Turbohead

As always thank you very much for your help Adam, I will try your suggestion today. Cheers, Ernest Thanks for your reply! Fuel pressure sensor is scaled ok. The coolant temp issue, I have a very effective cooling system with an electric water pump which was still running after the was engine shut down, on the dyno the fan keeps blowing thats why the temp drops quickly. Related to ign cut, I have a sequential gearbox with a load cell cutting ignition on upshifts, probably that is what you are referring to. The throttle is wired correctly and working normal. I will try Adams suggestion with PID settings hopefully that will be fix this issue. Thanks again for your reply, I appreciate it. Regards, Ernest

Hi, I am having some issues with the ECU shutting down the engine and giving error code 75 and later code 73 which shuts down the engine. This is happening randomly at full throttle, I logged it 3 times. I tried resseting the APS and TP sensors, they appear to be working ok. While this is happening there are some other glitches which I noticed, the gear shift status changes between waiting and tp low lockout, lambda goes rich and tp error counter goes to 100, at this point the engine shuts down slowly and the lambda value goes to abnormal value. I am attaching the calibration and log which show the issue, the issue happens at the end of the log. Anyone has any ideas what could be causing this? Thanks in advance for any help. Calibration throttle error 1.pclrLog throttle error 1.llg

Thank you Adam. I swapped the coils the problem persists. I just noticed in the log dwell is erratic falling to 0.7 randomly at 2-3k rpm. Cant see the reason in calibration all looks ok. Dwell is not erratic at high boost and rpm however spark breakout/missfire is terrible. Anyone has any ideas what could be the issue? I tried spark plugs as well no cure. I am suspecting trigger issue or emi... will check if trigger wiring shielding is properly done.

Hi, I am tuning a 1.8t audi engine on G4 Atom and it is having spark blowout on boost. Afr is good, I closed the spark plug gap to 0.5mm, engine compression is good still has spark blowout. Engine is producing 330whp at 1.5 bar boost. The coils in the car are stock with a 3 pin connector as found below: https://www.carid.com/beru/direct-ignition-coil-mpn-058-905-105.html I tried swapping them with audi r8 4pin (red coils) but ecu didnt want to fire them. According to info i found online the difference in wiring between the 2 coils is one extra ground wire on the Audi R8 coils. I couldnt find the issue so far so just checking before i get deeper, is g4 Atom compatible with audi r8 coils? Thanks in advance, Ernest

Thanks Adam, I will try that. Ducie54 thanks for the reply, i bought the wiring loom together with the M&W cdi package from T1racedevelopments, the loom looks to be proffesional and is made as described in M&W instructions with twisted wires etc. I had extensive email exchange with M&W and tried ll their tests. One thing i have noticed with the previous ecu when i used HT leads and spark plugs with resistance i had a better situation however at high boost high rpm the problem was still present. When i would used no resistance HT cables and spark plugs the issue would apear as soon as engine speed would reach 1800rpm!

Thanks for the reply! I think the problem has to do with EMI as it happens at high load in 4th gear. I managed to reproduce the issue and made some more logs (See attached) with different boost levels, the higher the MAP the earlier in the engine speed this problem occurs. At 3 bar boost (MAP reads upto 2.5) EMI apears at 5000rpm, at 1.8 bar boost EMI appears at 7200rpm.... Anyone had EMI issue before? I suspect the M&W CDI ignition sstem could be causing this? I am attaching a photo of the engine where coils can be seen, can their location cause this issue? All ECU grounds as well as ground for M&W coils are connected to the engine head, the engine is properly connected/earthed to the chassis. Battery is in te back properly connected to the chassis. The reason wh we switched to LINK ECU is because we were having issues with EMI interference and were hoping that LINK will be the cure Thanks for the comments related to idle and injectors, this will be fixed with more breakpoints and injectors will be scaled to allow lower numbers in te VE map, I have Siemens 2200lbs injectors in a 2 litre engine so had to temporaril trim settings to make them work at idle. Please help emi 2.1 barboost.llg EMI 2.2bar boost.llg emi 1.8 bar boost.llg

Great piece of information, I will try that. Thanks

Having some weird short IAT and ECT spikes, i couldnt identify the cause based on the log, please see attached! What could be causing this issue? Ernest loss of temp sensore.llg

I want to use Gear Shift Status channel as an input to a virtual aux. In PC Link help failed to identify numeric values corresponding to different states this channel can display (like Speed Lockout, RPM Low Lockout...). Could you give an example of activating virtual aux during shifts, i.e. between Start and End Shift (on sequential gearbox with Start Shift Mode being "Gear Lever Force" and End Shift Mode being "Gear Barrel Position")?

Thank you for the reply. Concerning your comment on n=38 tooth pulley - I assumed that engine position arithmetics was done with at least 32 bit fixed or even floating point numbers, making any precision loss by non-integer divide of 360 by n insignificant... At the end, 360 degrees in a full circle is just a number chosen by convention, not really any physical background to it... Am I missing something here?

Hello, We noticed that RPM is fluctuating in our Thunder ECU during all conditions. Attached are a log and the calibration as well as a trigger scope capture. Quick help with this issue would be very much appreciated as we soon have a race and would like to get the calibration done in time! Regards, Ernest sep27.pclr Log 2018-09-26 6;14;32 pm.llg Trigger Scope Log 2018-09-27 1;20;12 pm.llg

Trying to setup siemens deka 220lbs injectors on thunder, anyone has the deadtimes and other injector data which is required? Thanks in advance

Thank you for the quick reply Adam, we already scope tested the setup with GS100502 on the bench (slow speed) and the signal was satisfying. We will see how it performs in reality and report back for future reference. Regards, Ernest

Hi, We are working on traction control setup for a drag car, planning to use OEM ABS wheel hub 48 tooth strips to trigger GS100502 hall effect sensors for wheel speed. Anyone knows will this work on Thunder ECU (when sensors connected to 6.5khz DI channels)? Thanks, Ernest

Just a quick update, engine started after i swapped ID2000 injectors which were used for only 2 months (they appear to be seized), with 25 years old 270cc weber injectors! Anyone has any idea how could those injectors seize? The engine ran on e85 for 2 months and paused for 10 months, i thought ID injectors are e85 compatible?!?! Looking foward to learning and tuning this ECU, very satisfied with it so far!