Knox
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Posts posted by Knox
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On 4/3/2019 at 2:19 AM, Adamw said:
if you have an idle valve you can use the ISC override setting to open the idle valve when antilag is on, that will unlikely be enough however
Hello, can I ask how is this working? On evo’s when you decrease idle proportinal gain, idle inceeases so its inverse ratio. Is there same thing for isc override or when you increase the isc override number idle increases without depending on idle stepper motor or idle solenoid?
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On 11/23/2019 at 8:33 AM, Adamw said:
You have a lot of dwell scatter when RPM increases which is generally a sign the engine position signal from the trigger is not very good. It is hard to say if it is bad enough to cause a misfire but I would expect your spark is jumping around quite a bit.
Hello, thank you for repy. I think to advise this kit (link below) to my customer but this kit does not have crank sensor, this includes hall sensor for exhaust cam gear. Can I use this kit with Link ecu (because no crank sensor)? If I can please let me know how I calibrate the map in order to fire only from exhaust cam gear, am I need to make wasted spark or I can still use 4 coils ?
https://www.speedfactoryracing.net/t1-b-series-cam-trigger-kit
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On 8/28/2019 at 10:56 AM, Adamw said:
I dont have much personal experience with the K20 coils but your dwell time sounds about right and I havent heard of others having a problem at that sort of boost level with them. So I suspect you may have some other problem. Please attach a log and the tune file.
Sorry for late reply. I wrote late because I thought I found the issue but it just make me increase the boost to until 2.0bar before misfire. What I changed from last time is lower the k20 coils dweel times as I found on Link forums who writes motec's test on k20 coils. I helps until 2 bar now I can increase boost without issue. I'm attacing tune file but I forgot to have a log with misfiring so I will attach an old log without misfire when I first lowered the dweel times, boost is 1.9-2bar there (this log file injectors looks 111% but now car uses two fuel pump and duty cycle is around 80%). And now engine makes 680whp on dynojet.
If I have log can I see if crank and camshaft sensors lost or not lost signal when misfire ?
Today me and my friend tried to have a datalog on the road for misfire (at high boost) but because of transmission broken we couldn’t have a log. What I notice is when cranking engine starts normally but Trigger error counter shows 2 error.
B18 RACE FUEL COP VE Honda Civic 92-95.pclr 2 bar Log 2019-09-27 10;58;13 pm.llg
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14 minutes ago, Richard Hill said:
Assuming a NO switch then one pin to DI, other pin to ground, input latch off, pullup on, on level low, active edge falling. Hold button down for launch and release to de-activate.
HTH,
Richard.
Thank you very much for reply. I just order a proper momentary button and when I tried I will let you know and if someone needs later.
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Hello, I tuned an evo 6 yesterday but I can not enable launch control because of ecu did not see the driven wheel speed to diasrm at 10kmh.. So today I tried to make it button active but I can not make it. How should I make the wiring for momentary launch control switch. Let's assume one cable in to the switch and one goes do DI3 and I set it as a General Purpose Input. Should I connect the wire to ground or 12v ? And what should be Input Latch, Pullup resistor, On level and Active edge? Sorry I tried to read the wiring in Link pc software and make but I couldn't. I tuned to many hondas with hondata but they are plug in ecu and no input output so I'm not good with wirings and setting inputs and outputs.
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Hello everyone.
I tuned a sleeved honda b18 engine with gtw3884 garrett turbo and race fuel. After 1.5 bar engine misfires (at 1.7bar with two small misfire engine makes 612whp, you can see where are misfires on dyno graph). There is honda k20 coils installed and dwell time is 2.3ms at 14volts. Coils +12volt and ground wires all come together and diveded into 4, I’m writing this because I’m not sure if they have seperate wires from source. Spark plugs are ngk bkr8eix with 0.5mm gap. I need advise can it be the k20 coil has not enough power or wires should be seperate or cam and crank position sensors are stock with disributor so can it be the sensor pick ups?
Thanks in advance.
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On 8/18/2019 at 6:31 AM, Fotis said:
You will need to buy a "tacho booster" and set it through an auxiliary output as tacho.
Ok, thank you so much.
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I converted my customer/friends b18c to cop. Works great and very good spark power but his rpm on oem gauge did not work. What should I do for make it work?
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Hello, is link 3 port boost control solenoid’s vacuum ports same with mac 3 port boost soleoids?
Port 1 pressure source
Port 2 top of wastegate
Port 3 to atmosphere ?
Thanks.
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On 7/8/2019 at 10:37 PM, maikumaru2000 said:
Really late to this thread...have same symptoms as OP.
For Evo 9...would the setup be the same/similar ?
Manual shows aux 4/aux 12 (ethrottle) as fp speed relay for Evo 9 however this was 'off' when checking. Also fuel pump did not show the above settings...and changed.
Edit
I see in the manual for evo 9 that aux 12/aux 4 is for FP speed relay...however in stock ECU setting it is GP output
any help would be appreciated
Mike
You need to make search ecu setting->write "fuel pump"-> select fuel pump control-> select speed control method and make it general xover and store and save it. It should change to fuel pump high speed mode.
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Everthing is perfect but I forgot to write here. And also I want to ask what is the highest exit decay rate I can use ? I used 20 but can I use higher like 40-50 is it safe ?
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On 5/31/2019 at 6:54 AM, Adamw said:
In all of these logs you are still bouncing off the RPM limit after you change gear. In the pic below the dip in the blue TP trace is your gear change, you can see the RPM limiter is still acting after that for some time.
You either need to increase your limiter or turn on the advanced limiter settings and increase the exit decay rate so that the limiter is removed quicker after RPM drops.
Everthing is perfect but I forgot to write here. And also I want to ask what is the highest exit decay rate I can use ? I used 20 but can I use higher like 40-50 is it safe ?
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4 hours ago, Gregconboy158 said:
You need to set the trigger offset, that'll be your reason.
Mine on dizzy is I think 117, cop is 279 trigger offset.
Obviously dont take my figures to be right for you, that's just what mine is.
At the stock offset mine would run on dizzy but not very well, get the timing light out and set the dizzy to centre, 16tdc on link and adjust the trigger offset until you see it right on the pulley
Thank you for reply. I understand what you mean and deffinitely I will try and I hope issue will go. But I want ask that why it isn't enough to lock the timing to 16* from pclink and calibrate from distributor ? (Because I did that) I'm just asking to learn.
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On 6/14/2019 at 12:48 AM, Adamw said:
A log would probably be more helpful, but I have a few suggestions:
- Your RPM limit is set to 4000RPM, increase this so it doesnt interfere.
- Your MAP limit is set to 150Kpa, increase this so it doesnt interfere.
- Launch control is set to always on with 10deg retard from 3000RPM, set this to off during tuning.
- Your base timing doesnt appear to have been checked as it is set the same as our base map which is highly unlikely with a distributor engine.
Hello, I tried all but it did not work I have same issue again which is like a small misfire on every rpm
randomly and when try to start engine sometimes it tries to start and stops sounds like engine timing is not ok
but engine timing is ok by the way car runs fine with hondata ecu. So I want dig it more. Link ecu is obd1 plug in version and
we are using it on a obd2a engine wire harness with conversion harness (which is good working condition) so
is it possible to the problem is related with conversion harness or distributor (because distributor is obd2a also)?
Link's base calibration is for b16a engine and this engine is b18c so does it related with that?
Trigger or something should be different on calibration I use? Or can it be trigger offset which is set to "97" on Link base
calibration, I sync the distributor but I did not change the value "97" I just locked the timing to 16 degrees and adjust the
distributor with timing light.
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7 minutes ago, Gregconboy158 said:
Are you still using the dizzy or converted to k20 coil on plug?
It’s stock dizzy.
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2 minutes ago, Adamw said:
A log would probably be more helpful, but I have a few suggestions:
- Your RPM limit is set to 4000RPM, increase this so it doesnt interfere.
- Your MAP limit is set to 150Kpa, increase this so it doesnt interfere.
- Launch control is set to always on with 10deg retard from 3000RPM, set this to off during tuning.
- Your base timing doesnt appear to have been checked as it is set the same as our base map which is highly unlikely with a distributor engine.
I will try first three.
this is modelled tune and when I have the issue I changed to fuel equation to “traditional” (in cass I did something wrong) and I synced the timing which is off around 3 degrees but I have the same issue. So last trial time is synced and have the same issue again.
If there is nothing wrong with the calibration (tooth settings, distirbutor settings etc) I think that isdue is on the distributor which is gone after some hours with hondata ecu.
Thank you for quick reply.
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Hello,
Today I tried to tune one of my fiends car which is sleeved b18c honda engine. Ecu is obd1 link plug in ecu. When I try to tune the ecu engine is strangely misfire or not misfire but bog for 1 second and continoue like afr is not ok but its ok off course. I did care and disconnet disributor socket before first calibration upload and I care for spark edge and select rising. Since engine is sleeve and have big bore pistons I wanted to use modelled fuel equeation and I entered correct engine cc and injector cc (injectors are stock for now so I wrote 240cc). First I tried with link base map injector dead times but later I tried with hondata's dead times for oem injectors because they are different. On link calibration 14v is 0.95ms and on hondata 14v is 0.49. I tried both dead times but same issue again. So I want to anyone check my calibration if I make a mistake (by the way calibration just tuned until 4000rpm because of engine break in). And also for trying we uninstall link ecu and put hondata s300 and engine runs very good but later (same day's night) distirbutor broken so may be the issue is warned distributor but I wanted to be sure. Since this plugin ecu is civic which civic's don't have b18c is there any difference for timing or injector phaseing? I already checked the calibration and I can not see and timing related setting except trigger mode "multi tooth" which they should be same for b16 and b18.
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2 hours ago, Adamw said:
Did the car misfire during any of those logs? The only thing I see is you are hitting the RPM limiter at the end and holding it on the limiter for quite some time.
Yes all logs engine misfires around 1 second right after gear change. Let me explain how its been. Push at 1st gear tyres starts to spin (drifting because of rwd) so hit the rev limiter and hold 1-2 seconds change to 2nd gear and misfire for 1 second after that misfire stops and tyre start to spin/drift again. This is same if you push at 3rd gear and change to 4th gear even if its not drifting.
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Any reply please ?
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On 5/29/2019 at 12:21 PM, Adamw said:
It will be best to do a PC log to try to capture the event, then we will have some clues to work on. https://www.youtube.com/watch?v=_P1LRANeO4A
There are possibly a couple of clues to problems in the ECU statistics. It shows you have hit the MAP limit 12 times (boost cut), it also shows injector duty cycle is way beyond 100%.
I change map sensor location (tried to cancel vibration), I measured voltage at idle for coils and they are ok 13.7 volts, I cleared statistics because of engine tuned from an other guy before so I want to have clear statistics. I have 3 log files and I attack calibration again with small changes.
SR20DET.pclr Misfire Issue 2 Log 2019-05-30 11;53;21 am.llg Misfire Issue 3 Log 2019-05-30 11;53;21 am.llg Misfire Issue Log 2019-05-30 11;53;21 am.llg
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Hello everyone.
Yesterday I tuned a Link atom ecu on Mercedes 190 chassis with sr20det engine. I didn't swap it one other mechanic swap it and tune it first. When I tune it there is no misfire and everything is smooth. The issue occurs after fast gear change. Let me explain more on tuning I told to owner put 3rd and make a pull from low revs till limiter and there is no misfire but when after I finish the tuning on the road let's say owner make a pull at 2nd gear (no misfire any rev range) and put it 3rd gear fast engine misfire for a second and gone I mean misfire stop and engine revs like a champ. I tried to lean it and gives more ignition advance (because ignition is safe side first place) and did not sort the problem. Owner says with other guys tuning its much worse so I tought I touch what is the problembut I can not find it. Ignition coils are audi r8 red coils, stock ignitior removed coils directly wired to ecu. I also tried to add more dwell time to coils. I tried at 14v 2.2-2.3ms at high revs.
I'm also adding calibrations if someone can check it, I will be happy.
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2 hours ago, Adamw said:
Have a look in our Evo4-8 base map for the correct settings. Injector drive 6 should be set to FP Speed and the speed control method shout be set as below.
Thank you for reply and support.
B18 Turbo
in G4+
Posted
This is the response from T1 Racedevelopments to my email.
"The ecu configuration for this sensor setup will depend on which ecu you're using. This will work with any ecu that can accept a hall signal (square wave) on the trigger inputs. The "crank" trigger signal will see 6 pulses per engine revolution (12 per cycle, 2 revolutions per engine cycle. The "cam" trigger signal will only see 1 pulse per engine cycle. There should also be a setting somewhere in the ecu that will ask you "cam" trigger position relative to TDC. You'll have to find out exactly what your ecu is looking for, for this parameter, and then measure to get the number in the ballpark. "
and on this link there is calibration examples for some ecu brands.