dx4picco

you don't need PID for this, just an aux output used as PWM. you want to increase the frequency or the duty?

what does the PID has to do with PWMing the Aux output controling the solenoid? what is the value you want to control in closed loop?

most likely some idle ignition timing parameters

post your calibration file so it may be more obvious. What do you mean exactly by no timing?

if the reading of the lambda sensor is wrong for any reason (air leak, dead or poisoned sensor) then it reads something else than the reality. it it reads leaner than expected and you have CL lambda enabled, it will naturally put more fuel in. but as you have wrong readings, it's still too lean, and CL continues to adds fuel. until you hit max clamp. if that is high then you engine actually runs very rich in reality even if you have lambda reading lean.

I do genuinely think this was not only the graphics. like said, I cycled ignition and restarted pclink but tables were still empty. I had to reload last know map from file. as ALS is on overrun the ECU log wasn't running (is active mid to high load) and the computer was intermitently disconnecting during that particular drive, after the 3rd or 4th reconnect while driving it disconnected again and I did not bother reconnecting. it happened then. so this isn't on a pc log either. I tried sending you the password per PM now but it seems box is full. edit: map now open

Any pointers? Thank you

Hey, I'd like to hear you guys inputs on the following points. Engine is stock V9 JDM EJ207 in a 2006 hawkeye. -I've been ewperiencing some hickups / hesitations when being on full load / throttle. In both ECU and PC log you can see the markers I put of where it happenend and is obvous in the log. What am I looking at? is that a simple ignition missfire? plugs are already gapped down to 0.6mm and the STI coils are not know to be weak, so I am a bit unsure where to look at? map https://drive.google.com/file/d/10HnSiLQjKiyi7y3BvuHcsfL2UABTWY5A/view?usp=sharing logs https://drive.google.com/file/d/1Y8xyGb2ImE5zbHdFLLFsd_QSz9ssm0nN/view?usp=sharing https://drive.google.com/file/d/1koS7_2AXGfkfR_CcJ4rbObg2RkEFkLZQ/view?usp=sharing. - on the ECU log, if we focus on the AVCS, the right hand bank is doing some funky stuff at lower rpm. I've recently had found out that my cam sensor settings were wrong and were inducing some mess on RH side / bank 1. now all the settings are how they supposed to be but then tracking is very sub optimal under 2000rpm. what am I looking at? simply an oil pressure too low for it to work properly? (filters in line remove recently to check if it was because of it). solenoid not working properly? something mecanical wrong with the cam gear? -finally, I was tuning a bit of ALS today, and something really strange happened https://drive.google.com/file/d/1NJSZOO7BEmZKNOtSBMlgdkzuUr_F2UfQ/view?usp=sharing I had the latest map loaded on the car, saved and stored. I went for a drive and during the drive the ALS effect stopped. MAP was still higher than without ISC override so that was working, but then I checked the PC and saw what you can see on the picture. all 3 of the ALS tables were empty! I cycled ignition and nothing changed. I had to reload the calibration file for them to reappear. What happened there? is that a know thing? Cheers

I would rather use a multiplier for the whole table (*1.0x) rather than going up and down with +/-.

in injector dead time table, press X to access axis setup, an put differential fuel pressure in the Y axis. make for example 3 lines with 200 300 and 400 kpa and input the data vs voltage

You gonna need an ecu specific for diesel tuning I'm afraid

keep using a post turbo lambda even if its further downstream. even if you don't use it for CL purposes on partial load, it will be usefull to have an eye on what's going on under load, where the two pro turbo ones will be used only to ensure both banks are running close enough to each other

you don't need any of these to run modeled equation. only one of my cars have FP sensor. Leave the traditional fueling alone, and get into the last century with modeled one.

Blue serial TX not needed Leave it unconnected

15€ ain't 80$ mate or I may buy a whole lot of stuff from the US!

do you have any proof that it is consistent?

yeah it looks like it was my issue aswell, te table should be built as a complete ethrottle table an not only the override part. I may give it another go today

I can confirm this behaviour too on WRX10x 2007 sti DBW and antilag. I had made some tests last weekend and had exactly the same, as soon as the AL get active (or at least I guess that's when it happens) it cuts everything and engine doesn't respond anymore I have to cut the antilag switch so that everything comes back to normal. I thought I made a log but it didn't get saved, and did not ran the car since. I first thought this may be some settings issue (as I'm still learning that function) so I hadn't bothered writing something up here. I'll try and get some logs this weekend too.

Your only lever for that would be idle ignition angle. Open you butterfly throttle a bit more and have a somewhat more retarded target timing with warm engine (0° to 5atdc) and increase for cold start and potentially ac

It has 6 pins but 5 wires because the calibration resistor is in the plug itself

AEMnet + to can high on ecu Aemnet - to can low on ecu

thank you for the example adam. how would you bring the fuel cut antilag in to blend it with the 3 tables you showed? less ignition cut (half?) and same amount of fuel cut?

seems like link ecu invented the endless electric energy source then!

on the 0300 https://documents.aemelectronics.com/techlibrary_30-0300_x-series_wideband_uego_afr_sensor_gauge.pdf I've been able to receive sensor fault and data valid in a custom stream if I remember right. but on the 0334 aemNet doesn't seem to be the same

Vaughan, to my knowledge there is a bridge pipe, maybe like 20mm diameter at the back of the stock upper intake manifold to link both banks.