Rozsko

Sorry for bringing this back again, but did not want to open a new thread for this. Did not pay much attention to this yet, but to me it seems the gear status runtime value is 0 all the time. Checked the gear ratio table is populated with default values, so I am not sure what's the problem. Any idea? Thanks, Béla

Thanks very much for the new version! Just did a quick check on overall speed improvements and it seems the initial connection "freeze" is much much better. And I really like the new 1080p layout. Also wanted to ask what was the actual vvt issue you fixed for Subaru and what was the calibration issue for AEM-X wideband (I used that with no issue so far). Finally I think there is a little glitch with the shortcut keys. When I am typing (trying to) dwell or gear in the parameter list or in the ecu settings, key D invokes the log download function instead of typing in the letter and it's the same with key E which brings up the event log side window. Thanks, Bélla

Same here, but I got used to live with it right now. Earlier I saw this might be related to display card driver and somebody mentioned that rolling back to an Intel driver from 2013 resolved the issue, but for me the earliest driver available is from 2015 so I updated to the most recent version, but did not help. My laptop is quite powerful, so I don't think it is related to actual performance capabilities of the hardware.

I think that depends on if you have pull-up resistor or not.

Not sure what's going on right now either with my browser or with the forum, but right now I can't attach pictures. Anyhow, had the other session done and the 75% came out quite well in between the red(ish) and yellow trace on the screenshot in my previous post. So I think I'll stick with that.

Understood. I thought this is really just a linear function between ECT and IAT. Anyhow, yesterday I did an other session with 100%, which was overshooting a bit and then going to the richer direction (not much though), and today I have done one more session with 67.7%. This is not overshooting now, but it reaches the stable mixture later, so I'll have an other run once the engine cools down at 75% and see if it improves anything. Here is an overlay of all 3 runs so far: Also, wanted to ask about warm up enrichment. Is that something that should be zeroed out in the modelled fuel? As you can see above (the yellow trace) I turned it off (zeroed out) but even with that, after start up there is a ~15% difference compared to operating temp. And obviously if I correct the current VE error at idle and apply warm up enrichment, the mixture will be considerable richer then it should be based on the numbers. (actually this is why I started to mess with the charge temp approximation) Thanks

Yeah, That's where it was, but even then the result wasn't pleasing. So this lean-out means that the engine is actuall breathing cooler air then what the ECU is accounting for, right? And if so, then if the table is biased towards the ECT, then the ECU will account for even more hot air hence resulting in an even leaner mixture. Or am I thinking to the wrong direction? anyhow, I will set it to 100% ECT and record an other log to see. Thanks for the suggestion. I will take a look at that. I guess will see if the eThrottle PID will help. Thanks again.

I know I am asking lots of questions nowdays and I am sorry for that, but I like to understand how things work and I like if things work as they are supposed to. On the link below you can find a log I recorded today. Cold start and idling for quite some time so that the IAT can climb significantly. As you can see the charge temp table at idle is pretty much 0 right now but previously I had that with various values, but so far I did not find the sweet spot. IAT comp table is 0-d out as I am running modelled fuel. My IAT sensor is in the intake mani, just under the throttle body. There are three issues I don't understand. 1) why the mixture leans out as IAT climbs if IAT compensation is part of the equation? 2) why is the idle more stable when the engine fan is on? This one seems to be caused by more ethrottle control, but the integral gain is 0.05 already and it doesn't really help if I make less or even 0. 3) why the mixture is more lean when the fan is offand less lean when the fan is on? log: https://1drv.ms/u/s!Ale4oyMCOgLThMl2inBDi2JVMdozMA current map is attached Thanks a lot Béla 2020.06.23 - WOT IGN.pclx

ah, so that's why its grayed out. good to know.

If I remember correctly in an other thread the guys mentioned that it is in production now and shortly should be available.

I thought I did, but it seems I did not, as today with some crispy fresh pulls it is working properly. Thanks

Tried to calculate the needed correction based on AFR target and lambda1, but the result is constant 0. What am I missing here? Any idea is appreciated. Thanks, Béla

Yep. I already did change that to TPS (I just mentioned this as I think it would be nice to correct this in the base map, so people don't overlook at it, like me so far), but why should this be turned off for modelled fuel equation? This is ignition trim and not fuel. thx

I had the same issue. Update the firmware of the ECU, that should solve it.

A new thing I realized in the base map: Bsed on teh G4+ settings, I guess the vertical axes should be TPS.

Ok, so I was aware of VE dropping off at the end of the RPM range, but I didn't think it is that much. I mean we are talking about ~20% decrease in VE from one cell to the other. And this is really the solution (well, it is a mixture of both the VE and EMAP ovisouly). Since I don't want to bother the neighbors, I have the silencer in the Tomei all the time. After removing it and doing an other run, there was almost no VE decrease at 7kRPM and it started to taper off much more gradually after that till 8k. So thanks for all the inputs, I think I am on the right track now.

well. with this G4X plugin, this was the first pull I did, and for sure it requires a little more tuning , but since the MAP and the RPM is pretty much the same, or at least there is very little change in them, I can't think of anything to change. TPS is 100%, MAP is about 180kpa, RPM is between 6600 and 7000, injector pw is constant. Anyhow, thanks a lot and here is the current map and the log. Initially I did not attach as the log is much bigger then the max size up-loadable. log: https://1drv.ms/u/s!Ale4oyMCOgLThMliznkSsVYslxlLGg?e=xWhA3B 2020.06.16 - knock table gains.pclx

Hey Guys, The other day I did a wot pull in 3rd grear to see how far off the fuel is, and while it was considerably off in the mid range of RPM, I could see that why. On the other hand roughly 350rpm before the limiter becomes active the lambda value goes down progressively to ~0.78 for no (at least to me) obvious reason. The MAP is pretty much constant, just like the injector pw, so I am really struggling to understand what's going on. Do you have any idea what I should look at? (I thought maybe an ignition cut of some sort, but even the timing is pretty much constant in that zone) Thanks, Béla

You were absolutely right. Thanks for the advice.

Exactly like that. Yesterday I realized there is no knock signal at all and this was culprit. I guess the default value should be OFF instead of Always ON. Or is that too silly? The other thing I realized (I assume at least as I did not test it yet), that the individual cylinder count and level values will show up only if individual trim tables are assigned to each cylinder. Otherwise it's going to show only an average?

That's exactly what I mean. Thanks again. Initially (I mean with the G4+ yet) I had it at 15 degrees, but the engine wasn't happy, it didn't sounds good at all. Will give it an other try with the G4X. Thanks for the recommendation, will try and see.

Thank you guys. Made a few changes to the ethrottle target (but I think I will need to undo some of it as at low APS% now the pedal is too gentle and I don't like that feel) and a little to the idle PID settings. I don't think it is perfect, but not sure if I can get it any better. This is what I ended up with: I also confirmed the PS switch active sate is as we talked about previously. I did some cruise test and made some changes to fueling, but next week I will go on the dyno. This is going to be my first dyno session, so I am very excited about that. Will certainly play with the async injection and accel sense. Thanks again for all the help.

Things what I could think of are the active state or the temp config for the fans.

Played a little more this afternoon with the idle PID, and if set any of these above 2, then the idle just gets cycling. I ended up using 0.5 P, 0.2 D and 0.1 I. With such low values it is probably better then simply open loop, but as these values are far afar away from the default map values, I am really not sure if this is good, or I am missing something very obvious. As I was looking through the latest log, I ended up checking the accel enrichment and I think the help and the actual software layout are not matching. Accel sens is not a single parameter any more, but an individual table. Whatever is written in the help makes sense, but for me it is confusing too, or I should rather say not clear enough. Is this table setup properly? I mean should this really be based on RPM and not MAP? And shouldn't the values in this table gradually decrease as RPM/MAP increases? If I am talking too much newbie nonsense and this is self explanatory for others, let me know and I will shut my "mouth". Thanks, Béla

Makes sense Adam, yet, don't you think this method could be used? It sounds logical to me, and they implemented misfire monitor in the OE ECU (thought I am not sure how reliable that is ).