dx4picco
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Posts posted by dx4picco
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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
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You gonna need an ecu specific for diesel tuning I'm afraid
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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
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Blue serial TX not needed
Leave it unconnected
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15€ ain't 80$ mate
or I may buy a whole lot of stuff from the US!
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5 hours ago, CodySoFine said:
I got it close to that as tech support told me fuel pressure is not important as long as it’s consistent.
do you have any proof that it is consistent?
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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
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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.
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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
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It has 6 pins but 5 wires because the calibration resistor is in the plug itself
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AEMnet + to can high on ecu
Aemnet - to can low on ecu
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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?
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seems like link ecu invented the endless electric energy source then!
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On 3/4/2024 at 7:24 PM, koracing said:
@Adamw Is this possible to recieve under a custom user stream?
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
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cold/warmup idle 300°C, warm idle 450-500°C as the exhaust is still warm from the previous running
- Japtastic141 and koracing
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its not RB specific. the general rule is the same for all the engines.
Too hot and you start melting turbines and exhaust valves, and damage manifolds.
1050C is way too hot for any enthusiast engine.
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have you checked under the bonnet that no one is sucking on the Map tube?
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yeah 1050C is cooking! you shouldn't be hitting more than 800°C on a single pull if you want to have a chance to stay under 950° under sustained load
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ABS CAN ID
in G4+
install g4+software too to open the map
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you should post both your current map aswell as a log from what you are describing
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my point of view is, don't start "small" to try and learn.
As Vaughan said, all ecu share the same software and way of working.
Some additional functions will be available on bigger ECUs, so check what you need, and what would be nice to have to target the minimum.
My opinion, go with the bigger ones if the budget allows, so everything you will need in the future will be available (best way to learn step by step and add sensors and use more functions)
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use this:
and replace conditions in the virtual aux by the can DI you want pressed (and / or with pedals)
Ve numbers high at idle
in G4x
Posted
I would rather use a multiplier for the whole table (*1.0x) rather than going up and down with +/-.