Dave Kriedeman

Hi, Simon is correct, to have true individual fuel trim you must run 1 pyro/cylinder or 1 wideband sensor/cylinder. Otherwise you are purely tuning with data that is an average sum of all cylinders. You have no way of knowing if a single cylinder is running leaner or richer than any of the other cylinders. This is why when tuning I target a richer AFR as normally I use 1 wideband sensor 4 cyl and 6 cyl. Sometimes I tune with dual widebands on V8's and tune the AFR as an AVERAGE. I have attached a screen shot of a 2 stroke V6 Outboard I did with a V88, I used 1 pyro/ cylinder and dual wideband sensors. The screen shot is of the Individual cylinder fuel trim tables I created for each cylinder with EGT on the Y axis and RPM on the X axis. Regards Dave.

Hi Andrew, try the attached file and let me know how it goes. If it doesn't start easily, crank the engine over with a small throttle opening example 5 %, DO NOT PUMP THE THROTTLE, JUST DEPRESS IT TO 5 % AND HOLDIT THERE AND CRANK THE ENGINE, see if it wants to fire. Also the cranking ignition timing would be around 19 deg BTDC, cold the engine may only want 12 or 15 degrees. Just something else to consider. In this attached file I have set the primer back to cranking mode and reduced the cranking fuel enrichment tables. Adjust the values when cranking at the highlighted table I have attached around the 10, 20 and 30 degree cells. Regards Dave. PORSCHE 944 COLD CRANK FUEL MODS VER 1.pcl

Hi Andi, I had a look at your PCL file in Runtime values I noticed that your TPS voltage with 0% Throttle is 0.81 volts. Can you go online to your ECU hit F12 to open runtime values, select Analogue inputs, in the middle of the AUX window is ANALOG DATA VOLTAGE. Slowly open your TPS all the way to WOT (Wide Open Throttle), monitor the voltage coming out of the TPS. You may find it goes to 5 volts approx. and drop to 0 volts. I have had TPS's that have the closed throttle position /voltage set to high, as a consequence to the TPS being setup to high at closed throttle is at full throttle the contact sweeps past the potentiometer sweep plate. This leads to the voltage going to 0 volts as there is no longer any contact between the pot arm and the sweep contact. Try repositioning your tps at closed throttle to a value of say o 0.45 -0.5 volts, then recheck your WOT voltage doesn't exceed 5 volts Does your throttle body have a WOT blade stop screw, is the throttle blade physically going past the point of WOT. Regards Dave.

Hi Andi, Is your TPS a 3 wire or 4 wire sensor. It appears to be a 3 wire but I just want to make sure. Regards Dave

Hi, Unfortunately nothing jumps out at me as an obvious problem in the supplied PCL files. Did you try to crank the engine and see if you got a valid rpm and sync signal at all. I see in both files that the ECU HOLD POWER is ACTIVE, does this error go away when the ignition is turned on. I believe the next real step will be to source an ECU pin out for the FORESTER 2000 JDM (JAPANESE DOMESTIC MARKET) incase there is some difference with the ECU pin allocations. Did you perform the FIRMWARE upgrade to 5.0.3 or was the PNP already loaded with that firmware. The reason I ask is that on some applications, very rare I have had firmware upgrade procedures hang and not complete, for some reason on some vehicles using Hold power relays and the like, the ECU doesn't shut down correctly when the request comes up to cycle the ignition off and back on. On vehicles with these setups I have a habit now of either disconnecting the battery or the ECU itself and reconnecting and turning the key back on. This way I know the ECU has definitely been powered down and back on. I will see if I can track down a Forester 2000 JDM ECU pin out and description. The supplied photos indicate that it is definitely a type 5-6 ECU configuration. Has there been any wiring modifications done anywhere. Unless Simon or Scott from ViPEC have a fix or suggestions for you. Regards Dave.

Hi. I have downloaded the 2 files and I will have a look for you. Regards Dave.

Hi, do you have the PCL file that is loaded into the vehicle that you can post up please. Do you remember what the ECU plugs look like and how many plugs were on the ecu loom. Regards Dave.

Hi, Can you please post your PCL file, so I can have a look at your setup. When you have the laptop setup to the ECU does the TPS % change when you depress the throttle pedal. Regards Dave,

Hi Andrew, I see you have replaced the plugs a week ago, but please do us both a favour and check the plug gap and make sure there is definitely no fouling build up over the last week of use. Regards Dave.

Hi Andrew, couple of things to try. Firstly try changing the Prime mode to Ignition On instead of Ignition Start position, this will fire the injectors prior to cranking which will wet the manifold runners and or inlet port with fuel before cranking. Back firing out the tailpipe is normally a good indication of excessive unburnt fuel in the exhaust when first starting, or ignition timing issues. Try reducing your First Crank Enrichment value down from 40%. All of your crank enrichment values seem to be quite high. Your IAT fuel trim is adding 2.5 % extra fuel trim at 9 deg c, which going by your runtime values, is what your IAT was at. However this is with the engine running, at 37 deg c. PLEASE MAKE SURE YOU HAVE CLEAN FRESH SPARKPLUGS IN THE ENGINE FOR THIS TEST, WET OR CARBON FOULED PLUGS WILL EXAGERATE STARTING ISSUES, It would be good to get the engine dead cold, crank the engine cold without touching the throttle, while the engine is cranking hit F2 key on the laptop and save the file as COLD CRANKING PCL. Post this file up, from this info I can calculate how much extra fuel trim is being added to your Main fuel table value. Also does the engine crank properly when cold, does it labour to crank over hot or cold. Regards Dave.

OK, cool. Regards Dave.

Hi, I will download your PCL and have a look. When you say you tried to start it , you mentioned it backfired. Was the backfire out of the exhaust or out through the intake. Regards Dave.

Hi everyone, to enable us to give better tech support to help resolve your issues and possible problems via this forum , please attach your PCL files and any relavent Data log files if available. Bare minimum a PCL file. If you have a PCL file that is of sensitive nature and do not wish to have it posted up for public viewing please PM, Simon or Scott, from ViPEC or myself Dave Kriedeman. Thanks Regards Dave

Hi everyone, to enable us to give better tech support to help resolve your issues and possible problems via this forum , please attach your PCL files and any relavent Data log files if available. Bare minimum a PCL file. If you have a PCL file that is of sensitive nature and do not wish to have it posted up for public viewing please PM, Simon or Scott, from ViPEC or myself Dave Kriedeman. Thanks Regards Dave

Hi, you really  need to data log while you are tuning. If you open up the ECU settings tab on the left hand side of the page, Open fuel tab, Down the bottom of the tabs under fuel is your main fuel table 1, directly above that is your target air fuel table, it is setup with MAP (Manifold absolute pressure ) as your Y axis and RPM as your X axis. If you right click on the AFR table and select AXIS setup you can rescale this table to what you want. Regards Dave.

Hi Soren, It is actually 4:30 am here in Australia, we are 2 hours behind New Zealand, so the post display times are NZ time. Regards Dave.

Hi, You will need to load this new PCL file as I forgot you have a GTR and I didn't allow for the multi throttle blades. I have set the Fuel table axis to TPS for you. To get to the fuel table you need to open the Tuning Tab at the top of the page. Anything you wish to look at and/or adjust, you need to open the ECU SETTINGS TAB on the left of the page and select the parameter you wish to adjust or look at. I have also attached a screenshot to show you. Regards Dave.

Hi Soren, You need to load this file the one above is incorrect. Laptop went spastic. Once the engine is warmed up you need to adjust the idle fuel mixture at the idle site in the fuel main table. You may have to trim the fuel master to a different value to achieve a desirable outcome. You must also make sure you recheck the ignition timing. Regards Dave. Â

Hi Soren, Do you have a wideband air fuel meter to check Air Fuel Ratio's. You are running 1000 cc injectors, so at a guess I would adjust the fuel master back to 4 or 5 and check your AFR. You need to run the engine until it has warmed up and there is no Warm up enrichment multipliers active.

Hi Soren, Firstly make sure your dip switches are set correctly on the base board of the Plug in ECU to suit your car. Download my attached file and load it into your ecu. At a quick look you still had ECCS test TURNED ON, the engine will not fire with this turned on. Also you had an AN TEMP 3 ERROR IAT at 5 Volts The factory IAT goes to AN TEMP 2 so I changed that also. Download this file press F4 to save it to the ECU. Also carry out a MAP and TPS calibration, press F4Â to save to ecu. Warning if sparkplugs are wet with fuel or heavily carbon fouled the engine will not fire. Let me know how you go. Regards Dave. Â Â Â Â

Hi, I just got home from doing an R34 GTt. I will download the file now and have a look. I will run it up on my ENGINE SIM and check everything I can. Regards Dave.

Hi soren, Yes when you have your laptop on line to the ECU with the ignition turned on, press the F2 button on your laptop and save the PCL file as SOREN R34 GTR FILE. When you post a reply here on the forum at the bottom of the box, you will see Attachments, Hit the Browse button to locate your PCL file (TUNE FILE) on your laptop, it should be in your LINK G4 folder in the base maps folder, find the file named SOREN R34 GTR and double click it. It will load into the Attachments box. Then hit Post comment and the PCL file will upload to the forum. One other thing what brand are your fuel injectors. Regards Dave.

Ahh, you are all over it already. Your a smart man. Regards Dave.

Hi, Is your ECU a plug in unit or a standalone wire in ECU. Can you post your PCL file and we can take a look for you and see if we can spot any issues. Regards Dave.

Hi DANA, I agree with you, DATA is KING. The more DATA you can analyse the more powerful the abilities of the ECU become. Considering the spare inputs available on the main connector if certain items are deleted and configured for other uses, you have an extra 2 digital inputs on the expansion connector as well as 4 AN V inputs, Which can be setup as temp inputs with the use of a resistor if required. I sometimes setup multiple air temp sensors for checking intercooler efficiency, 1 pre cooler,1 post cooler and 1 at he inlet plenum to progressively monitor heat (thermal) rises etc. Spare DI 's enable you to also fit off an extra wheel speed sensors etc. As for normal anti lag operation, extra air bypass at throttle for raised rpm and ignition retard etc, etc. Have you ever considered adding bypass air into the exhaust manifold itself, the extra air keeps the exhaust temp up and the turbine spinning fast due to the added heat created by the added air. I have no experience with rally cars and next to no experience with WRX's and EVO's. I normally work on custom high performance setups, V8's Turbocharged/Supercharged and highly strung turbo 6 cylinders. I did however work on an EVO fitted with an aftermarket ECU, bigger turbo and a custom inlet plenum, many , many years ago. I remember seeing 4 pipes going into the exhaust manifold, (My initial thought was it was some type of EGR setup) when I asked about what they where and did a little research it was an early form of anti lag used on that model. Just thought I would mention it, as your response re anti lag triggered my memory. Regards Dave.