shape with ecu unplugged. Just need to figure out now if it is something internal in the ecu or some influence from a ground connected to something it shouldnt be or similar. With the crank sensor unplugged, but ecu plugged in and powered up, can you measure if any voltage is coming out of either pin at the crank sensor plug (from the ecu). Connect one voltmeter probe to any good ground, and measure if there is any voltage on either the trig1 or ground pin.
  12. Pics below are looking into the sensor housing: Cam is a hall effect, pins left to right: 12V, signal, ground: Crank is a reluctor, pins left to right: Signal, ground, shield. You can connect the shied to ground if the shield is not available to connect to in the factory loom.
  13. So it all looks pretty happy in that log. Is there still a problem?
  14. https://drive.google.com/file/d/1yl87ByyPPpSASyL8hdH9nj4BCK7WdFGC/view?usp=sharing Photo of scope of cranking, signal taken with ecu unplugged. Ground and signal taken directly from sensor. Did another scope with plugging new wires directly to the sensor (ie not using any of wiring or plug in the car), tracing same as above. Next shot one previously posted at idle with ecu connected (obviously), signal taken from wire from sensor, ground from common signal ground of ecu https://drive.google.com/file/d/1MsgB89saHr857SWB7EN35Y8Cx9ZuwFmz/view?usp=sharing In previous tracings, the ground for the scope signal was taken from the common signal ground of the ecu (via a free green wire in the wiring loom). I assumed this was ok as there is continuity between all the signal grounds from the ecu including the shielded grounds from the trigger sensor. Pic of cranking with scope wired directly to sensor with new wire. https://drive.google.com/file/d/1sivK7TL6yqXdlhjfZxUNPau3fPc_Yjol/view?usp=sharing
  15. 0x33

    Flames on decel.

    You might as well just turn on AntiLag to accomplish the same thing without having to sacrifice a GP RPM Limit.
  16. mldc

    Flames on decel.

    Create Virtual Aux 1. Add the conditions where only Your overrun CUT might be. You can select 3 parameters which can control VA1. Create GP LIMIT 1. In the GP LIMIT 1 Table Use X axis as VA1. Values 0,1,2. On Y Axis In my example use RPM. But RPM also is in VA1, so duplicating values. Idea of working. When You are off the throttle only in overrun vaccum area VA1 becomes active. State 2. State 1 and 0 is when VA1 is off. In that area GP LIMIT1 works as RPM limiting. On vaccuum in certain area You will get Ignition cuts. Those cuts will add more fuel to the exhaust which will burn and pops will apear. In the main fuel table add more fuel in overrun area. In the main ignition table retard the timing in the overrun are. So now You migth have in the overrun are: Ignition retard, ignition cut, extra fuel. I've never done this way, but theoretically it migth work. On GP LIMIT parameters play with Start Cut and End Cut values. Do it on Your own risk, I'm not responsible for the consequences You might get over this.
  17. Hi ladies and gents, First ever time trying link I've had it for 6years and due to health problems not had chance to play with my car, Now I'm starting to play with it and learning Not a problem with the link, I'm learning, However I have purchased a cam and crank trigger kit to do away with the origional cas, I have spent all day trying to find out the pin configuration of the 2 bosch sensors Cam sensor is Bosch 0232103052 3 pin, Crank sensor is Bosch 0281002175 3 pin All I need to know is what each pin for the relevant sensor is for as I need to make a loom to convert from the cas to this trigger kit Any help would be greatly appreciated Thankyou Sean
  18. That’s interesting as when I was cranking under the runtime menu it said that Injectors 3 and 4 were active while cranking even with the staged table zero’d out that’s why I was concerned. And yes it’s a stock configuration so instead of a multiple of 4 it should be 2, so I’ll have to change that value later.
  19. here i attach trigger scope log and start up logs with current map jzx100.pclx TriggerScopeLog.llgx start.llgx
  20. All the common standard channels in the generic dash stream will work, except Lambda will read wrong as the older ECU uses AFR instead of lambda (I think the number will probably display correct, but units will show lambda when it actually shows AFR). The "extended channels" will not be available in the G4..
  21. Adamw

    Water/Meth tuning

    I think it would be fine for the aquamist to reference IDC and the ECU tune to reference RPM Vs MAP. You dont normally adjust fuel for WMI, just the ignition advance to take advantage of the knock suppression.
  22. What voltage do you get if you set Aux 1 to "Test (ON)".
  23. No I dont see anything wrong in terms of set up or tune. If you remind me on Monday I pass the log and scope on to one of our firmware engineers for a second set of eyes but nothing jumps out at me. It still seems more something intermittent that we havent captured yet. A couple of things to do in the meantime: Get us some more triggerscopes at about 2000rpm or whatever conditions the RPM spike most often occurs at. it is pretty intermittent so one may just capture something. Try setting sync mode to none on trigger 2. The ecu will then ignore the cam sensor. with no sync the engine sometimes wont start - if it desnt start, stop cranking for a second, then try again. It should start approx 50% of attempts. If you still get trigger errors with the cam sensor turned off then at least it rules that out and we can concentrate more on the crank.
  24. Our E36 ECU is for the M50TUB25 engine only, that uses the Bosch M3.3.1 DME. The S50B32 uses the Siemens MS50.1 DME, which is completely different pinout, the pins are very difficult to get out of the connector without damage and there are other parts of the S50B32 factory wiring that arent suitable such as the vanos solenoids are high side drive by the factory ECU. It would probably be wiser to fit a wire in ecu for that model.
  25. No that is wrong. You have 2 x 1065cc primary = 2130cc total primary flow. You have 2 x 2200cc secondary = 4400cc total secondary flow. Sec/Pri flow ratio is 4400/2130 = 2.065 And that wont make a difference for start up anyhow - it will only make a difference once the secondaries start to come in at higher load. Sorry for comment above, may be wrong if you are now saying you have 4 primaries and 2 secondary injectors. I was assuming 2 of each. FC's only have 2 of each from what I remember. You also should do the practical test below to confirm the sec/pri flow ratio once running ok since it is unlikely the quoted generic flow numbers are accurate. Set the Sec PW lockout much lower - say 0.5ms. Set the whole staging table to 0% - so all fuel is injected by the primary injectors. Hold the engine steady at medium load/medium speed - say 3000RPM, half throttle for example. Easier on the dyno but you can also do it on a hill or whatever if you have a driver. Note what lambda is reading (or log and look later), while still holding at same speed/load, select the whole staging table and change it all to 100%. It is now running only on secondary injectors. If sec/pri flow ratio is correct, then lambda wont change when you swap between pri to sec injectors. If lambda goes richer when you change to 100% secondary then your sec/pri flow ratio is too small. Make it larger and do the test again.
  26. Update: Ended up getting the car running with some minor changes in the tune. As Adam had mentioned I had the internal BAP disabled (that was intentional), we swapped in new BUR9EQs all around, and most importantly I changed the Staged Injection "Sec/Pri Ratio" which was important as I misunderstood the way that value was calculated. The Link docs do a great job at explaining how to properly use this with the Modeled fuel equation. Another thing to note is that we swapped the primaries from 550cc Injectors to ID1050X Injectors just for the sake of having consistent lag/pw data to reference for peace of mind. As you can see I defined the primary injector size under the "Injector Setup" Page then afterwards I calculated the Secondary Flow Ratio as so: A.) Primary Injector Size: 1065cc B.) Secondary Injector Size: 2200cc Ratio = (B * 2) / (A * 4) = 1.032 As you can see I made the mistake of making this calculation based off of a multiple value in relation to the primary size (i-e: 1065x = 2200, value of x) Anyways I hope this helps anybody experiencing similar issues. Running.pclx
  27. Benwood

    Water/Meth tuning

    Thanks for the reply. My theory was that with the aquamist controller using injector duty as a reference, using injector duty as an axis on the 4D table would make tuning it easier with regards to referencing when the meth would be spraying however I get that it would be very difficult to keep IDC steady apart from at WOT, especially on road tuning which I will be doing. I may switch the aquamist controller over to MAP reference, would this be easier to tune with in regards to having the table also using MAP Vs rpm? My method for tuning will be do base runs with no meth, then run with meth adjusting the flow until I get a 1 point drop in AFR across the board whilst in use, then using the 4d table to adjust it back to where it was originally, is this the usual method? I've used it as a cooling aid before but not done much tuning for it.
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