Slim47

I am stupid )) Post is closed

Hello. I'm trying to start a 350Z on a VQ35DE but there is no spark. Obviously LINK does not synchronize the trigger. Obviously the cam signals on the waveform are inverted, but I tried different edges (rising and falling). But I have no success. Since the car is for motorsports, the crank sensor was moved forward onto the crankshaft pulley, but the oscillogram shows that the teeth are positioned correctly. TriggerScopeLog.llgx 350Z 20.09.2023.pclx

There are ideas) I have already reflashed several g4x and every time I ran into your problem. They wrote to me that I need to connect directly to the battery, etc. Forget) Just push in a circle until it is updated, it may be 5 successful attempts for me, or maybe 25. So just push. Usually this figure is up to 30 Some write that one thing helped them, others another. In my opinion, nothing unites these cases except that "the stars in the sky are in the right phase," but the update worked for people at that moment and they associate it with their actions. Push with coffee breaks - it's work )

In addition to the fuel pump, you can inspect that your fuel line is not clogged anywhere, from the filter on the pump to the diaphragm in the regulator. I don't think this is your case, but I've experienced similar fuel system behavior when I "melted" a sponge in a Radium (FIA) fuel tank with racing fuel. Sponge was everywhere

I am sure that you have a problem with tuning and / and assembling the car and not the ECU. At least you can see that the fuel supply looks very strange. Your rail pressure is not calibrated, it does not have normal absolute values nor does it have a stable differential pressure. I don't think it's possible to adjust it with such fuel system operation. When you achieve 300 kPa differential pressure under any load with a spread of 10-20 kPa, then you can talk about something. It is clear that in the current situation, the ECU will supply the wrong amount of fuel. Even if you completely reconfigure the fuel table for current pressure surges, all this will “float away” with the first wind

Adam, you helped out once again. How could I not notice this. Thanks for your help. P.S. about detonation, I meant that the ignition is rolled back. That the ECU perceives clutch strikes as detonation and rolls back the ignition. I already realized that it was a false way of thinking

I assumed that another cutoff worked, but I did not find these events in the log. Maybe you will find something that I have not seen https://cloud.mail.ru/public/bd4r/4JTatte68 https://cloud.mail.ru/public/fL9x/THViWhs5T As an example, the file time is 4:29:00 Once again, carefully reviewing the magazine, I understand that the ECU probably perceives clutch impact as detonation, although the threshold is raised very high. I'll try lowering the RPM threshold for detecting it, although judging by the duration of the echo, I'm not sure if this will help. Nevertheless I'm sorry to disturb you)

Faced a problem. Drift car. When the pilot depresses the clutch and then releases it to increase the engine speed, the motor has too long a ign cut. RPM drops from 7500 to 4500. And if I can control how much the base peak rises and falls, but under certain circumstances, after it there is a long residual cut of ignition, which I do not understand how to influence. The problem only occurs in 4th gear. The first three are great. It seems to me that I have already tried all possible options, from the standard to the most exotic settings in the advanced mod If you release the clutch before the RPM Limit, then the motor picks up quite cheerfully. There is another problem, that the VQ35DE choke cannot withstand more than 55% DC. Immediately, it just crashes, on these settings it works very slowly. Although on other machines it works stably at 90-95%. Any thoughts?

Yes, this approach works. But it reminds me of a crutch when you add another lambda being unable to correctly set up the 6 available ))

Each engine becomes unique after the first changes, so it's easier to set up from 0 in my opinion After setting up the fuel and ignition map, turning on the closed lambda fuel cycle, make runs on the dyno. Do 5-6 runs, in increments of 10 degrees VVT from 0 to 40-50 (depending on your engine). Then overlay all the graphs of the stand on top of each other. You will see in what range of revolutions what degree of VVT is effective. Map out these numbers and do a final run. Make final fuel settings. This is a fast and efficient method

Complete answer as always. I am grateful to you. You make a huge contribution to our education )

In addition to the fact that the cylinders need to be balanced, you need to know the true value so as not to burn the engine

Why can't I apply an adjustment to an already calculated value? Bosch, as I indicated above, shows the dependence of the adjustment on the Back pressure. Maybe I don't understand something ( From the Bosch data sheet, we see that at 120 kPa of overpressure in the exhaust manifold there is a 40% error. That is, if the target lambda is 0.78, then this results in 0.088 ((1.00-0.78) * 0.4) errors, that is, we must target 0.69 (0.78-0.088) to get the true lambda at 0.78

I am using different lambdas (AEM UEGO).

Hello I have pre-turbo individual LSU 4.9 installed that are connected as +5V sensors. Does anyone have knowledge of the Target AFR adjustment table for EMAP? Perhaps someone has already set up LSU 4.9 and has experience in this. I see something similar in the first approximation:

I'll leave this here for future generations) I managed to achieve following the AFR target at idle through the injector dead time . But in other modes, the engine did not work correctly. It did not react correctly to the throttle opening. As a result, I filled in the factory values Injector Dynamics and entered a zero value for the fuel cooling coefficient. Under load, it worked quite acceptable. Volumetric efficiency at idle was 80%, further from this value the map turned out without distortions. I don’t think these are correct values in absolute terms, but the Link G4X correctly calculated fuel over the entire rev range.

Thanks Adam. Yes, the stoichiometric proportion should be 13. Since there is no sensor and the alcohol was diluted manually, changing this parameter was also an area of study for the correctness of the equation. Thank you very much for the tip about the distorted data Injector Dynamics Tomorrow I will achieve the correct work and write what exactly was the problem

I will make the assumption that in the Injector Dead Time, need to choose the Differential fuel pressure, and not the absolute one. I'll check tomorrow. If anyone has any other thoughts, I'd be happy to hear.

Hello. Happy new year! I did the basic fuel settings. Injector ID1050X. The engine runs on E30. But the fuel equation is still not completely accurate. If the AFR Target is 1 and then listed at 0.9, I'm still wrong to 0.86-0.87. What's wrong with the settings? Tried to achieve the desired result through the Fuel Charge Cooling Coefficient and Charge Temp Correction. But unfortunately the attempts failed. PC Datalog - 2023-01-4 9;47;03 pm.llgx SX 03.01.2023.pclx

You have them enabled but not configured. Different types of fuels have different densities, stoichiometric proportions, evaporation rates, etc. All this to a greater or lesser extent affects the calculation of the amount of fuel supplied. Obviously, the most critical setting is the size (and other parameters) injectors, which have a greater impact on the calculations.

1.) In the first message you said the performance of the injectors is 1000cc, but in the basic settings it is set to 750cc, for a multi-fuel configuration 550cc 2.) The screenshot shows the ethanol content of 74%, but again I did not find the settings for it in your tune. Setting the basic fuel parameters will be a good starting point. With the current settings, the ECU will probably not correctly calculate the amount of fuel needed.

Thank you so much

Nevertheless, it is not entirely clear by what algorithm compensation will be applied and will it be at all?

You should attach a LOG of engine operation in different modes and a G4X configuration file, then it will be easier for you to try to help

1.) The terminal (terminal resistor) is required if you have several devices and it is not built into them. 2.) It is also necessary install terminal with two devices in some cases when the wires are too large (more than 2 meters). 3.) The length of the wires of the Lo and Hi lines should be the same. In production cars, both lines of CAN are intertwined for this. 4.) Make sure you don't mix up both lines when connecting, they can't be connected randomly 5.) You need to check the settings for sending the data format on both sides (protocol), and also check that ID is filled in correctly. The speed of receiving and transmitting data on both devices must be the same 6.) Make sure that the external controller is supplied with power and in rare cases an additional 12v signal is needed to turn it on 7.) After checking all of the above, press F12 and go to the CAN section, everything should be highlighted in green and there should be no errors (meaning the connection of two devices installed). If there are messages in red, then you can post them here. These items should mostly solve CAN connection problems in my experience. Pay more attention to section #5. Sorry for my English.