essb00
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Posts posted by essb00
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It would be a guessing game without any lambda/AFR reading... but it would be mostly lean as it stalls after touching the throttle.
Get a lambda controller connected and configured in the tune file. -
@Hadzhonda: It does not matter what the signal wave form looks like. What matters there is how the ECU would interpret the signal --- and the ECU actually reads the frequency of the rise/fall of the signal via a DI.
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On 3/18/2024 at 5:19 AM, Vaughan said:
The Hz value in the top right corner of PCLink is related to communication speed with the ECU, a lower value will mean less values/resolution in your PC Log but won't affect the ECU log
14 hours ago, koracing said:What Vaughn Said. The PC log can log at a maximum of 40Hz, but will happliy log at lower frequency if your connection is slowed by having too much stuff up on your screen. I also use a minimalist tab in my layout for PC logging on dyno to maintain at least 40Hz connection speed while logging.
Ohh... I thought it is just the screen refresh rate that's affected by it... I thought PCLink would still log 40Hz (default/max) no matter what the display refresh rate is...
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@atlex - The 'Hz' is the data refresh rate of the PCLink screen you're looking at only, it does not affect the logging Hz.
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Post a copy of your tune file & PC log when starting from cold to normal operating temp.
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AEM 30-0334 only outputs OBD-II PIDs, not like the 30-0300 which is connecting via AEMNet (actually, they seem to be the same device, just different firmware).
Your best bet to make that work is to connect it using the 0-5V analog output and connect it to an unused analog input of your Link ECU.....at 72% ethanol, the approximate stoich is about 10.6:1, so seeing 11:1 on your AEM gauge proves it is leaning out.
You've got to fix the items pointed out by AdamW. -
Other than the overrun fuel cut, there was no other limiter activated on that log.
However, there is no lambda recorded on the log (you have selected Link CAN on Lambda 1, but it seems your AEM UEGO is not sending lambda readings to CAN), so it cannot be told if it was lean or rich before/after the actual 'misfire'. -
Tacho also has to be driven by PWM, basic fuel pump relay can be driven by CAN aux --- but since that is something critical that would cause a no-go whenever there's something up with the CAN switchboard or the CAN bus itself, I would personally want that driven by ECU aux.
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Post a log from cold start to fully warmed up.
Trig2 has got some big noise spikes, though on the scope not reaching the arming voltage. -
For most CAN expansions, the aux outputs are basic low current on/off triggers that cannot drive PWM...
Unless the CAN expansion is a PDM (power distribution module) --- which would be overkill for what you just intended.
You can assign the boost control solenoid on one of the AtomX's aux output for PWM, and then whatever you have there before that's just triggered on/off can be re-assigned to a CAN aux of something like ECUMaster CAN Switch Board V3. -
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Too many issues there... Notable ones are:
- Trigger errors
- AFR Target Table --- must be rpm vs MAP or MGP.
- Ignition table --- should be rpm vs TPS (since your engine is on ITBs).
- Idle Speed Control --- incomplete setup
- Overrun Fuel Cut --- not setup
- Accel Enrichment --- not setup
- Knock control --- incomplete setupSorry but with the way that tuner has so far done things there, I don't think he will do any better. You need to find another tuner...
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^Again, nothing captured but noise. If you say you clicked capture while cranking, then next to check would be your wirings. Can you make a rough sketch how you have the crank/cam sensors wired?
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You only captured some noise there on that trigger scope. Try again, make sure you click 'Capture' while the starter motor is turning/cranking the engine.
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Fuel Equation Load Source -- Load=BAP
...while the Analog Input BAP source is set to 'None'. -
It is definitely because of the arming threshold voltages of Trig 2, where there are sometimes noises high enough to be considered as a tooth.
Capture more trigger scopes @2k, 4k, and 6k (label the filenames accordingly). -
On the log, I only see overrun fuel cut activating (with one spot ignition cut but that's because it was on the control range of the RPM limit). You might need to adjust the parameters of the overrun fuel cut.
The engine stalls were because the idle control was trying to lower the idle position while you're still slowing down in gear (engine braking) then you suddenly disengage the clutch. I recommend you enable the Idle Speed Control>Speed lockout (you'd need to have working wheel speed wired to a DI). -
Instead of 'Mode'>"Receive User Stream 1", you need to select there "Link CAN-Lambda".
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Perhaps divide values in the crank enrichment table/post start enrichment table/warmup enrichment table by 2.
Do another try (log again from cold start), then adjust accordingly. -
Too rich from what I can see on the log.
Pls also attach the tune file. -
-10°, you mean ATDC?
BTW, you don't have lambda on the log. Do you have one connected? There's no calibration table selected. -
What injectors are in use on that log?
It seems like you still don't have the correct trigger offset. Could you do another cranking trigger scope? -
You can wire CAN bus and configure it to send OBD-II data.
Check the help file:Wiring Information > Communication Wiring > ECU to OBD-II Port Wiring
G4X and G5 ECU Tuning Fuctions > CAN > OBD (On Board Diagnostics)
Variable Launchcontrol/Antilag
in WishList
Posted
Something like this (this setup has not been fine tuned).
