dx4picco

What do you change between your 2 maps to achieve pop and flames? You need to get all the tables in one file to switch between tables and not between files

So now, find where you sensor ground is and bring it to the ecu ground connection

Do you have EGT probe pre turbo on your car? If not I would say that's about the only way to tell if it's "safe" Or not

Two important factors more open = more retard to avoid too much push. But timing retard increases EGT. So keep your EGTs into check (I would keep under 900-920C on antilag) Enrich the mixture to help cool down. More aggressive = more opening and more retard. Difficult to keep positive pressure in the plenum with regular style antilag. I would rather check what the turbine shaft speed is? Trying while staying isn't that representative. It's no hot enough

Signal looks very noisy to me? What is the wiring based on?

upload it on a sharing platform like google drive or dropbox

I believe the parameters I started the log with were very close, only the D would be 60 instead of 65 like you shown, Or even it was 65,but I'm not sure. I check and test when time allow me again. Now another point, I seem to have erratic MAP reading on boost. How can I know if that is EM noise of physical pulses? a good example would be on this log, at 21:32 min, that MAP trace is very clean but at this higher pressure, I get also verytrol high map delta because of that. that will mess up the knock control when I will put that on. https://drive.google.com/file/d/1PPZpIAmAV1n7-MBCCEbYmX8CT_ycT4-n/view?usp=sharing I am a bit reluctant of putting the filter to medium as it would add some delay to the singal during transitions. so I would rather understand what is happening instead of bandaiding things

What would be a way to get it track better? Less P?

If solenoid resistance is more than 6 ohms then you good to go with only the Aux

work like a treat. I added an extra condition with another virtual aux.

It is a 2006 sti e throttle. The one from sadm 2.5L mounted on the 2.0jdm

Interesting. I'd like to hear your input on that e-throtle settings. I feel like there is alot of oscilating looking at the first part of the log. around idle, it feels like it is quite unstable. I tried reducing the integral gain of closed look, playing arounf with ignition P also. without big success. then I tried playing around with D of ethrottle acutator, but no big changes either I feel like. I tried reducing once the I to 12.5 I think but also no big changes. What do you think, are these "normal"? https://drive.google.com/file/d/1DMc42Q8s9dOrGaIlMDiosKnyz0kOfnjm/view?usp=sharing https://drive.google.com/file/d/1t8i9VHapGqZ7vJ0Y1opwhy5-ouG7B4fA/view?usp=sharing

Hey there, may I have found a bug or I haven't understood something? https://drive.google.com/file/d/1uidRrWNtXq3cRxHk14ML8bzuRaWmau8T/view?usp=sharing https://drive.google.com/file/d/1DMc42Q8s9dOrGaIlMDiosKnyz0kOfnjm/view?usp=sharing during startup, I have no startup hold time, even with 1.5s asked. it goes straight from startup to startup decay. what do you think?

How does the wall wetting comp parameter interacts during cranking/cold start? I've read through the manual again and didn't seem to find something about that information. I'm still trying to improve the first seconds of the cold start on that car. PS: I've tested many things in regards to that dccd, and it seems to narrow down to a internal gearbox issue (either plug or coil). I'm not ready to drop the box yet and open it up. so that will wait.

From the back of my head, it was something like 500mA

Alright thank you adam

is the DCCD module pick up these signal on the loom and has nothing to do with the ECU? or is the ecu supposed to send signals to the module

Hello Adam, If you could put an eye on the previous message issue? Another issue we are chasing and that I cannot explain, what is the data exchanged between the ECU and stock DCCD module on the hawkeye subaru? We are not getting any error so to say, but automode isn't working and when putting it in manual mode, it works until we depress the pedal and then the light goes out. wondering if this is that the DCCD ecu is missing some informations?

But not with a value under the minimum clamp.

Try on wastegate pressure first to have your fuel map in the ball park. I usually see a difference in VE in those medium pressure when I tune firtst on gate then at normal boost. so to avoid to make it twice, once its safe to raise the boost then do it. the thing is when tuning on gate, let's say you will reach 160kpa, and that is with 100tps. once raising boost, you will likely reach those 160kpa with 60tps, and at that point VE will be lower/less efficient. so if you tune for gate then raise boost you will most likely be too rich at positive boost but partial throttle.

so the car is running quite ok. but I see from time to time VVT bank 1 error (40 errors adding up during 30 min drive. two things occured to me: when I did the trigger scope at idle the bank one isn't showing up! I found that strange so I checked on VVT tab but the actual seemed to follow target. so I did a second test at 2000rpm and it did indeed show up. see trigger scopes below https://drive.google.com/file/d/1USHKXwSkytBm5VxiJIINfKLiuvHL1eHa/view?usp=sharing about 2000rpm idle rpm: https://drive.google.com/file/d/1V8Sf2j3H2HYfUgX0NHgY8a129FScfsuM/view?usp=sharing now I see that my 2 sensors are wired differently. is the sensor bank 1 wired backward? or bank 2 ? should it be high most of the time or low? (engine is my06 jdm sti 2.0L) Why isn't bank 1 sensor picking up any signal on idle?

you could wire the switch in the ECU and make a control logic that could be both manual and automatic with virtual aux

for my knowledge, what does a noise filter looks like and how is it wired?

I believe he is speaking about a 99-00 spec GC8 (because EJ205 engine), these have a smartcoil from factory with 2 trigger wires and 4 outputs for wasted spark. The fuji adapter does exactly what you describe. goes from the single plug from stock coil to each individual coils and split the ign output into 2. I don't see any reason it wouldn't work unless the triggering of the GD coil works somehow differently to the GC one. charging time of the coil are in the same ballpark.

to my knowledge this function already exists?