Jefferson.C
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Posts posted by Jefferson.C
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I have installed two 7bar WHP (ECU Master) pressure sensors for fuel and back pressure. Gauge pressure 0-100psi.
Would the 7bar calibration be correct for these sensors or should I use a Cal 4-6?
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Been trying to figure out why I am having this lean spot at roughly 2500-3k mark. I don't recall this being a problem when I had stock cams fitted, I have recently installed some Tomei 256 pon-cams. It's RB25 with RB26 ITB's. NZ trigger kit. Quite heavy valve springs so I do get a little VCT gear chatter but otherwise healthy strong engine.
The A2 GP output is my VCT switch to clarify on the log, though it's ON and does not appear to be the issue.
The only way I have been able to mask the problem is by having larger then normal VE values in those areas.
The only thing I can see is my short pulse width adder table at around that 3ms mark goes from 0.000 (2.875) to -0.0048 (3.000) then jumps to +0.0032 (3.125)
This is the information I was supplied from ID so I will assume it is correct?
I am not sure if this is what would cause such a problem or it's just the nature of these camshafts and air movement through the engine at that particular RPM and load.
Keep in mind my o2 sensor is located at the bottom of the downpipe, so expect slight delays
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As for IAT heat soaking I have found using a 4D table like this has helped cure lots of my personal RB engines for restarts with heat soaked IAT and fuel rail, where the engine would run very lean momentary until the heat soaking would cool off. I didn't like just increasing the values too much in the post start enrichment table at operating temps because I only get heat soaking after 10+ mins of being turned off. No need for rich restarts if I just have the car off for a short period of time. The post start decay time table at operating temps is a little longer, around 10 seconds. It worked for my applications but I'm sure it could have been finessed but gives you some ideas.
- Iguanapeluda, dx4picco and atlex
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I'm only familiar with RB engines but I have found starting with the Thunder base map example charge temp table has always worked well for me.
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Thanks Adam. It's belt deflection and high spring pressures is what I am probably looking at. No errors and my scopes are within reason. Always appreciate how informative your answers are.
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What area of filtering would be preferred, RPM Filtering (Trigger Setup Section) or Trigger 1 Filtering (Trigger 1 Section). It's not severe and quite steady but I'm just seeing if any filtering would do any benefit. Nissan RB engine with the affordable NZ Wiring Kit (24-1) reluctor sensor. I understand it's not a high dollar crank/cam trigger setup but again just seeing if any benefits from level 2 filtering.
Secondly, what are logging tell tale signs the filtering is helping other then just viewing RPM trace. ROC? Dwell? -
The factory Neo uses a MAF sensor. It does not have a MAP sensor. Use the on-board plug&play ecu MAP sensor.
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I have no idle control valve on my RB26 ITB engine. Need to implement an idle ignition control 3D table with ECT on the Y axis. Works for me.
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6 hours ago, Michael418 said:
Would I need to connect up a sensor ground as well.
Pin#26 is a sensor ground
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I have an R32 GTR I am setting up and when I upload either the base map, or another modelled fuel map I have from my other GTR and select "store to ECU" the fuel equation mode goes missing. My VE table and other tables upload fine but the fuel setup page is missing sections. Any help here? It does it even with a base map. See picture of base map before and after storing to ECU
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Knock ears and lots of plug reading I guess? o2 sensors for AFR monitoring is a fundamental for building a correct tune.
Or like the old school drag guys would do, keep jetting up until the MPH starts to decrease. Same goes for timing but the use of home built knock head phones would be a great tool. -
More then you think.
Looks like you're located in BC Canada?
Get in contact with Independent Speed Shop, Bill can help you. -
Have you taken a shot in the dark and tried multiple trigger offset values? Worth a try if you haven't already.
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Can you trigger scope around that area?
What does your trigger setup page look like?
I have used a few of these discs on RBs without problems. Could be the optical sensor is getting weak. -
You will be starting from scratch.
First off you want to choose either modelled, or modelled - multi-fuel. For flex you would want multi-fuel
The fuel main setup is very important. You want to enter your base fuel pressure value whatever your actual fuel rail pressure is. (vacuum source to regulator disconnected and adjusted)
The more injector information, the better. ie - short pulse width adder table, dead times, etc. Be sure your injector rated fuel pressure is the correct value for the supplied short pulse width and dead time data. (those values change with different base fuel pressures)
Usually warm up enrichment is set to "0" when you have your charge temp aprox. table setup correctly.
Be sure your multi fuel setup information is correct for the fuel you will be using.
Other then those basics, you will be starting from scratch on the VE table. -
Your injector information seems a little off from the spec sheets I have from ID.
I have always used 0.2050 Min effective pulse width.
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Answered my question by getting some street run time in tonight. Sorry for the board clutter.
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This is the INJ table on the new firmware R32-34 GTR map. Now, lets say you are using an RB25 cylinder head with RB26 ITB setup. The VCT is not variable and just ON/OFF with selective RPM points.
If I were to explore the outcome of adjusting the table, would you recommend leaving the Y axis MAP?
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Seeing as this topic has been brought back, what would be the preferred Y axis setup in your injector timing table? Let's say for a boosted engine application running ITB setup? MAP or TP?
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I have another CAS I'm getting tomorrow just to rule that out.
I was going to try and turn the idle ign control OFF and put the IAC into test mode (so it's fully open) to rule out another sticking valve. -
This is a GTR RB26 I am working on. I seem to be having intermittent poor running conditions moments after cold start up and during the warm up. I have replaced the o2 sensor just to be sure and even turned off closed loop o2 while it's running poorly but makes no difference. Some days the start-up and warm up is right on my RPM target and gives me no problems. Other days however are not correct. I have changed my IAC valve to rule out a sticking valve but with no difference. I was lucky enough today to get a quick log of it's condition. See log 1 of a colder start and poor running condition. RPM's under target and after some slight rev's the RPMs drop significantly after closing the throttle. I do hold the throttle open a little at spots to keep it from idling too low for a cold engine. Log 2 showing after a few restarts and warmer ECT's it hold target RPMs and does not drop after slight revs.
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Cool. Will report back with a log after I try these voltages later in the week.
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I did some reading and did a trigger scope at 1,2,3,4000 rpm. Held the rpm as steady as possible when I selected capture. I wanted to observe to see if the trigger 1 arming threshold table voltage values that were supplied with the 24 - 1 kit were close. I am seeing some extremely high voltages though. Thoughts here?
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Just looking for some opinion on these trigger logs. First one is factory Nissan 360 CAS (better one of a few that I tested) and second two logs is with an upgraded 24 -1 with reluctor sensor. This is an RB25 with vct and stiff valve springs, so I'm not sure if that will cause a little rough spot around where the vct shuts off (5850 rpm).
With the factory cas I had dwell set to 2.5ms and rpm filtering #2. With the 24 - 1 I dropped dwell to 2.3 for a little safety margin and rpm filtering #1.
The engine speed ROC looks to be a little better but the dwell seems to be jumping around more?
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Pressure Sensor Calibration
in G4+
Posted
Great, thanks Adam.
Last question regarding the AN V error. If I use the 0.5v & 4.50v with the error value of 0 kPa I get a fault code. Is it acceptable to use 0v & 5v here to avoid the error fault?