ellisd1984
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Posts posted by ellisd1984
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Yeah I did the spark test and the base map was out by 360 deg so I've corrected it now (set base timing to 350). I was just wondering if it being out by 360 deg would mean cylinders 2 & 3 would be reveresed? I'm presumuing since the G4x can do individual knock control without direct spark it looks at the injector order to decide which cylinder is firing.
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Sorry Adam, I'm actual on a G4X I'd just tacked on to this post
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I know this is an old thread but I've done the above and can confirm the st205 base map is out by 360 deg. Would the timing being set wrong show that when I've got knock on a particular cylinder its showing the wrong cylinder? Reason I ask is the gain values I've got don't really make sense for where I know the sensor is located (in the middle of cylinder 3 yet I've got the gain on cylinder set the lowest as if thats the one closest to the sensor)
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Checking the fuel pressure with a mechanical gauge would be a good place to start as mine was well out and htre my numbers out quite a bit
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The table you're filling in is the % of air. The ecu then uses all the numbers you've inputted such as injector size, fuel pressure, deadtime etc to calculate the required DC% to get you the target afr you've asked for. So the numbers in the fuel table (not sure fuel table is actually the correct terminology since the numbers aren't actually fuel) aren't directly linked to injector DC as by changing say "injector size" to 1000cc would mean the injector DC% would increase because even though you've left the main table alone the ecu would calculate the injectors are half the size so would need to increase the DC% to compensate to get you the same afr.
Least thats my Understanding of it
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I've got a St205 and when roughing in my fuel map the car would comfortably drive around at 0.7 lambda, obviously didn't want it there but it certainly wouldn't splutter or miss.
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Has anyone ever had any issues with ECU logs not downloading completely? I had real connection issues up until the latest firmware but they have reduced sugnificantly. Have noticed slow framerates when trying to alter things whilst tuning and watching the crosshairs though but I'm using a really cheap extension lead so chances are thats not helping problem. The only real problem I have remaining is the ecu logs can randomly finish at any point of it's download and I only get a portion of it. It can take 10 tries to get a single 10mb log file.
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after chasing countless wiring issue I'm not a fan of adaptor looms as it just add so many more points of potential failure.
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No problem Adam, back to plan A then ha ha
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Could you not just de- pin the gen4 cables from their connectors and insert them into the gen 3 connectors? The chances are there'll be the same pins but you would need to confirm this
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After chasing so many issues which have came down to wiring problems I'm at the point where I just need to come to terms with the fact my 25 year old engine harness needs to go. Initally I was going to just buy a Link LOOM A and rewire both ends of the harness using Loom A's cables into the standard toyota connectors.
I then remembered that someone said that the pnp ecu's were essentially an Extremex with an adaptor board and thought, would it be possible to get my ECU converted to a wire in unit? Least that way I only have to rewire one end of the harness.
Is this a possibility and if so what sort of cost would I be looking at to do this? -
3 hours ago, Sushpants said:
Hey Dougy,
I ended up moving my the fuel pump to a relay and using that aux output for the tach. You could gain 2 outputs by setting up a wasted spark setup.
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ellisd1984 - The coils do have the feedback pin, but that's another aux input which the ECU is doesn't have many of.
no I mean could the feedback pins be tied together and fed directly to the tach?
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do the coils not have a feedback pin and could that not be used?
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My map file attached is what I've spent the morning messing with, I'm finally at a point where I can work with with things now. Your dead times are similar to what i was given with the injectors but they just didn't seem to work. I think half the problem was what I was considering quite small changes in map where needing the adjacent fuel cells increasing /decrease to keep the lambda right, I was initally just putting the same number in all adjacent cells and that was causing my lambda to swing about all over.
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Thanks Adam, It is starting to stick in, I promise
Ok So If I managed to get things running well in say the 2000 rpm area (hopefully closer to being in the more linear range of the injectors) it would indicate the deadtimes are ok and then drop down to say 1000rpm and the swings get larger would it make sense to add/subtract a little from the SPAT to try and bring it into line? -
6 hours ago, Ducie54 said:
What lambda at idle? Try at .95 and see how that goes. Once u get accurate dead times you can lean it back out.
What lambda at idle? Try at .95 and see how that goes. Once u get accurate dead times you can lean it back out.
I've started another threed as I don't want to hi jack this one, thanks for the reply
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Hi, I'll appologise in advance as I've been messaging quite a bit recently on this topic but I just couldn't seem to get my head around whats been going on. I'm hoping someone can have a quick look at my logs and make sure I'm on the right path.
I was told when checking deadtime its a good thing to change the injection mode to multi point and have it fire twice a cycle. This didn't seem to work at all I assumed it was because the pulswidth was essentially halved and going further into the non linear range of pulsewidth so to try and get things into at least the same ballpark have tried using the target Lambda method.
I've been chasing my tail trying to get a stable idle using the deadtimes supplied from the seller my injectors. Using their deadtimes when changing target lambda from 1.0 to 0.9 I would get an actual change in the region of 0.75- 0.8 so was told my deadtimes are out. I've changed them and have got lambda to track roughly, pressuamably the logs confirm that these deadtimes ar at very least close? I realise there's other factors such as charge temp correction and fuel charge temp but for now I need to concentrate on deadtimes. I would assume that if my deadtimes are out my Short pulse width adder tables I likely to be out too. Am I better setting this to 0 and will altering this table affect deadtimes?Few things I would like confirming.
Does it make sense that change from 1.0 lam to 0.9 happens almost instantly, but going from 1.0 to 1.1 takes more time? My assumption was it would be the fuel film reducing casuing the slight delay.
What could cause the lambda to track fine going richer (1.0 to 0.9) but when going from 1.0 to 1.1 lambda goes really lean?
It seems very small chages in VE are causing quite large changes in Lambda, would this make sense? I've never used modelled fueling before so I'm doubting everthing I do at the minute.
Thanks in advance
https://www.dropbox.com/s/5jahxlwo5d0p9tc/PC Datalog - 2021-01-6 10%3B15%3B28 am.llgx?dl=0
https://www.dropbox.com/s/g9jjlx6k0dsfiq4/PC Datalog - 2021-01-6 9%3B53%3B07 am.llgx?dl=0
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6 hours ago, INSW20 said:
FWIW, I'm getting a PW of 2.449 with an effective PW of 1.520 on mine with a stable idle lambda, using ID1050x's.
Is this running ethanol though? This will mean you're runnning a higher pulsewidth than just petrol/gasoline
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3 hours ago, koracing said:
I've got some pretty decent startup setttings for a car here I'm running on 77% ethanol that I've been getting good cold starts out of down to 35°F ambient temps in the last couple weeks. It's got 1000cc Bosch injectors (from Fuel Injector Connection).
Personally I've switched to using the AFR lambda overlay map for cold start enrichment and the warm up enrichment table is largely zeroed out. I just set the AFR to subtract from target at lower ECT using modelled fuel equation. In addition to that, it becomes possible to use closed loop from the minimum of 32°F (0°C) if one so desires.
Can I ask what sort of settings you've got in your dead times and short pulse width tables for bosch 1000cc injectors? I'm chasing my tale trying to get my car idling at any sort of consistant Lambda (celica 205 gt4 on petrol) The deadtimes i got supplied don't seem to be anywhere near and I can't switch the injection to batch fire to check as the car just runs even rougher!
What's the lowest actual & effective pulsewidth that work on the 3sgte with similar injectors? As soon as my coolant fans cut in (or any sort of electrical load) my afr's just go through the roof. -
You're right it didn't but it did improve it. I think I'm going to just bite the bullet and rewire the engine loom as I'm still having problems with Lamda leaning out with electrical load. When I fitted the injectors I noticed that although the 12v side of the injector wiring looked quite beefy the ground side the goes to the ecu is absolutely tiny! and I've had a few connectors just break off because the wiring is so brittle.
Can I just ask if for example i was targeting lambda 1.0 and I was at 0.9, if everything if set up correctly should a 10% change in VE equal and 10% change in Lambda? -
The reason I ask is I've been chasing inconsistencies around idle for months now and the injectors firing in the wrong order might go some way to explainig this. I'd obviously checked the injectors were wired in the correct order but that wouldnt help if the ecu was firing them from the wrong starting point.
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Can I ask was the base timing setting for the 205 taken from the base map and if so could it be possible the base map is out 360?
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Hi Adam, all the best for the new year.
Yeah the pressure sensro is absolute I had a bit of a discussion on the forum about it's suitability a while backWhat I have done yesterday is moved the sensor from the top of the fuel filter (about 300mm before the fuel rail) and now mounted it into the turbosmart FPR.
Am I right in thinking that if I drop the static pressure back down to 300kPa the fact it doesn't reduce as far as the vacuum of the engine shouldn't matter, as the ecu can compensate for difference in differential pressure anyway? It just means instead of running around 0.5ms injector PW at idle @400kPa, I can get it above 1 and hopefully closer to the linear flow of the injector. -
I've attached a copy of the tune and a Log. The only way I could get the car drivable was to turn CLL on and let it add up to 20 % fuel.
I wanted to set the base fuel pressure to 300kPa to give me a higher injector pulse width at idle however although I could set base to 300 with vacuum line disconnected. When I reconnected it the regulator wouldn't reduce by the same amount as the engine vacuum so differential pressure was rising to around 340 kPa. The only way to get the differential pressure to stay constant is to set the base pressure to 400kPa.I've inputted all the deadtime values I got with the injectors in a 3d table from CP Injection and have emailed them asking for short pulse width adder values (currently set to zero). I've read A few posts about injector dynamics quoting incorrect values for Link ECU's Is this specific to injector dynamics or is it the Bosch EV14 injectors as a whole? I belive mine are based on the same injector
1000cc i90%ve cll@20%.pclx 1000cc injectors 90% VE Closed loo +20%.llgx
New 3s-gte build - can't get it to start
in G4+
Posted
Thanks for confirming this, I realise that it wouldn't effect how the cylinders react to knock as it would still be reducing timing on the same cylinder as it was detecting the knock. It just makes sense now how my cylinder gain values seemed reversed to what I expected (as cyl 3 which is closest to the knock sensor so had the lowest gain was showing up as cyl2).
Thanks again