_pkmds

I tried to increase or decrease fuel but made it worse.if i set the TPS lockout to 0 it stops doing that but also stops the fuel correction. Ill attach you another log

I worked on map delta lockout fixed it little bit. But i see that thr CLL decreases too much fuel when you leave the throttle and then needs too much fuel to increase when it goes to 80-90 kpa of MAP. Actually the fuel table it has values for 13.70 and 13.4 AFR on 80-100KPA of MAP. Which is too much for no boosting area and when I was driving on uphills or light throttle the car was struggling and i decide to increase the AFR to 14 and 14.7 and the engine feels more efficient and responsive. So probably i need to decrease like 6-8% of fuel in this area?

thanks for the reply. here you go st205 map.pclr

hello guys .almost always i get lean out AFR to 16-17 ratio after gear changing or pressing the throttle after over-run fuel cut. I'm not sure 100% but i dont have any behavior like this on full throttle, only when im cruising and changing gears on uphills or driving in low rpm .i saw that the Lambda corrects 8-10% of fuel and hesitates to return to zero. could be this problem ? i see also that the lambda decreases fuel status while i leave the gas which is not logical because you have over-run fuel cut active the same time. here's the log , should i increase the fuel table values where i get lean out behavior to decrease the value of fuel correction? Log 2022-08-14 2;51;28 pm.llg

no idea, my tuner set it up like this .i dont know the benefit of it. the ISC valve worked with the way you said to me. thanks man

the idle while im moving with neutral is around the red circle.with these values in this cells from 1300-1500 rpm i have 1100-1200 i dont know what will happen if i change from 10degrees at 1500rpm to 5 degrees and negative like -5 or -2 degrees at 1000 .technically i think it will work but is it bad if i do it like this? it will affect anything? i tried like two months ago to increase the RPM lockout of idle ignition control from 10kph to 50-60 it worked tho but because the ignition angle was negative the exhaust was doing some light shootgun shoots like i had anti lag . if i place negative ignition angle on high rpm but on far upper right cells it will do the same ? lol and these are my settings on idle.

We have same settings expect that I have speed lockout enabled (which doesn't work because thr ISC valve is always "ON" how much Hz you set ? 250 or 200? 3D table works perfect tho. Thanks for the information The afr is correct tho. In cold it has 13.5 when it goes to 50c then it has stable 14.7. when i tuned the ISC I turned off closed loop i saw how much actual DC values it needed to have the RPM target e.t.c. the problem is that my Idle ignition control is tuned around -5 , -2 and 0. The ignition table at idle cells is 15 degrees . If i reduce it it helps a lot but i have bad behavior because if i cruise between 1200-1500 rpm i have really low ignition angle and feels like the car is struggling to accelerate. I'll show you some screenshots

Yes. I didn't know that i can change the axis load from rpms to TP main in 3D table. With this way it will fix my problem I'll try it today . The IACV is the idle air conditioning valve? Or you mean the ISCV ? What engine revision you running? What's your valve registration? One is as slave and the other regular isc motor? If i set my warmed status duty cycles to lower values , the ECU automatically will increase the duty cycle until it reach the rpm target. So i checked how much Duty cycle it needs to reach 900rpm and i set it on 62.8% , otherwise I have unstable idle rpms which the engine starts bouncing because of idle ignition control. Anyways when you cruising and you put it on neutral what rpms you've got? Mine revs to 1200-1300 because the idle ignition control is out of speed lockout and takes ignition angle target from the ignition table but if i adjust the ISCV to 30% DC it stops.. seriously theres so many things that noone can fix them and im looking all the time by myself

Doesn't work like that in 3sgte. The isc valve has 2 ports one for cold status and one for idle. The link doesn't operate the valve correctly like it should thats why boost air has advantage to make boost leakage I was thinking to do the same. How so you have so low DC on warmed positions? How much Idle rpms you use ?

Hello, searching for this problem like 3-4 months . My first tuned map i got was a mess. The tuner made the AC idle valve to manage the idle and the actual ISCV's duty cycle was like 10-20%. The car was boosting alright ,not any boost hesitation or behaviors like boost leak. When another tuner made my final map we fixed and changed many things so the ISCV duty cycle went to 65% to hold the desired idle. The problem is that since then i have enough boost leak of this valve. The stock ECU let's the valve open when you cruising until some RPMs or TP position(no idea specifically). In particular moment with G4+ is impossible to make it work like this because i did everything in parameters of ISCV adjustments. The situation it's tested and 100% i have boost leak from there. Is there any other way to fix this problem or i need to install a non-return valve in this air hose to eliminate this problem?

Well then ISC ia correct. I found what it was the problem. Firstly the ignition idle control had different range and higher ignition angle which was around 8-13 degrees. When i retuned the map the tuner changed the range and the degrees to 0-5 degrees this forced me to increase 15-20% the ISCV duty cycle of what it was. The correct DC was 60% for 900rpm but the ignition table on "idle area" was to high without the idle ignition control so the ecu was trying to recover the idle target which was impossible because i had 20-23 degrees of ignition angle. I fine-tune the idle area from 5-8 degrees and now it has 1100 than 900 when the car is moving on neutral or changing gears. Which technically compared with the stock Ecu's behavior is too close. So the problem I think it fixed. It was the ignition table area that i marked.. i reduce some of degrees and its working perfectly now.

Hello Adam, But the G4X supports 3Wire Solenoid.Im asking about the ISCV because the solenoid doesnt go off while im driving. it sucks air so i think this could make it leak air also on boost.I guess needs to be close when you boosting.if the map read 105kpa for example or 60-70% of TP somehow should give order to completely close the Solenoid. the position table is tuned, the correct DC value is 48% after 70C degrees which doesnt make the RPMs bounce up and down. if i change it higher than 55% then starts bouncing up and down. the reason i want it around 50-55% is that when i rev up and returns to idle makes a little gap and goes down to 850RPM and then 900RPM. its not major issue you barely feel it. The Overrun deactivation is on 1300(by default) this is another issue for me because when i leave the gas cuts off and hits 1300RPM and then gives gas again, in towns or short destinations is little be frustrating because the engine doesnt actually slow down in gear. Im thinking of something the last days. Whats the proper way to keep stable RPM if you dont have ignition idle control ?i guess is to tune the ignition table area that is the idle on low ignition angle correct? When the ecu disables the ignition idle control then the engine revs up like maniac for no reason. the idle ignition control warmed up is somewhere around 0degrees and 5degrees depends the ECT(watch the attached photo) So if i change the ignition angle from the ignition table to lower values it will decrease eliminate the problem, is that correct?In base map also has 10degrees there. I attached also a photo of the ignition table and marked the idle area.

hello folks,trying to setup some things on my engine while ago, while the car is moving above the speed lockout on neutral the engine revs up to 1300rpm all the time and bounching up and down and when the speed touches the speed lockout of ignition idle control then goes to idle target(900 rpm). sometimes holds high rpms while i change gears or slight moving or having the clutch pressed(which the clutch has individual vacuum feed ) I have 3 wire ISCV and the stepper motor type is on unipolar 6 terminal should i change it to 4 terminal ?All idle feeds and ISCV is cleaned recently. Also aux 1 is isc sol slave and aux 2 is isc solenoid. any ideas? rpm log2.llg

Okay. What's thw difference if i ground the sensor's negative on chassi? ECU gets ground from chassi. It should be same correct?

What is the correct wiring if we use shielded cable? We bridge the shield's wire on ground wire that one goes knock's sensor signal - and at other side also we bridge the shield's wire on knock's signal - which it will hook up on ECU's ground pin? I mean we don't individually ground the shield's wire somewhere to chassi or something?