dx4picco

here is a log I just made of the startup https://drive.google.com/file/d/1UFKpKOgvO2YTlcrkU5ryKoy2d4eDzKhi/view?usp=sharing an then just after with fuel pump disconnected https://drive.google.com/file/d/1RyiulS7BZac7Y9sS3N0VW92Kv118hm2z/view?usp=sharing car ran perfect after I tuned it, car never sat longer than one week since the injector install, is there anything obvious in the log that I missed? edit 356: found a mechanical failure of the injector cap (?!)on cylinder 1 that lead to the bottom Oring from the sidefeed injector pushed through

ok, i tested all the fuses, all were ok, the catch was that somehow ecu power goes through the fuel pump fuse. as I pluged it out to avoid flooding the engine there was no power. I got to test the injectors, all are ticking.

indeed no blue light to be found on the ecu. when engine off and ignition on

I'm posting in this topic because a new issue related to this car (my dads car) came today. I started it to move the car around, but the car ran pig rich (afr pegged at 8.0 and fuel dumping out tof the exhaust) I thought one injector got stock stuck open, so I parked it and removed the fuel pump fuse to hopefuly clear as much as possible. injectors are about 1.5 months old. now I cannot connect to the ecu (g4x plugin for v3-v4 subaru) with any of my computer or tablets. so I am unable to test for injectors ticking how should I go from there? I will ask the question but I know the probability is very low, can it be an ecu problem causing both issues? could you help finding a way to find out what is going on?

Retard variables are always expressed as negative values So try -6

post a log of what you are describing as well as you calibration file

So I've finally got hold of the board after two months of fight. Nothing had to be soldered regarding the jumper, running my X series lamda on same bus too. DI's worked right of the bat. ANVolt, I had to put a 10000 offset and divider of 10 for the value to be used on a table axis ( max 100) I didn't plug anyting onto the low side outputs yet.

So how does this method looks to you? https://drive.google.com/file/d/1yazJIpDHC5qVXBQq_MgH6wSm3tOmIjsC/view?usp=sharing calculating the "real" effective PW and deducing the offset to add to the base dead time. this is only true at 13.5V and 300 kpa but this also only be needed in this area of voltage so I am not much concerned about other ones. So this would look about that for 3.5bar: https://drive.google.com/file/d/1seH1I7bkY5dqShxvpT2EsHuoECAW-WCx/view?usp=sharing Engine is a m50b25 "switch on vanos" with plugin ecu. inputs and outputs are according to the basemap. what variable should move when vanos is activating and turning off? all my cam angles are 0. Aux 3 status does change but that doesn't tell me the cam is actualy moving https://drive.google.com/file/d/1REQPdRh0_4DaA_KWUFaqJhd4qjlZGwsZ/view?usp=sharing

I was speaking about the pdf file with the link in the first post. I read it as Actual PW. but wanted to be sure. the reason I'm insisting is I worked on that car a bit this weekend and I'm seeing 0.9-1ms effective PW during low throttle event which is in the non linear range and I'm trying to get it right

Seems like the thing I thought do not work as intended. How should I read the pulsed data flow in the left table? is the PW they talk about our effective PW or our actual PW?

Yep I am well aware of the newer platforms like the one I tuned on my car or the one from my father. Thx for the tip on the an volt axis. I think I found a way of doing the short PW adder too. I'll post a screenshot

I do some tests at different fuel pressures (gauge on the fpr). And it's handy not to redo the dead time table everytime So you confirm that is not possible?

If I compare to the later versions, where you put the fixed differential fuel pressure so the ecu knows what value to use is case of a lack of FP sensor. Here I don't seem to find that

how does it work if I make my 3D deadtime table with Volt vs Delta FP but do not have any sensor for FP. is there a way to make the ecu take a particular value (for example 3.5b when rows are 2-3-4-5). or is that not possible?

For me there is no point switching back to traditional equation mode. Modeled is the better one.

Hi there A friend of mine want to make a upgrade on his bmw B20 engine running on G4 plugin. He bought those: https://dw-technical-assets.s3-us-west-2.amazonaws.com/18U-XX-0042-X+Injector+Characterization+Summary.pdf I am wondering how the non linear range is dealt with on G4? I expect it to run low on those small 340cc cylinders, anything like short pulse width adder? the only thing i could see is the dead time pulse width correction, but then I loose the 3D part of the dead time table? also, only traditional mode available there right?

Good one there. I will try that once I received it. Can the can TC read 0-5000 like a can AN does? Or is there anything to take care?

posting here to avoid mixing with g4x stuff. Ecu g4+ storm Regarding the ecumaster can switch board. I had until now a regular ANvolt where I wired a 3 position switch sending 0V when middle, 2.3V when low and 4.9V when high. I use that to toggle a GP output based on voltage condition OR engine FAN condition, to have a in car fan switch but also full ecu control. Now I want to control the same thing but the voltage comming trough CAN AN volt from the switch board. however I cannot seem to find the can volt data in the list of condition (only CAN DI or CAN TC). is that really not possible?

Hi Adam, Preparing the field for the board I bought for my track car witch g4+ storm. I can see in both recieve streams the 8 ANvolts channels, but I can't seem to find the DI's? if I understood well, the data format to select is the 3 on the switchboard? edit: for the low side output, according to the transmit stream, it is as simple as sending a 0 for off and 1 for on? why do they need a full byte for that? I attached a LCS I made for the DI's, do you confirm? ECUMasterSwitchboardV3ReceiveStream4UseID1602.lcs

How did you wire the r8 coils? The pnp ecu has build in ignitors and the r8 coils are smart coils. Depending on how you wired that it may cause some issues?!

I would rather place the egt sensor before the turbo

yes there is LTFT on G4X. update your firmware. it is not autotune.

I mean, going by what Adam is saying, as long as one of your 2 tuning point is the 0 (or the 100), the second one can be anything above (or below), what you mean by extrapolating will work. 0-> E5 tuned on pump gas for table 1. 100-> e98 but only tuning on e80, then changing the table 2 will still be acurate when you would go to more. same apply if you tune on e85=100% (table 2) and can only achieve e20 when switching back to pump gas

post your calibration file and a log of what you explained, so we get the best idea of what is going on

I Just made the update on our car and put fresh bigger injectors. No data on them in regards to the latencies. I wanted to do the test in switching between grouped 1 and 2 injections However this parameter is frozen when engine is started, while on g4+ I was able to switch from injection number on the fly. Is that wanted that we are no able anymore to change it while engine running? It was pretty handy