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dynoiasi

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  1. Hello all, The title is a bit too dramatic because the car runs acceptably in general and there does not seem to be a big inherent problem with my setup. However I am not able to get it to run well at part loads. The problem is that the MAP signal is somehow not characteristic enough for the load. What I mean is that a value in a cell can sometimes lead to a very rich AFR and other times (like in a different gear) the same value in that cell leads to a lean mixture. And this is not just 1 AFR point difference, but 3 points. Can this problem be due to my MAP sensor setup (e.g vacuum source, hose length...) or is there something else I might be missing? My fuel table is divided in 500RPM columns and 10kpa rows, could it be a resolution problem? Thank you for your input! Regards, Florin
  2. Turns out in my case the jerking was caused by too much advance, like 0x33 suggested. I reduced significantly the timing/torque and the jerking is finally gone. Now my car is really starting to drive well, I just have to fix the long cranking / stall after startup issue and it's all dialed in Thank you all for you help!
  3. Unfortunately advancing the ignition more or less aggressively did not solve the problem. It seemed to improve it a bit and for a while I thought it fixed it but no luck. What I especially tried was making sure all cells around the problem spot have the same fuel and ignition and you will see that in my new logs and settings. I learned and feel exactly when the car will start the jerking but I just can't cure it. Last thing on my list to try is disable CLL. Although on the logs the CLL seems bottomed out at -20% so it should not oscillate, it is my final lead. Here are the links to my latest logs and software: https://www.dropbox.com/s/tsucoq77q26r8r6/jerking 3rd gear.llg?dl=0 https://www.dropbox.com/s/7v7u4ngi1b4bdh7/jerk downhill.llg?dl=0 https://www.dropbox.com/s/a2bm8j0jyfd70c2/harta2021.pclr?dl=0 The only strange thing I see in the traces is related to the idle status and idle position DC. In "jerk downill" log for example, at timestamp 19.819 the idle status oscillates through a few states including "Active" which I don't understand. The RPM, vehicle speed and TP are all above the idle loop activation threshold. Also, the Idle position DC varies quite a bit and is larger than the value set in the table. At the current ECT the Idle position should be 45 or lower but it oscillates slightly around 46 - 47. It seems like this might be a idle regulation problem after all, but I don't understand what is going on. Any help is greatly appreciated, the car runs otherwise pretty good but this drivability problem is starting to drive me crazy and possibly also ruin the clutch . Thank you so much! Best regards, Florin.
  4. Thank you for the clarification! I'm really glad I asked this question because I somehow assumed that the output trend will continue by extrapolation because this seemed like the safer thing to do in the fuel table. On the other hand, it might not be so safe in the ignition table where you would increase timing towards higher rpm's if the table was "smaller" then the RPM... I guess I'll have to add another line to catch the boost cut value inside the table if the fuel does not extrapolate
  5. Hello, I'm sorry if the answer is already written in the help file or discussed on the forums before, but somehow I have not yet stumbled across the information. What happens when the input goes out of specified table bounds? Does the calculated output stay on the last prescribed value or is the output value calculated by extrapolating the gradient between the last 2 points? If we look at the example 2D table below, suppose the RPM goes to 400 which is outside the specified values in the table. What will the calculated enrichment output be in this case? 80 or 70? I would suppose the output will be 80 by extrapolation but I just want to make sure. Thank you! 100RPM 200RPM 300RPM enrichment whatever 50 60 70 Best regards, Florin
  6. Thanks, I'll give it a try and post back.
  7. Hello, I'm trying to fix some really bad jerking until I break something in my transmission. This happens on very low loads and especially when there is very little throttle. Low loads with more throttle usually do not trigger it. I attach a log with a mark where the jerking can be seen. I'm a little lost because the fuel DC and ignition seem to be pretty flat. Also no vanos switching and idle control/fuel cut do not seem to interfere. Please advice, thank you very much! https://www.dropbox.com/s/1mbyr1yf3eqoiay/Log 2021-01-30 4%3B13%3B59 pm.llg?dl=0 Best regards, Florin
  8. Thank you very much for your answer, Adam, I really needed to find out the answer to my question. Regarding the recordings, I forgot to describe what seems important about them. Especially the first one is too long and only contains strong acceleration at around second 40, with some "popping" sounds happening from 49 to 53. The second one has some spikes/pops at around second 4. However in both of them the pops do not sound like I usually hear in knock recordings, like metallic taps that are different from the rest of the sounds, but they are more like random spikes that sound the same like the rest of the "normal" sounds, that is why I can't really tell whether they are knocks or not. I tried to induce knock to hear how it sounds and I went as far as 50 degrees at around 2500RPM with very small boost but I got nothing. Could it be that it was really not knocking because the load was too small for my compression, or could it be that my whole recording system is somehow flawed, although it definitely seems to pick up the sound that the engine makes?
  9. Hello everybody, Update on my knock research and a new question: Firstly, it seems like the sound recordings I attached on april 30 were not ok. I think the amplifier input was too high and so clipping occurred which somehow created the pops. I reduced the amplifier gain a little and now the recordings are much cleaner. However I can still hear a couple of pops here and there. The first recording is made with 16 degrees advance and the second one with 14 degrees. They are both filtered with 6 to 6.5khz band pass. What do you guys think? https://1drv.ms/u/s!Amk_BITNgVuBs3sXuVLSgmNuPfml?e=UdVfoQ https://1drv.ms/u/s!Amk_BITNgVuBtAIk-lqVsaiYJzKA?e=ABjnuq In addition to these recordings I have one big theoretical question I hope someone more experienced will be kind to answer: is it normal for the engine noise to increase when you are increasing boost and timing, or should the average noise at any given RPM remain largely the same? On one hand, the engine mechanical noises should be the same , but on the other hand if the cylinder pressure increases I would expect more "bang" and as a consequence more noise on average. To make the question more clear: if you increase the boost/timing/power of an engine, would you also have to increase the knock detection threshold or would it be the same regardless of the power as long as there is no "real" knock?
  10. Confession time: the hose I thought was going to the wastegate was going to compressor and the other way around I switched them around and now target boost seems to come around 25 % wastegate and controllable. I'm sorry to have wasted your time and to have driven the car in overboost dozens of times while trying to understand what's going on.... unfortunately I was just too sure of how those hoses were connected and I thought of any other complicated explanation but this. So car pulls strong and it seems that soon the tuning will be done. Next priority is getting the cold start decent but I'll meet you in other topics about that Thank you for your help and good luck! Best regards, Florin
  11. It's some sort of filter...From what I saw most of the mac style valves come with such a filter for the atmosphere side. It looks like it's made of pressed copper wires or something. I just blew through it and it gives noticeable restriction, you think that could be the problem? Aren't these filter supposed to be used in such applications?
  12. It's going to be hard to show a photo of the wastegate because it's a bottom mount turbo with internal wastegate and getting to the wastegate is a royal pain... However on short notice I can attach a photo of the solenoid install. It's a funny hack job which I did because I had no 90 degree pipe connector so I used a 'T' and blocked one output with a piece of wood So it's a classic MAC 3 port valve, port 1 goes to atmosphere (image right side), port 2 which should be the common port according to instructions and my own checks goes to the capsule of the wastegate actuator (left of the image) and port 3 is connected to compressor output (port 3 is going up so I have to use there a 90deg bend. Today I also double checked the electrical connections and everything seems sound there: 65% WG duty gives 7.6V and 70% duty gives 8.2V, I also measured other values so everything looks fine electrically and I can also hear change in the clicking sounds. I really have no idea what might be the problem unless the wastegate rod sticks somehow but in this case I guess the response would be not predictable... however the response is predictable but just too sudden. Thanks for the help!
  13. Ok, I will place here a log file and hopefully you guys have some idea what's happening because I really don't know what to try next. After replacing the boost controller with the MAC 3 port I am back to square 1 and I still can't control the boost. In short what I get is very low boost with 65% WG duty cycle and overboosting with 70%. I disabled closed loop boost control and all the runs are done in top gear on straight road. Otherwise the car runs fine and pulls strong when it is making the right boost. What should be the next step? Measuring the WG pressure with different duty cycles to ensure that it is working properly? Easing off on the internal wastegate spring to allow more control? The log file can be copied from the one drive link below and I also attached the map file. https://1drv.ms/u/s!Amk_BITNgVuBsSer8-quqXP9Pap8?e=Wmfeco There are 4 markers in the log: first two show runs at 0% WG duty cycle, third is 65% duty cycle making 33kPa and last marker shows 70% overboosting (actually I lifted off the right foot at 180 kPa because I already overboosted too many times in one day...) Any help is much appreciated, thank you very much! pentrumasina7sep.pclr
  14. Ok, so I was doing it wrong because if I clicked "save log" after step 4, I was probably saving just the last section (3-4) which was active at the moment. Might be a useful addition to have a save all button with automatic naming based on system time. Thanks!
  15. I'm using closed loop, so I will use the Idle target trim. Mario, I think you cannot use just the AC step value in closed loop, because the closed loop will decrease the duty cycle back to get to the target RPM value, regardless of the step up.
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