augusto

I'm not in my business. Monday 21st I'll see if I have more schematics follows two of vipec. Augusto EVOLUTION_DIAGRAM (2) (1).pdf pdf_vectra_esquema_eletrico.pdf

Hello How do I open trigger scope log that is placed in the forum. Augusto

Hello Use an auxiliary output, configured for tachometer. This output will energize the relay coil. Then you take the signal for the tachometer. Augusto

Hello I think this is the simple solution for your tachometer to work. Augusto. http://www.haltech.com/wp-content/uploads/2013/07/Relay-Wiring-for-Tacho-Output1.pdf

Hi The 30 a 60 Hz. Augusto.

Hello Thank you very much, and that's what I'm complaining about. I'm going to go back the old firmware and then give a feedback to this forum. Augusto

Hello The car is an EVO 9 with mivec, and ecu plug and play G4 without electronic throtte and worked properly before the upgrade was done. After performing the update 5.6.6.3564, when the car is switched off the stepper motor starts beating non-stop during the ECU HOLD POWER period. That way when I reconnect the engine the same works with the idle at around 3200 to 3500 rpms. After some time or if I turn the car on and off again the idle is normal around 950 rpms. Someone has noticed this malfunction of the IAC (stepper motor) o.e.m. Can I go back to the old G4 + Firmware Version 5.6.6.3557 - 08/15/2018 Thank you in advance. Would you like to comment : In the G4 forum on the topic, When electric fans kicked off on rpm drops, I made some comments in an attempt to help. Nobody answers anything else and also you do not know if you helped or not, I think it's important that I think a return ????? sorry about my English Augusto.

If the engine uses command 272 or higher this can happen due to lack of motor torque at low speed. Any ideas for you to try? 1- Try to turn on an electroventilator at 90 degrees and the other at 95 degrees centigrade. 2- Leave the mixture at idle slightly richer environment of 13.5 afr. 3- Check the ignition idle map if you can give more torque to the engine. 4- there is a correction table of the iac, for startup of the electric fan, there goes an old complaint mine if the electric fan goes on 90 degrees because at 89 degrees and iac no longer starts the correction. I hope I have helped for a long time because of this problem and here in Brazil, only those who play with vipec are me. I'm sorry for my english. Augusto

I will try when I am in the company to put other schemes with the ecu vipec in evolution, opel 2.2 16v, evolution 2.3 and other cars. I hope this helps everyone. At the moment I only have Vectra with Autronic. Augusto. pdf_vectra_esquema_eletrico.pdf

Use a diode in parallel with the coil of the solenoid or relay. To discharge the electromotive force accumulated in the coil, forming an L - C circuit. This way you will turn off your solenoid or relay faster. I already had this problem with boost control solenoid grimmspeed. Augusto.

This has happened to me, a night rally and I put the connector in the wrong place. Augusto.

Do not forget to do Cam Angle Test The Cam Angle Test is a function designed to assist with diagnostics of VVT control position signals. It can be used to determine the correct Offset value for a VVT Control Digital Input and assists with technical support inquiries. The purpose of the Cam Angle Test function is to display the position in crankshaft degrees ATDC where each position pulse occurs. Cam angle test information can be found in the F12 runtime data menu. Using Cam Angle Test To activate the Cam Angle Test Function, perform the following steps: 1. Ensure a Cam Position Digital Input has been wired and configured. 2. Select the appropriate VVT Control Channel in the Cam Angle Test list. 3. Select the Test Pulse Count. This is the number of teeth on the cam trigger wheel (you can adjust this later if the number of teeth is unknown). 4. Observe the cam teeth positions by looking at the parameter Cam Angle #X on the VVT tab of the Runtime Values window (F12 Key). 5. Run the engine above the VVT RPM Lockout and ECT Lockout values. 6. The position at which each cam pulse occurs will be displayed. If the positions appear to be changing erratically, then the wrong Test Pulse Count may be selected. Either adjust Test Pulse Count until the values become stable or disassemble the motor and count the teeth on the cam. After the values have stabilised, the lowest Cam Angle #X angle avlue above 0.0 is the value that should be used for that VVT Control channels Offset value. The cam will be in its relaxed position (ie not controlled) while the Cam Angle Test function is turned on. Augusto.

Adamw On August 1st I'll be back at my company and send the pcl without a password, I forgot about that detail. The table that you have posted is correct, but mine is the opposite. It just stayed like yours after I turned the charger temperature correction function on and off off and on. password -2020 Thanks again. Augusto.

Hello Look at my table iat fuel trim table, the values are exchanged where divia decreases I am increasing the value and where divia diminish I am increasing. I did not know what to do. I started to change all the fuel main parameters until I decided to turn the charger temperature correction function on because it was off. After turning it off everything went back to normal and had to undo the iat table as the correct values. Positive signal at low temperatuta and negative signal at higher temperatures. I WOULD LIKE TO FIND THE PROBLEM EVERYONE WILL KNOW ABOUT THE SOLUTION OF THE SAME. AND NOT LIKE READING AND NO NEVER SPEAK NO SOLUTION OF MORE COMPLICATED PROBLEMS LIKE THAT WHICH I PASSED. I'LL ASK THE LOG AND PCL AND IT SEEMS THAT NOBODY HAS SEEN OR GIVEN ANY INFORMATION FOR THIS PROBLEM FROM THANK YOU VERY MUCH AND EXCUSE MY POOR ENGLISH. AUGUSTO IAT TEMPERATUR X TPS -20 -10 0 10 20 30 40 50 60 70 -8.5 -5 -3 -2 -1.5 0 0 2.5 3.5 4 -8.5 -5 -3 -2 -1.5 0 0 2.5 3.5 4 -8.5 -5 -3 -2 -1.5 0 0 2.5 3.5 4 -8.5 -5 -3 -2 -1.5 0 0 2.5 3.5 4 -8.5 -5 -3 -2 -1.5 0 0 2.5 3.5 4

Hello I had such a block on a 2.4 motor, with the oscilloscope I checked the waveform of the crank sensor. This waveform was deformed at around 5000 rpm and there was no error in the ECU. I replaced the harmonica pulley with another and defect disappeared. I think this is caused by vibration on the crankshaft of these 2.4L engines. Augusto.

Hi temperature of my country is around 35 degrees Celsius. for this reason I use the table of 30 40 degrees at zero (without correction) follows the map I'm using. injectors id 1300 x2 - fuel pressure 4.5 bar. EVO JONE EXP 55 NEW DWELL E NEW INJECTOR.pclr

Hi I'm outside the company today, Monday only. I am initially using the map that accompanies the ECU (configuration - Link default Mitsubishi EVO 9 base map.) I only enabled the IAT Fuel Trim Table, using the values in the table. Augusto

This table is working with the values exchanged if the temperature of the air rises and places in the table negative values should reduce the injected fuel, however it happens to the contrary increases the amount of fuel and it inrequece the mixture. This should not occur, the second explanation in the help, and in the table that if attached to the ECU plugin unit for the EVO 9 G4 Xtreme Plugin. This function allows fueling correction to compensate for changes in inlet air temperature. Because hotter air is less dense, the air temperature increases there will be less oxygen available to burn in the combustion chambers. Without IAT correction an engine will run richer on a hotter day and leaner on a cooler day. While this is desirable to some extent, the change is typically more than what is required. Is there any explanation for this event? Thank you, excuse my English. Augusto.

Hello I do not have dyno 4X4, closer to my workshop, there is a road that is at sea level. And it has a straight line about 8 miles long. That way I logging in these settings. Engine speed Tps main MGP Afr / Lambda Target Lambda meter - analogic input Fuel table Ign table Inj duty cicle ECT IAT CL Lambda - in off state Waste gate DC I do this in several different loads: - 50 MGP 0 MGP 50 MGP 100 MGP 150 MGP 200 MGP I analyze the log and I am correcting the fuel table one at a time, for example I did the 0 MGP line, I will increase the load to 100 MGP. Done that I interpolated the line of 50 MGP, and make a new log now tried to keep the target at 50 MGP. That way I make a very precise fuel table. After all, I'll call CL Lambda and find a variation of plus or minus 3% at the maximum - 3%. Give a little more work already tuned in several EVOLUTION 5 - 6 - 7 - 8 - 9. Hope this helps. I'm sorry for my english. Augusto.

Hello I marked the entry DI 7 as GP input that was my mistake, not IC SPRAY. So the IC SPRAY menu, spray period, spray duty cycle, water spray mode, did not work on AUX INJ 7. Sorry for my mistake Augusto.

Hello Aux 10 controlled by Aux 9 worked perfect. Aux 9 controlled by Aux 4 does not work. Augusto

Hello Using aux inj 7 to control IC SPRAY, I can not use the functions inside the control aux menu of the SPARY IC - spray period, spray duty cycle, water spray mode, ... Where is this information in the manual that follows the ECU. Sorry my poor english. Augusto.

Hello PCB REV-V1.7 serial 36930 Mitsubishi Evo IX plug ana play without Throttle Link ECU software does not exist AUX 10. I need two auxiliary outputs - shift light - auto water splay intercooler. How to proceed Thank you Augusto

Hi The key on sweep speedo work? Augusto

Evo9 Ecu plugin, pcb rev V17 serial 36930 It does not work the system of key on sweep speedo or key on sweep tacho. Even when set in the menu. But the tacho meter works and speedo meter. Augusto