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TENSIX

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  1. I've got a JZX100 in at the moment, having a FuryX installed, having to remanufacture a new loom from the previous ecu install. what was done with the PWM output to emulate the THW signal? as I'll be facing this issue as well shortly. There is a second single-wire temp sender for the dash next to the two-wire temp sensor. unless its anything like a TB48 Patrol where it's there but unused.
  2. I have no reason to believe that the supplier is selling me counterfeit Bosch products. I do have a few can lambdas on the shelf and I can't pick the difference between the ones link supplies and the Bosch units I buy. I have just changed to a better LSU 4.9 connector from the previous ones I was using so I'll pay more attention to that area.
  3. 33 open circuit ape-ipe So if the sensor is all good on another device. I'd be looking at the wiring at the plug to ECU? The coils on both cars don't have a capacitor fitted
  4. As above. I've currently got this error on two different vehicles. The lambda reading drops in and out and can be reset after after it drops by doing the old "have you tried turning it off and on again" The fault code trouble shooting matrix is unclear as it only lists this event for the case of can lambda and lambda signal used on an An Volt input (0-5v). It doesn't list any reason on why it would fault when using the internal ECU lambda controller. The sensor isn't the issue box swap it on a can lambda and it fine. Its got to be some with the wiring or the 12v power supply. Do I need to add the capacitor to the 12 power circuit for the sensor like what it says in the can lambda manual, as I don't believe it would physically be the wiring in this case. The lambda worked with out issues on both cars for 2-4 weeks before rearing its head.
  5. found time yesterday to install the radium fuel rails and fuel pulse dampers. have only taken it for 20 min return trip, but it now with out changing the map, idles at 0.85 from 0.99, and durring driving in the spike area, the CLL is now Pulling 10% and its still around 8% too rich. so looks promising, the only other thing noticed is the fuel pressure now pulses 10-15kPa which dies down to 5kPa when map is 0 and thereafter. dunno if this is an issue or if there is a way to filter it out.
  6. I'll have a play with it when I next have some time. Is there a way to use the link ecu to record the can bus data and export it into a csv?
  7. Has any decoded the CAN data for the Y61 Patrol dash cluster and TCM for the RE5 5speed auto behind the TB48? I've managed to sniff out, ect, tacho, Gear positions, but finding the rest of it is a bit beyond my experience. or am I better off not using a furyX for this application?
  8. The rails are in parallel with -6 AN hoses. Equal lengths from the Y blocks. I've played with the FPR reference a bit. Moved it from the centralized location from #1 runner to top section of the plenum where the idle solenoid ports into (see picture). As I found that to be the reference that gives the least fluctuations Physically the main differences with the fuel system from previous is that it went from 340lph fuel pump and 550cc injectors to 255lph and 1000cc. I did find the pumps limit when installed the new set of 1000cc injectors. close to one bar of boost and 70% duty on injectors at 5500rpm it'll loose fuel pressure quite exponentially. Obviously it was extremely rich and the condition wasn't repeated again. But if your suggesting it's a resonance issue. I'm pretty much limited to reinstalling a 340lph pump to increase the flow in the system and maybe fuel pulse dampers?
  9. I've used them before (would be nice you see your data as I struggled to find good data last time) but in this case I ended up using a set of Xspurt XS 1000c injectors. The other injectors I had were toast, it fixed most of the fuelling issues but not the spike of fuel it wants at 2500-3000 at around 0 MGP. I've fluffed around checking maps sensors are among other things but can't find anything out of wack, only thing I haven't checked is the engine timing but knowing my current luck I can't get the bolts out of the plastic timing covers to check. though the sync timing is normal for the ecu. To my self it doesn't look normal, but I'm bit at my wits end with it. do i just send it and give it the VE it wants...? Wrx03092023.pclx
  10. The fuel used is Ampol 98 unleaded. I played around with it abit yesterday, the small fuel pressure pulses seam to coresponed with the werid high ve around 3000rpm. so I removed the reference line off the FPR as it was mainly getting its source from number 1 runner. Reset the base pressure to 60psi, it held 60psi unreferenced pretty well still slight fluctuations but nowhere like it was before. it took about 8% off the VE needed but the 3000 rpm area is stil prevalent. I think its a combination of things going on. I'm assuming the injectors are the root cause, the FPR is audibly a little more chattery than usual and the last bit of my assumptions are the cosworth TGV deletes. reasoning for the TGV deletes are that it still has stock Ver 7 sti manfold and heads, and the cosworth items are manufactured to match thier ported heads and lager manifold. so the edge of the stock head ports are visually seen ~4mm around from the inside of the cosworth TGV deletes. so that might be part of the weirdness. thats how the car was when I got it but i don't think it was much of an issue with the STI 550cc injectors as the spray patten was probably different. Im just going to hit it was the parts shot gun now. new AVO TGV Deletes, new injectors (ID1050X unless you have a better option im all ears), I'll get a new FPR and maybe some fuel pulse dampeners. I'm fairly confident that is not the issue, as there is a direct correlation between the engine running like crap when its lean.
  11. Thanks. though those main deadtime numbers aren't too far off the universal ones i used off ID's website. I did try it out with little to no effect. I'm still basically lost. seeing as theres no one here anymore (without being a tool) where I am that will that will flow test/clean injectors. im going to use a good known set of injectors before i get a new set. have included the data log of the deadtime changes. PC Datalog - 2023-08-13 11;12;53 am.llgx
  12. https://drive.google.com/file/d/1h7AkwXhXoczNkqHQNZZNyONqxOwpaTio/view?usp=drive_link the link above is for the PC log
  13. I got this car 2015, apart from using it as a test bed for multiple ecus it has mainly stayed in the same config. The last 4 years the car had no use and been sitting. I've since given it a big birthday, cleaned the fuel tank, new fuel pump, new ecu as I sold the last one that was in it. when I got the car it came with a brand new set of ID1000 which I never used and for up untill now it was using the OEM pink 550cc top feeds. so with the previous ecu with no issuesthe car was using: -the on board 3bar map sensor -OEM 550cc injectors -1/8 npt IAT sensor between the throttle and the top mount intercooler -aftermarket pod filter in the engine bay. Now with the G4X FuryX it now is using: - Factory Ver.7 MAP sensor - Injector Dynamics ID1000 Injectors - Hella 6PT 009 109-041 IAT sensor located in the factory position in the manifold - Original air box has been installed the rest of the car is all the same from the tomei arms turbo and turbosmart fuel pressure regualtor.
  14. I have a GC8 with a EJ207 Ver7 STi engine fitted. car has been sitting for awhille, though did previously run good with a different ecu, but the wiring harness was failing. Since rewiring and installing a FuryX to the car, every thing tests fine and works normal. but the fuel table numbers are just wack. And theres a part were at 3000rpm the car seems to want all the fuel available then dips. also the cam timing is going to ~5 degrees advanced when it is in active, which didn't happen before but other than that the cam timing tracks well. I haven't pulled the covers off to check the engine timing. but I haven't had to change the offset from zero and as recomended the 100ms dwell works a treat and the timing locks on at the calibration and doesn't move up the rev range. Im out of ideas with out putting the parts shot gun on it but i don't like doing that, the injectors were new out of the box but probally the best part of 5-7 years old so they would probally be the first thing I'd replace if i can't identify the issue. also to be noted that it is still top mount intercooler and a long probe hella IAT sensor is fitted in the factory location under the throttle body right before i drove the car for the provided log file and tune i zero'd out the IAT correction map so its more rich than normal. please note this is not my atempt of tuning the car im just trying to get the fuel map to work correctly before i start the calibration process. after writing this im leaning towards to replacing the injectors, but willing to see if i've stuffed something else up in the process. Wrx10082023.pclx ECU Log 2023-08-10 8;31;09 pm.llgx
  15. TENSIX

    CAN Broadcast List

    Where am I able to find a list of what the a G4X (FuryX in this case) broadcasts over the CAN? I have a HP Electronik HP8441 PDM and have to manually key in all the channels I wish to use. Cheers
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