Jump to content

Dave Kriedeman

Dealer
  • Posts

    1,365
  • Joined

  • Last visited

  • Days Won

    48

Everything posted by Dave Kriedeman

  1. Hi all, just an update, I am currently assisting Chris with his project. Regards Dave.
  2. Hi, still taking into consideration of the above mentioned things to be checked and confirmed, i have also analysed your LEAN spot PCL FILE and the corresponding data log. Please take no offence to the following, i am just trying to help out. Both the FUEL and IGNITION tables really need some work as far as the entered values etc. Not much makes sense in there when doing a comparison in relation to the data log. May i also suggest running some finer resolution via more load and rpm points if tuning via data log or make sure the dyno can sustain the load cell accurately if load cell tuning on the dyno. If the dyno is holding the load nice and steady then you will get away with fewer load points as the ECU can very easily and accurately INTERPOLATE between the cells. However if there is a mechanical issue with the engine it could be the reason for such strange fuel table numbers. The IGN timing table using, E85, METHANOL or what ever are also extreme at some points, with quite large changes,from some adjacent cells. Just remember that all TABLE cell values influence the cells around it which has a snow ball effect to a degree. So for example the very large fuel cell numbers at low RPM and high Boost values in your MAIN FUEL TABLE even though you wont see that boost at that rpm , the values will still influence those around them through INTERPOLATION. Does the rear of the intake manifold leak oil. Regards Dave.
  3. Hi , looking at the deposit on that injector tip to me suggests possibly oil. What does the deposit smell like. Oil coming back past the intake valve due to backfire, incorrect firing order, valve overlap which should be evident on all injectors. If hydraulic camshaft to much pre load on that lifter, pumping up holding valve open at rpm, bent valve, poor valve seating. If solid, too little or no lash causing valve to ride. Intake manifold has poor underside seating or blown gasket, this leaves an opening directly into the floor of the inlet runner. Any excessive blow by or poor crank case scavenging can lead to excessive crankcase pressure which can be seen normally at the front crank seal, rear main at times or if the intake has an issue as described. As you can see there are many possibilities, first we need to address the BLOODY OBVIOUS, WHAT is the deposit on the injector tip consist of. As for your leak down if i had 25% i would be concerned. (PURELY MY OPINION). How do the other cylinders compare. I have been looking at your logs. Can you please give me a brief run down on what your engine combo is etc. Does the intake manifold have an EGR crossover passage or anything strange like that. Do you have a PCV fitted or any type of crank case vacuum scavenging devices. Regards Dave.
  4. Hi, old post but yes the VCT on the TB 48 works exactly the same as RB 25 DET , RB 25 DET NEO, SR 20DET. Your choice how you wish to control it, i use GP PWM with 3 conditions along with the PWM table to give me another axis of control Regards Dave.
  5. Hi all, unless there is some unknown reason to me, A shield wire should be encasing/surrounded or wrapped around signal wires normally. The end of the shield should normally be terminated to sensor ground and the opposite end left non-terminated. Soldered connections are less desirable due to possibility of dry or poor joints. The other main reason is the heating of the wires during soldering can create an issue with the longevity of the wire cores and them becoming brittle, which through movement or vibration can or may cause complete breakage or partial disconnection leaving only a few cores to carry the signal, current what ever it may be. This will increase resistance obviously. This reply is a well known fact however i feel it is worthy to mention the reasons behind , for those whom may not know or understand. So crimping is always the preferred method unless otherwise instructed with accompanying explanation. Regards Dave.
  6. Hi Krohelm, is there any difference if you turn the wideband to ON / RUN WHEN STALLED so that the LSU 4.9 is heated before running the engine. Just curious. Regards Dave.
  7. Hi, this is the way to do it wireless. Or just use your PC tuning cable and purchase a USB to mini USB adaptor and run the PC cable direct to your WINDOWS based tablet with PC LINK installed. If you go to my FACE BOOK PAGE, VIPEC_ LINK PRO TUNING page you will find some videos of the setup I did a few years ago. So you can customise some awesome dash configs and have live warnings and the ability to PC log and tune with the tablet. Hot spotted to your phone or other internet device then also gives the ability for remote desktop tuning , a service I have been offering for many years now. I tried to load the video but the file was too big. Regards Dave.
  8. Hi , I did a turbo TB48 a few years ago. I have a base MAP /PCL if you need it. RegardsDave
  9. Hi, I did this quite some years ago now and still use these setups for people and myself. Work great look great. Regards Dave TUNING LINK WITH WINDOWS TABLET.html
  10. Hi MusashiR33, just some extra advice. Please make sure you are running E85 compatible fuel lines, pumps and injectors. Regards Dave.
  11. Hi Tomak, it is not uncommon to have your engine tuned on the dyno and then in some street driven applications induce knock or detonation. It is almost impossible to tune every single load cell in both fuel and ignition tables with fine resolution or course and get it perfect. The dyno is a tuning tool and we are trying to replicate the loads etc the engine may see whilst driving around. The courser the tune less load cells also leads to more ECU interpolation where this can lead to DET issues. All RB engines are fitted with knock sensors standard and can be used successfully to tune for knock retard along with the LINK ECU's. The engine needs to be checked for basic things first such as heavy carbon fouling due to poor overly rich tuning, sparkplug heat range to hot etc etc etc. Remove your sparkplugs and inspect the porcelean and the centre electrode and ground strap. There may also be ignition modifiers in the tune that are not set correctly or simply the timing table is just incorrect. At the endof the day it needs to be fixed or it will fail. Regards Dave,
  12. Hi Tunedgether, just a note that is a very common practice when setting up VVT is when you have completed your CAM ANGLE test please make sure you set it back to OFF. I have helped a lot of people with this type of issue and the majority are because they still have CAM ANGLE TEST SET TO ON. While it is ON the VVT will NOT WORK. Regards Dave.
  13. Hi PJM, When online to the ECU with your laptop press the R key or the F12 key and this will put you into the RUNTIME VALUES SCREEN, scroll across the tabs at the top and look for the TRIGGERS and LIMITS tab. Crank the engine and look on the screen for a valid rpm signal say approx. 200 - 250 rpm and trigger 1 and 2 should light up GREEN and say YES or NO. The RPM will be in the top left corner. Also in the middle below trigger 1 and trigger 2 it will have Trigger 1 error counter. Crank the engine and check the data. If you have no rpm signal obviously the engine wont run but neither will the fuel pump while cranking. Try going to your aux output that drives your fuel pump , change the setting from FUEL PUMP to GP OUTPUT and set it to on. Listen for the fuel pump it should come on and stay on until you select off. Please report back with your findings. Regards Dave.
  14. Hi Anthony, sorry but I am a little confused with what you are asking here. So you have a G4+ THUNDER ECU, you have the KNOCK SENSORS terminated but you have the KNOCK CONTROL turned OFF. You wish to know if you can log these two parameters outputs correct. You can select the 2 knock sensors to be logged but you will not get any data from them as they are TURNED OFF. To log the KNOCK sensors they must be turned on and setup. If you do not want the knock sensor to influence the tune just make sure that the KNOCK tables are set to 0. That way you can log the knock events and have no influence on the tune. Hope this helps. Regards Dave.
  15. Hi all, long time no visit. I am slowly on the mend.. Unfortunately I see a lot of this. People purchasing LINK ECU's only to have the installing or TUNING workshop keep the USB lead. Make sure you get the USB lead as it belongs to you. Not the tuning shop, not the installer etc. Your property. Regards Dave.
  16. Hi, change location to cam in the software. Regards Dave
  17. Hi, Steve is correct here, prime is purely that, if the ECU sees valid trigger 1 and 2 signals / rpm signal basically the pump should keep running while the engine is cranking over. Hit R or F12 for runtime values and go to AUX tab , look for your FUEL PUMP AUX output and check it's status as you crank the engine. Then go to Triggers and Limits tab and look for TRIG 1 and TRIG 2 should be GREEN and say yes, in the top of the Left column it should show engine rpm, this should be roughly around 200 rpm or so, higher the better. Are you sure it is the fuel pump cutting out and just not an incorrect fuel starting setup issue, for example, cranking enrichment, pre crank prime etc etc. Regards Dave.
  18. Hi everyone, I do a lot of Skylines and Nissan's in general. Below is a list of the most common things I find with timing issues and software settings when setting up Nissan timing, 1. Always remove the coil and fit a HT lead from the coil to the sparkplug. (DON'T USE THE TIMING LOOP AT THE REAR OF THE CYLINDER HEAD). 2. Don't use dial back style timing lights. 3.Nissan coils have a very high failure rate and or misfire rate, sometimes due to HT spark firing from the primary/secondary winding cover to the mounting bracket that runs through the guts of them, this causes erratic timing gun firing and inaccurate readings. 4. Remember that the timing mark that is last on your left when looking at the balancer when the engine is cranking over is the TDC mark , the first to come around on your right is the most advanced mark. Each mark represents 5 degrees. 5. I always personally move the CAS so that the 3 bolts are dead centre of the CAS adjustment slots. 6. Turn off the fuel ( set from sequential to off). 7. Calibrate triggers, always carry out the TEST ECCS first, keep cranking until a value appears in the box.. 8. DONT FORGET TO TURN TEST ECCS OFF after setting. 9. Make sure battery is fully charged and start cranking, set lock timing to 10 or 15 degrees does not matter, adjust offset in the software to correct the timing, DO NOT MOVE THE CAS. 10. Turn the fuel setting back from OFF to SEQUENTIAL. Allow engine to warm up, hold engine speed at approx. 2000 - 2500 rpm when warmed up and recheck the ignition timing with the timing lock, I normally set the lock timing value to 20 -25 degrees so the engine will rev at that rpm . 11.Once you are happy with the accuracy of your timing, perform an IGNITION DELAY test, rev the engine and adjust the delay to eliminate ignition drift. 12. On a fresh installation also check your sparkplugs are not heavily carbon fouled or wet as this will make setting your timing correctly a nightmare. Regards Dave.
  19. Hi Paulr33, if you live in Australia I can upgrade your ECU for CAN. Regards Dave.
  20. Hi Rich, not quite sure what you really mean here, if regarding fuel,do you mean fuel flow variations from injector caused by voltage changes as per Injector dead times or ? You can setup injector dead times as 3D tables and setup X and Y axis. Regards Dave.
  21. So in short a custom version of STFT and LTFT with extra compensations and everything should be covered. Regards Dave.
  22. Hi Davidv, There is an engine runtime value logged under the STATISTICS TAB. Get this info from there then you can reset the STATISTICS under the ECU CONTROLS TAB at the top of the page. Can't really do anything with this parameter however other than just read the data. Regards Dave.
  23. Hi all, I am still alive and trying to keep my head above water playing catch up. My iPHONE and my usual number of 0475 388 462 / INT +61 475 388 462 is temporary out of action for repairs. If you need to contact me direct please call me on 0498 793 836 / INT +61 498 793 836 Regards Dave.
  24. Hi all, yes I am still alive and trying to keep my head above water with playing catch up. This email is to advise that my normal contact number of 0475 388 462 is inoperative at present , the touch function on my iPHONE is not working. So in the mean time if you need to contact me please use 0498 793 836 / INT +61 498 793 836. Regards Dave
×
×
  • Create New...