dx4picco

Same car as above, tune :https://drive.google.com/file/d/1urWlq4OxD4hIzeoAjNe2eBbMWuXx7LLV/view?usp=sharing Log of FlexFuel off: Fuel temp 0 ethanol temp 20 https://drive.google.com/file/d/18yDBb3jVy98KSOocc05j_RFWbJm7mEQ7/view?usp=sharing Log of flexfuel on: Fuel and ethanol temp 200 https://drive.google.com/file/d/13bwX7dv6mi1QUeKaWyVJ-6CI4gR8zval/view?usp=sharing with picture: https://drive.google.com/file/d/16njTLASUFyxynDaxvZZKTgtpl7HpAl1C/view?usp=sharing according to AEM documentation degC = [ 41.25 * Pulsewidth (ms) ] - 81.25 so for 54hz and 15% duty that should show about 35°C

is there anything to set up for the temperature in the flexfuel sensor ? It reads correctly the eth content (5% for pump gas) but eth and fuel temp are fixed at 200°C

I did try that in all the mess of today and that didn't help. I just retried now and it worked. happy days!

well, I guess rooky mistakes from using a basemap. One of the setting sliped through

I guess yes, table 1 is for pump gas, table 2 will be for e85, it is planed to be a e85 switch. for for now multifuel blend is on 0%

that's not the goal here. the end goal is having open loop boost control with modulation through tps and quick spool function with the target boost and PID at 0.

Something that I did on G4+ seems not to work on the g4x, namely a WG duty table with rpm and tps as axis. if the table is full of values, like that https://drive.google.com/file/d/15njj25iDZt6qIvj1dawACTSNs4Oh0QUt/view?usp=sharing then the DC is taken into account. but if I take a wg duty by pedal, like that https://drive.google.com/file/d/1loqZ_X9bJx-3h_w-Ze6DNCbJ6_bmzpCp/view?usp=sharing then the wastegate duty stays at 0 during the log and boost stays like duty=0% during the drive the crosshair goes into the cells in row 100tps for example but duty stays 0 in logs anf boost low. in this log https://drive.google.com/file/d/13BqZAQY80sQ67eSEy2qfUIW_nWHBURoT/view?usp=sharing first 2 pulls were made with full table you see about 200kpa and 190, then I tried boost by pedal and nothing happends (160kpa, gate pressure on stock ihi vf24)in the following pulls. there is one hump at 9% in the middle that I don't remember where it did come from. edit: and that is not all with this calibration file: https://drive.google.com/file/d/1urWlq4OxD4hIzeoAjNe2eBbMWuXx7LLV/view?usp=sharing you can see in this log https://drive.google.com/file/d/1PtlsjTKcis13Hy1yQVBc3EdK9zaz87VD/view?usp=sharing that the WG duty stays clamped at 35% and doesn't ramp up like it should up to 70% with the rpm. duty is the same with TPS varying there. any clues / inputs @link guys?

Good afternoon! I'm fighting some CAN gremlins on a WRX4x with a Xseries on canbus the for lambda Somehow it is recieving intermitently the value pf lambda 1and then gives 1 (lamda error) Can bus status is all green https://drive.google.com/file/d/18oyy5hfkCLP-m2q6l7TsPbXCSZHzvDjQ/view?usp=sharing I tried both can 1 and 2, with ID1 and 2 in the x series (384 and 385 in link) cal file: https://drive.google.com/file/d/1urWlq4OxD4hIzeoAjNe2eBbMWuXx7LLV/view?usp=sharing and log file where you can see the lambda jump. https://drive.google.com/file/d/1qPa8F5l1toKRm006hUFtJHL8H3rQhEqk/view?usp=sharing what seems like is that the value when it jumps coresponds to the gauge. 120ohm termination resistor has been added. first g4x for me, so maybe I overlooked something in the lambda parameter definiton?

Most of the time the ECU will control a relay that feeds the fuel pump. You will get +12V going to the relay and then the relay to a aux output that will provide a ground a the right time. You can also control your pump with a pwm signal depending on the model

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like Adam said, these tables are your Target, so the values are not set correctly to match open loop behaviour

gear status is what you are looking for

that is true, but retarding it too much (past 0°) will worsen significantly the combustion efficiency and the combustion itself will reject way more HC and CO and that me be counter productive

We cannot guess what is going on with the values shown in the log. it is missing many parameters. post the calibration file too so we can take a look, but it seems to have injector DC% spike in that region yes

you can easily make a manual switch override using a DI or Anvolt as well as a virtual Aux with a OR condition on Fan1 or your switch so you get both auto mode ecu controlled and manually too on cooldown lap for example

The Lc1 doesn't have a gauge right? What does the innovate software reports for lambda values when your ECU says it's 30% too rich? If the values doesn't match then yeah that may be a calibration issue. I use a innovate lm2 when a wideband is not always required and programmed the analog output to match the aem X series gauge and simply use the X series calibration in the ECU. So there are 2 ways to go

yeah I agree that's a pain in the butt to get through the tables. Like I said, in my case mainly used as display

I am running a Linx 7 as display and occasional tunning tool. Old thing not powerful and PC link runs without issues. Just the startup is somewhat long.

on g4+ you cannot run sequential without cam signal. On g4x you could do it with an extra map sensor on one intake runner. You can run wasted spark with only crank trigger.

I use this one: https://drive.google.com/file/d/1P-dKvM7ywf3unsBYnyYGU8c0Yt48w_Hb/view?usp=sharing

I know about gp temp on regular anvolt, I was speaking about a can anvolt. knowing that the temp is no linear curve and its no kpa but degres?

A friend is running an atom 4+ ecu, what would be the available sensor inputs available if he uses a ecu Can board v3? I am not sure where to find AN and DI functions available from can (gearbox switches, oil P and T...) edit: Ok, I found the list in "Parameter selection" and "receive". apparently oil T not availablen even with pull up on an volt.

I guess it depends on the sensor type that is used. Active sensor gives you square waves and passive ones gives sinusoid I guess

I believe canH and canL should be ran through a twisted pair, and not regular straight wires. Depending on the length it may be feasible but I doubt on the stability afterwards

igntion retard on tip in can be used to reduce jerkiness when applying fast a lasrge amount of throttle, and some engines are prone to knock on tip in due to pressure wave effects in the inlet, so that help reduce that too. the other way around, igntion advance on throttle closing will soften the torque decrease.