pacotaco345

I've never tried the ECU logging function before... I'll try and get some done this weekend. I just googled what a resistor spark plug is lol.. I have the standard copper NGK BKR7E, I think those have a resistor in them, correct? What constitutes an "older" G4X? I got mine in September of '20

Hello! I've had a pnp s15 link on my car for a while now (s13 w/s13 SR). The engine is 10.5:1 comp, bottom mount gtx2560 with HKS step 1 cams. When I initially got the car running before I could get it to a tuner I trusted, I street tuned the car and got the AFRs pretty dialed, timing was intentionally left conservative because of the CR, and even though the car is setup for flex fuel I only ever ran it on E85 - but I was running into injector duty cycle warnings. When I street tuned it the car had a walbro 385 and ID1050, which I thought should've been plenty for fuel. The stock 5/16" hard line under the car was replaced with 3/8". I drove the car like this with no issues (other than duty cycle warnings) for 6 months. When I finally got the car on a dyno with a tuner, I replaced the fuel pump with a walbro 525, and injectors with ID1300s. Base fuel pressure was turned up to 4 bar. The car was tuned for flex fuel (93 pump and e85) and made 400 wheel and change at 19 psi. I never really bothered to look back at the tune after that or paid too close attention to the wideband. Fast forward another few months and I finally got the car out to a drift event and if I ever clutch kicked the car into a corner high load, mid-high rpm in third gear the car would hesitate, break up, then eventually drive through it as if everything was fine, almost like I was clutchkicking the car into a part of the VE table that was never mapped. Drove around the problem for the rest of the day and started to look into it when I got home. Pulled the plugs, they looked normal. Did a few pulls on the street and noticed the car was running relatively lean under WOT (.9 ish lambda instead of the .82 target). I took a peek at the VE table as a result and realized the VE table was only touched in the narrow window the car operated in on the dyno. I'm no professional tuner, but I understand what VE is, how an engine works, and what changes I am making to the tune make to how the engine operates. I spent an afternoon richening the lambda target (as I'd rather be safe than sorry), correcting the VE table, and smoothing it out overall. I still have some fine tuning to do but the car runs much smoother and consistent in AFRs now in general. It does still hesitate (though not as bad) if I clutch kick the car under conditions similar to what I mentioned above. That's a lot of background to get to my questions: 1) What does a typical spread in %VE look like from light load (0-40 kpa MAP) to full load (250 kpa MAP). I currently have about a 35% spread depending on RPM, but with no access to a dyno I don't really have a responsible way to get into high rpm, low load parts of the VE table. 2) Any ideas on what else may be causing the car to breakup under these conditions? My immediate thought was unmapped parts of the VE table but I'm sure there's other possibilities I could check as well. 3) When I log with my laptop it disconnects under high rpm/high load, then reconnects at the end of the pull, rendering my logs useless. This forces me to keep one eye on my dash on one on the... yeah... while I'm doing WOT pulls. It works, but it's not ideal. Has anyone had this problem and are there any solutions? If you made it this far thanks! I've attached lambda target tables and VE tables from before and after I made my edits. Original Lambda.lte Original VE.lte Corrected Lambda.lte Corrected VE.lte

Hey everybody - just bumped my fuel pressure up from 3 bar to 4 bar base (car idling, vacuum line removed to do this) in order to squeeze a little more fuel out of my id1050s. I'm using modelled multi-fuel as my fuel equation. Previously in injector setup I had the "rated flow" and "rated fuel pressure" set to 1065 and 3 bar respectively per ID's data sheet, and in fuel main I had the base fuel pressure set to 3 bar. Now that I've bumped the fuel pressure my question is do I only need to bump "base fuel pressure" in fuel main to 4 bar? Or do I also need to go in and change the values in injector setup to reflect the 4 bar and their flow at that pressure (1240cc)? I tried both methods and both changes threw the tune off, so the tune does need to change even though I'm already using the modelled equation, just want to make sure I'm going about this the correct way before I mess with stuff. Also, bonus question. I just read somewhere that I should turn off IAT fuel correction when using modelled equation? Can someone confirm? And in order to do so do I need to setup the "charge temperature approximation" table? I currently have IAT fuel correction turned on and everything in the charge temperature approximation table set to 0. Again I'd like to do this right but I have no idea where to start with values for the latter table. The car is on flex fuel/e85 if that helps solicit answers. Thanks!

It works! Warmed it up and spent a bit getting the idle rock solid and the VE table around that area dialed in. I'll start digging into CLL control, and the mixture table and start dialing in the rest of the VE table. Thanks again for the advice! will report back as I continue to get this thing dialed in

Map attached, can't really log because the car won't run for longer than a half second. Finished up syncing the timing a few minutes ago, it was about 10* out while cranking, again should've been close enough to start but now it's spot on. It's set up as modeled-multi fuel, I'll try that trick and see if it gets me anywhere once the battery is charged enough to give it another go. When it catches all 4 cylinders light nice and crisp, then it just shuts back off. I think it may be flooding because whenever I turn the fuel pump off it catches and dies. With the fuel pump on it'll catch for a moment the first try, then just crank and crank with no sign of life after that. I don't like taking wild stabs in the dark but I feel like that's the direction this is going. I just realized I posted this in G4+ instead of G4X - fail on my part, anyways thanks for the help so far! red car.pclx

Hey guys, I've been converting my car over from power fc (MAP based) to a link PnP over the past couple weeks and finally got to the point where I was comfortable trying to get it started. Some background, the car ran before the switch, on e85, 11:1 comp, some mild cams and a garrett gtx 2860 gen 2. I wasn't really happy with the attention to detail the tuner put into that setup and well, now here I am. I'm using the s13/s14 base file with all my relevant data swapped into it some notables: flex fuel, gm 3 bar MAP, gm IAT, aem UEGO x wideband controller, injector data for ID1050x, AEM 24/1 CAS disc. I've got all the setup done in the ECU, the sensors all read correctly, the CAS/triggers are reading correctly, and the car just won't light off. Right now the car will occasionally catch, fire all 4 cylinders ONCE, then die. Most of the time it won't even do that - just cranks and cranks with not so much as a pop or a bang. Any ideas? I've been going through the cold start settings but since the car doesn't even want to start I'm kind of shooting in the dark. Just looking at the default fuel table compared to ones I've seen on other EMS the default link table seems a little lean, but I haven't been able to find any other link maps to compare it to for reference, and I don't really want to go messing with that table before I can get the car to idle. Any ideas?