Nathanj1142

As I say I can’t get in contact with him at the moment. I have assumed that It is a Simple math error. Thanks for the advice, but just wanted to make sure the math block function within the link software works in the way I’ve depicted, And by adjusting to the new equation would work as intended to originally?

just had a further investigation. The math blocks (1 and 2) are set to calculate a mean average 'knock' across cylinders 123(MB1) and 456(MB2). the equation in this math block is a+b+c/3. if math block 1 or 2 exceeds 650, it will activate the 2000rpm limit (fuel and ign cut). if you do a+b+c/3 in it's current form it only divides c by 3, not the other cylinders, therefore outputting the <650 requirement to enable rpmlimit2. if you calculate (a+b+c)/3, it will output the true mean value. i compared this too the log, where I manually calculated ~677(I think) on cylinders 456 with the current equation, then compared to the math block log which is the same value of 677. if i calc the true mean i get something like 250, which is way under the RPM limit variable. Am i correct in my understanding, and can I adjust the math block equation to the above ( (a+b+c)/3 ) safely. cheers

Stock narrowband sensors at the moment. I have ordered Bosch donut knock sensors and will be installing soon to rule them out but not too clued up on setting them up without the audio equipment. 99 octane fuel here in the U.K. that’s all I run it on. This sounds about right

So would you consider this a ‘real’ knock that needs addressing rather than a possible false knock or interference? Other logs have shown it occurring on other cylinders rather than 6 In this scenario. And occurs randomly

Math blocks if 1,2 and 3 knock levels exceed a mean total of 650 and 4,5 and 6 for the second math block. (a+b+c/3)

Checked again and there is a second table with rpm limit at 6800 when ‘virtual a’ is 0 and 2000 when virtual a is 1. Virtual aux 1 is superknk

I’ve looked and there is only rpm limits due to coolant temps in which it is 7000 at above 70 deg cel on coolant temp. The ignition cuts active due To knock noise at about 5000-5500 I think?

Hi guys. im a newbie when it comes to tuning and recently got my car done. My tuner has unfortunately got personal matters to attend to therefore cannot assist me for a few months. I don’t think there’s anything fundamentally wrong with the tune, but since driving it on the road with different load cases, issues have shown themselves. Basically in 3rd gear sometimes 4th, the car will Rev to about 5k rpm then randomly jolt forward cause it cuts fuel and ignition (can see this active on the log files). i also noticed the knock count increases and can clearly see where it exceeds the threshold on a few cylinders. The thing is - it’s not consistent on one cylinder - it’s completely random and I can’t really induce the issue repeatedly. My tuner tried lowering the boost from 1.6 bar to 1.4 but didn’t help. I’m running stock 2jz knock sensors (between 2 and 3, 5 and 6). Can see in the knock settings it’s set to retard 1 degree per % - and there is max 3 degrees. Does this mean the knock is so loud it’s just blown past the max percentage? I’m starting to think it’s false knock as I have the e46 m3 box which is noisy af, but not sure how I can listen to the engine audio using the link software. Is there some specialist equipment separate to the ecu? 2jz-ge na-t (GTE headgasket). stock intake manifold. 7m-gte cam pos sensor and stock 2jz-gte crank pos sensor BW S360 turbo, aem boost solenoid, turbosmart 45mm wastegate (14 psi spring) r35 COP, ngk iridium BKR8EIX (2668) FIC 1000cc injectors, aem FPR, walboro 255lph log file here of the knock occuring: https://drive.google.com/drive/folders/1USfkAbgcBg3zAHiCxhTJXncp_YNtyqc-?usp=sharing

I’m not sure. Will have to confirm

B4 wasnt connected although doesn’t look like anything was in there before. Tried running a wire from that to chassis ground before you replied. checked resistance of all the other earths to chassis inside the car and was very low but I’ll try the block tomorrow. ive got a friend doing a very similar swap, same triggers same ecu just r8 coils. He said he had one back fire when he was trying to start the car in the same conditions as mine (turn the key before cranking). Coincidence? His car now runs so he wouldn’t notice if it was sparking on key switch as there is no excess fuel in the cylinders to cause the back fire

Thinking about the ecu and cop ground variances you mentioned, does the link ecu need to be mounted in the factory location In order to ground? Asin mounted in the footwell? Not sure if it earths through the metal frame

I understand what you’re saying, however the wiring diagrams I used were clearly wrong. The cam sensor is 4 wires which I repinned the distributor connector to work with, and then had to move around the pins at the ecu end, with little to no guidance just pure trial and error. The only help I’ve had is from this forum which I am very thankful for. the cop conversion, on the other hand, came with a guide and a prepinned loom that I have followed which is why I was arguing your wiring point. I shall take a look tonight but I have a few ideas what it may be. I appreciate the time. I have attached the document which I used - it may help you identify a potential issue. I believe that the ground I have used on the intake manifold may be my issue, I’ll try switching it to chassis or block The blue/orange wire is the old +b connection on the ignitor which also runs to the noise filter. (I cannot upload image as I only have 5 Kb left on this thread) I may try wiring to the fuel pump relay as you advised if I cannot solve this issue

Could it be the coil on plug ground? The only other wiring issue I have is that shielded crank sensor wire? Or are you referring to the interference on the cam signal?

Just confirmed it is 106828 apologies

That’s what I have been doing mate just want to get this weird sparking on ignition sorted first. im running a 7m-gte cam pos sensor in place of the distributor as I’ve gone coil on plug.