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Ian C

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Everything posted by Ian C

  1. Hi, After suffering yet another "reported" sensor failure, using the Innovate DLG-1, I decided to cut my losses and have installed a Zeitronix Zt-4 with a Zr-4 gauge. The only preconfigured setting is for the Zt-3, can you confirm that this will work with the Zt-4 or recommend and alternative. Many thanks, Ian
  2. +1 for me too. From my limited knowledge and experience of using the Link software this would be very useful for the DIY tuner, using logs of real road testing, to select meaningful data from the logs. Regards, Ian
  3. Hi, I stumbled across this thread while searching the forum for a way in which I could create a display showing the current gear selected - I have recently upgraded my Cobra replica kit car from the original RV8 and Cosworth T5 to a Toyota 1UZ and BMW GS6-53DZ 6 speed gearbox and am finding it hard to keep track of which gear I am in on track days, with embarrassing consequences. Unfortunately I don't have 6 unused Aux Outputs on my Link Storm but I do have 3. My days studying Boolean algebra finally proved of use when I realised that by assigning the three available Aux Outputs to represent binary digits I could then use the three conditions to select the outputs to show the numbers 0 - 7 in binary. This is hard to explain but hopefully will be clear from the tables below - Aux # Function Label Switch Logic Sw Cond 1 Gear = Sw Cond 2 Gear = Sw Cond 3 Gear = 6 GP Output Bit One Cond 1 OR 2 OR 3 Gear = 1 Gear = 3 Gear = 5 7 GP Output Bit Two Cond 1 OR 2 OR 3 Gear = 2 Gear = 3 Gear = 6 8 GP Output Bit Four Cond 1 OR 2 OR 3 Gear = 4 Gear = 5 Gear = 6 My logic says that the outputs of Aux 6, 7 & 8 for the various gears will (should?) be as below - Gear # Aux 8 Bit Four Aux 7 Bit Two Aux 6 Bit One 1 0 0 1 2 0 1 0 3 0 1 1 4 1 0 0 5 1 0 1 6 1 1 0 All that would be required (?) would be a 7 Segment display with a binary input! My question is has anyone done this or can anyone say why it would not work? Regards, Ian
  4. It is all a case of stables & horses for me at the moment, think I would like to start again! Thanks for your response.
  5. BU##ER, as they say in (the less well bread parts of) UK - I wish I had asked before reading Innovate's excellent marketing hype & investing in the DLG-1 / LC-2 combo. I have had nothing but trouble with the lambda set up but always thought it was down to my inexperience with the set up. So now the big question - what would you replace it with??
  6. Adamw, Yes I have calibrated the sensors IAW the Innovative instructions each time I have swapped them around - as an aside I suffered excessive infant mortality failures with the Bosch 4.9 sensors until I read the article published by NZEFI (see below). As both the DLG-1 & the LC-2, with calibrated sensors, showed that the off side exhaust was leaner (higher AFR reading) than the nearside would you agree that using the Individual Fuel Correction is the right way forward? Thanks for the response, ian Why Bosch LSU wide.doc
  7. Brad, Much appreciate your welcome & speedy response - nice to know I am not alone! What was the scale of the difference on your 1UZ and what correction did you apply? Thanks again, Ian
  8. Hi, I am in the early stages of setting up a 1UZ in a kit car and have noticed an imbalance between the wide band Lambda sensors in the two exhausts and would like to know whether this would be considered a problem. The difference varies between 2 & 5% at idle and generally decreases as the RPM rises, the engine is currently running on a base map supplied when the Link Storm was purchased. The injectors were flow tested before fitting and were position to equalise the flow between the two banks of cylinders. I initially suspected an air leak but fitting new seals and spraying round the injectors with Easy Start when running have eliminated this possibility. The sensors are monitored by an Innovate DLG-1, with the additional LC-2 for the second sensor, the wiring & sensors have been swapped between sides but the difference stays consistent with the even bank (Lambda 1 on the log) running leaner than the odd bank. I am considering using the Individual Cylinder Fuel Correction option in Table mode and setting a correction table for use on cylinders #2, 4, 6 & 8 (which are running leaner than the odd cylinder bank). Does this seem like a reasonable option and can I confirm the that the number in the table is a percentage correction to the fuelling. Log of run after fitting new seals and current map attached. As always any suggestions or advice gratefully received Regards, Ian https://drive.google.com/file/d/1JdBsdyr4qAmCpfMDGqpVpKJs4047ej6-/view?usp=sharing https://drive.google.com/file/d/1VLZUC_1RwH8PPGQIBsLO2wbX40e08VfX/view?usp=sharing
  9. Adam, Great, that is what I was hoping for. Many thanks for clearing that query up, much appreciated.
  10. Still struggling to understand the reason for the Hold - Speed ISC status when car is stationery (see Log file in previous post). Has anyone an explanation for why this is happening? Can I just ignore it and proceed with the tuning, any help appreciated.
  11. Hi again, Apologies - I updated the firmware from my laptop but had not downloaded latest version. Now running Firmware; 5.6.8.3669 (other details as per previous post) I have attached the log taken earlier today with the car stationary in the garage. You can see the Idle Status goes into Hold - Speed mode whenever the engine speed is raised above idle - why is this and is it a problem I need to fix? I have also attached the current Map which is still very much the base map for a non VVT 1UZ-FE, I have not started the tune yet and any pointers or guidance would be appreciated. Thanks again, Ian Log File: https://drive.google.com/file/d/1s734QcvxqbxgXDHVYMl-9KN400FHe-ss/view?usp=sharing Map: https://drive.google.com/file/d/1MwpYSsDKTBhdoUd65YPpfquASOG7cGc9/view?usp=sharing
  12. Hi, Thanks for the response. I have upgraded the firmware as suggested. Now running Firmware : 5.6.7.3631 (other details: Boot Code V - 1.9; Board S/N - 52143; ECU Type - 19; H/W rev - 17) I have performed another engine run and attached the log (see PS) & map. The Hold - Speed status is still coming up but only when the revs rise above idle. The car was stationary in the garage during the engine run. If the guide did not refer to the Hold - Speed being activated by road speed I would have assumed it was referring to engine speed and not have question it. Am I missing something? Thanks again for any assisatance, Ian PS The Log file is too big to attach, I am sure there is an alternative method to upload it but am struggling to remember it at the moment, some guidance would be appreciated. 220513 Warm Up End.pclr
  13. Hi, I am still at the initial set up phase and slowly learning my way round the Link software so would appreciate some help. I have been trying to set the idle and engine warm up parameters and noticed that the Idle Status is showing "Hold - Speed" on a number of occasions during the engine runs when the car was stationary in the garage. Thought it must be a faulty speed input or noise on the connection to the ECU but if I examine the Speed Input parameter (connected to D1, A-30 on the Link Storm ECU), when viewing the log, there is no visible change to the parameter when the Hold - Speed status is active. I have attached a log taken during the latest engine run (Log 220505 Idle Check) when the Speed Lockout was set to Off but the Hold - Speed status still occurred. The Hold - Speed status appears to be triggered when the engine speed increases above idle, is there any other trigger for the Hold - Speed status? and if not, what could be causing the ECU to activate the Hold Speed? I have only had the car out on the road once since the engine has been installed and the road speed input did work correctly on that occasion (Log 220410 Test Run). I am aware that there are a lot of issues still to sort on the engine & tuning and any advice on how to proceed would be welcome. I also include the current Map (Map 220505 TPS set) - note the TPS on the idle check log shows the throttle at 0.7%, this was because I had not recalibrated the TPS after adjusting the throttle stop on the throttle body - it has since been calibrated. Thank you in advance for any and all advice & suggestions. Ian 220505 Idle Check.llg220410 Test Run.llg220505 TPS set.pclr
  14. Adam, Thanks again for taking the time to respond. I still have difficulty in believing how fast electromechanical devices can operate for protracted periods with (mostly) amazing reliability. I managed to convince myself that the solenoid could not be energizing & de-energizing 200 times per second and it had to fed with a constant voltage which was a function of the duty cycle. Every day is a school day since I started playing with engine management. All that remains now is to set the idle - what could go wrong!!!. Thanks again for the reply. Ian
  15. Adam, Your response and comments much appreciated. I am new to engine management (but not to engines) and find the sheer number of variables to be daunting. It would be interesting to know how the Link Storm adjusts the opening of the ISC solenoid. I assume the frequency, mine is it set to 200Hz on the advice of the supplier, is constant but there is some control over the pulse width or rise time so that at 20% the average voltage supplied to the coil is less than at 80%. Thanks again for the reply. Ian
  16. Hi, I am fitting an early (1992) 1UZ into a kit car. The query is concerning the orientation of the 2 wire ISC valve, which is, I believe, a Ford unit. The solenoid valve is mounted on the adapter plate which presents two holes to mate with the holes on the valve. The valve can be fitted with the solenoid coil to the left or the right hand side. The diagram I found of the Ford valve (see below) would suggest that it is fitted with the solenoid coil to the right (nearest to cylinder #1) as shown in the picture below (courtesy CartuneNZ). Confirmation that this orientation is correct would be most appreciated. Take care, Ian
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