kaptainballistik

As I have 4x EGT values, I was thinking of averaging the values then this value is used as a reference to dial down antilag if its getting too hot , and I would like to then back down timing and fatten the mixture as the second stage of protection.

Afternoon! I'm fiddling with maths blocks and is there a particular syntax to make the equation equal a Virtual AUX or GP output? (summation of CAN EGT, Average, this is to equal "EGT" then do correction off this value deemed as teh EGT temp. Secondly, I'm also working on a DCCD output table , Is there a 3d "free' in the 4x That can be used for this? Or something I can hijack (needs throttle, Accelerator input and G sensor... Brake pressure would be good but I kinda expect thats a bit much!!)

For the ecuMaster CAN EGT, Is there a certain config I need to set on the unit so its sending? or should OOTB "work"? I know the CAN into the ecu works as I just got the car tuned and the can talks to the dyno.. And I've tried swapping low and High speed can pins on teh EGT unit as an a Insanity check ( yep, im still insane..) Secondly, is there a mode on a 4x where I can "watch" the CAN stream? Just to see if something is being picked up? (Its not like i can use wireshark on the thing without a CAN adaptor.. and im not quite that insane.. yet..)!! Im presuming self terminating here..... (seriously, networking, arrgh, )

Ok, So I set the car with 27 channels to log by the ECU and it Didnt log all i nneded. (Yeah, I was logging a lot....) SO Can i get fconfirmed just how many channels I can log in real time with the ecu log? Or is there something going on here...

Awesome

Hmm, This is using the internal logging I should note, (Laptop floating around in a Rallycar... not a good idea.. just sayin!!!)

Evenin! and I will probably answer my own question... ECU logging question: Just how many channels can I log at 200HZ? I'm Guessing 38? As I Like data, and I wasn't sure what to log , I selected log everything. But the system only logged 38 channels. It was also mainly the boring stuff I didn't need to look at, so that was kinda bust! So did I stuff up by selecting too many channels, or is my stuffedry even deeper than that? ( like too many HZ?)

Any further on tertiary staged?

Ok, now Im REALLY interested!!!!

So I'm not starting any extra threads (ill sneak in on this one..) From how it reads, the G5 can drive 3 banks of injectors independently/staged ... is this correct? (From how the DI injector description...)

Good, because thats EXACTLY the antic you get from a Faulty factory ECU water temp sensor!!!

You aren't using the Factory water temp sensor are you?

i use a Subaru CAS pickup. seems to work ok!

You Need to put an Oscilloscope on it whilst its under load, (all the lights, heater ect...) But that looks like a dud alt.

Jumping in to follow this.... Mind you, It'll be a 4x ECU (or a 5 when they appear...) Would it be best to use the Aux control for the "last" set of injectors to come in? or the "first" The logic here is to use a really tiny (150-250CC Min Injectors) that have a really fine spray pattern that give a cloud spray pattern, not a Squirt. This pair sits in the Standard Centre plate injector holes and only need to run at lower RPM/airflow. More Important with Larger porting and Driving to the shops. Once you have some airspeed ( over 2500) you can cut to the injectors in the runners (Its more a quad runner intake issue) . Running the Small injectors on the centre plate and a Pair of whopping big 13G injectors above the throttle body on a dual throat gave really good around town fuel economy compared to using 550's. The main advantage here is you don't get fuel wetting and puddling in the intake when driving around, and you also don't smell of fuel when you get home. And you get a substantial fuel economy advantage. Racing? Well.... As long as it shoots flames on overun.. do you really care?

You may have just solved an issue with my BRZ....

Hmm, Are you running the water heater pipes to the Throttle body, and is there any DBW temp error codes being thrown? And what's your intake air temp doing at the same time? (Work computer, cant open logs!!)

Can you get hold of a Delta CAS? (8v Type)

May sound dumb.. but check the ECU PLUG side pin (if you are using the factory ECU plug) to make sure its "wiping" correctly on the ECU pin for the DBW or 5V Pin. Drove me Sane..... Poked it with a pin so it wiped correctly and random stalling went away...

You can remover the blades of the TGV really easily . Then you can just leave it all there unplugged!

Finally looking at Link'ing the RX2 rallycar. As the S4 CAS is prone to "scatter".... (and is kinda detrimental to Carbon apex seals at big rpm.. ask me how I know this...) What's the preferred Crank mounted Trigger Teeth options? I can go with the S6 RX7 Home and CAS (crank trigger) style pretty easily, but is it worth going for a 60-2, Or is a 36-1 or 36-2-2-2 (RX8) sufficient? Peak rpm is around 9200 When I'm being silly....

The "usual" method is Run the Vacuum pump without a Motor feed as in theory you are never on vacuum. (and you hide the pump up behind the dash so no one finds it....Especially on group N Evo's before the VO brakes were available..)

Adam Answered it... , But yes, when you stall the dang thing!!!

Evening! is there a simple way to get the ecu to switch off the engine fans during cranking, besides creating a virtual output and disabling the std fan config? I do have the start wire connected. (its a motorsport battery thing... they do kinda have low capacity!)

Well, I'm yet to crack an Intake...So on the intake manifold it is!