INSW20

Mostly that my understanding is that spark voltage requirements are more closely tied to MGP than RPM. I can certainly change it back and re-test. I guess what I don't understand is that my dwell map is constant across all MGP currently, so even if it were dropping off the edge of the map, shouldn't it extrapolate/extend the last column values?

I've noticed several times where my dwell time drops significantly below what's shown in my dwell table. Log, cal, and screenshot attached. It's especially prevalent at the end of the log when it's sitting at idle. Any ideas what could be causing this?

Here is my most recent map and useful log file for this. It's using an AEM 30-4110 that was calibrated in open air and then again in a fuel vapor environment to get full-rich and full-lean readings to plug into the cal table. I've confirmed I'm not getting trigger errors now, also.

Leaned it out a little bit and increased trigger threshold and it's still got some dips/stumbles. Maybe it's just the old fuel (E85, 9-10 months old) that needs to finish burning out of the tank... It seems to be better when it's warmer and any time I bring the revs up.

Yeah, complete jack. I was searching for tacho output and somehow ended up here... So I'll confirm if there's not already wire in pin23, but I'm not using the OEM fuel pump wiring at all, so I chose Aux7 due to its proximity to the current IGT (IGN1) pin, since I'm using the COP expansion harness already. Without the factory FP wiring, any problem with Aux7 then? Thank you!

Just want to confirm before I make the wiring change, Aux7 on a 3SGTE V1 (TST185+) can be used to drive the tach through a tach adapter? I'm running a coil on plug setup on a gen2 using the factory tach. I'm not getting any usable output from pin 20 (IGN1) and my tach doesn't function currently. The direction I've received from the tach adapter supplier is to change to an available aux output for it to function properly.

Yep, and that's what was so confusing to me. Any misfire should show lean, so I don't know why it's showing rich when it stumbles for a split second. This should be the trigger scope from idling during warmup at about 1200rpm: Trigger arming threshold is 0.6V at that point. Do I need to bump that to 1.2-1.5V?

Thanks! I'll lean it out and see if it's any better, or at least not worse

Is that what I'm getting here?

Yep, boost control is the blue 2-pin connector under the intake manifold. Some people sell the MAC valve with the correct mating connector already installed, so it's 100% plug and play. If you're not going to run TVIS, what I did for my ethanol sensor was pulled 12V from the TVIS connector for power to it.

It cranked over SO. MUCH. better after adjusting the trigger threshold for trigger 2. No kickback, no backfires. It still took just over 2 seconds of cranking, but I think that's now down to my enrichment/CLL needing further polishing. And still seems like it's not horrible for E85 on a cold start, 55F, on non-optimized fuel and ignition maps.

I haven't seen anything that I can see in the logs that shows it, but I will adjust my trigger arming thresholds. Looking more closely at the log, it looks like I'm cranking for almost .5 seconds before any RPM is registered in the ECU. I'm basing this off when battery voltage drops compared to when I first see the engine speed jump to 264rpm. So it's reasonable that anywhere from 5-20* BTDC ignition timing would be acceptable for E85 cold start? EDIT: My trigger 1 threshold is .2V at 0rpm and .5V at 1000. Trigger 2 is 0.5 and 1.0, respectively. I'll adjust 2 down and see if that helps. Another edit: It's showing trigger errors. Is there no error counter for Trigger 2? I just read that the trigger error covers both, since if there's a problem with either trigger it'll increment the error count.

I've moved in the wrong direction slightly. =( It seems like I'm getting a lot of kickback during cranking (this has been common ever since I got it running). I have noticed several backfires that heat my IAT sensor (mounted in TB inlet) enough to kick my intercooler fan on (set to 120F threshold). I tried lowering my cranking ignition timing to 5* with no real difference, other than it seemed worse. My best log so far for starting is from Tuesday's post (3SGTE Startup Warmup Idle log) . Attached is one from tonight that wasn't as smooth. It looks to me like it needs more crank enrich, and more post-start enrich. Aside from that, what am I missing? What else could be causing so much kickback and backfires into the intake? Thanks for all the help! Once I get the start a little better I'll be trailering it to the tuner (200 miles away).

FWIW, I'm getting a PW of 2.449 with an effective PW of 1.520 on mine with a stable idle lambda, using ID1050x's.

That's excellent advice, I'll check that out and hopefully come back soon with good results.

Yep, if the tank weren't already full of E85 (77%) then I would have started there. I'll just get it as far as I can and then let the actual tuners take it from there. Thanks! (Also, can't thank you enough for these Spearco IC pipes! )

Perfect, thank you! Yep, I just wanted to get it running with what was in the tank, and once it goes to the tuner I'll let them take it from there, whether they want to tune petrol or E85 first. I figure the more I can get set up reasonably well before getting there, the less hours I'll get charged and the more they can focus on the mapping and more complicated feature setup.

Here's the update on where it stands with cold start and idle. I have a couple small adjustments I think I need to make on initial startup and warmup enrichment. Other than that, do I understand the VE table that the entire columns should be the same value more or less? I know there will be minor variations in VE due to changes in backpressure under boost and things like that, but overall should be relatively close? I believe I need to wait to tune accel enrichment until after the map is complete, but is there anything else I should look at before taking it for tuning?

Yep, that's what it was for me. My trigger offset was -3, and car would only backfire. Changed to 357 and it more or less started right up.

Those changes seem to have helped tremendously! My fuel VE table is just about 70% at idle now at 1.05 lambda, and the engine seems happy idling there hot. Thanks everyone for all the help! If anyone has any further suggestions, I'd be happy to hear them.

Something like this? And what would I set my injector flow rate and rated pressure at? So with some rough math, I'm seeing flow rates around 1310cc/min at 440kpa differential pressure: Pressure (kPa) 135.0 200.0 300.0 400.0 440.0 500.0 600.0 700.0 Flowrate (cc/min) 690.2 857.8 1066.3 1235.7 1310.0 1369.2 1468.0 1577.2 It's not quite linear, but this value seems to fit pretty well with the rest of the curve.

I can't drop my base pressure, so should I split the difference of these two tables? I was under the impression the model would adjust for fuel pressure, or that the higher base pressure would cause my VE table to be lower? But I'm probably misunderstanding things.

If it helps, these are brand new ID1050x's, and my FPR is slightly undersized compared to my fuel pump output, but my understanding is that should all be accounted for by the fuel model, using differential pressure to adjust fueling. I zero'd out my charge temp approximation table, warm up enrichment, etc... I'm still getting around 80% VE at idle, and I'm still lean. What else am I missing? My understanding is that we should see closer to 50% VE at idle.

Specifically looking at my charge temperature vs IAT reading, would this discrepancy be causing such high VE table values? I'm using a phenolic spacer on my intake manifold, IAT sensor is just upstream of the throttle body. Do I need to change my charge temp approximation table?

I have my new G4+ running as of a few days ago and working on getting idle sorted out. Is there anything that seems way off in my current settings or idle log? I disabled IAT fuel correction since I'm running modeled fuel with a FP sensor, but it seems like my VE table for fueling is super high on table 2 in the idle area? I'll be running full flex fuel, tank is currently filled with E75, so I am mainly tuning table 2 and tried plugging in ~70% values in table 1 until it gets to the tuner. My fuel blend ratio is linear 0-100%, but since I will never fill with E98-E99, I set my fuel table ratio to 100% table 2 at 80% ethanol content. Am I making sense in doing so? Thanks! 3SGTE Idle Log - 12.27.2020.llg3SGTE 1991 MR2 12.27.2020.pclr