Endurance_Racer

We would love to test this unit in this truck! Let me know if you can make that happen? As we have some other projects coming up that guys want us to wire and tackle. Other than that I think we might just wait and hold off for now. As the next race is the 500 and we will need this to be done by end of this month. Again I appreciate all your help. Guys were loving the Link setup!

Hello Gents, Truck took 1st place at the San Felipe 250 race in Mexico!! Running very well on port for now. Just need to get the DI working properly. The pump is not working at all with the resistor inline. I suspect it needs a proper H-bridge and will need to clamp the amperage. Factory they allow the amperage to go to 6 amps at peak. Can I use the output for the G5 to go to the AIM PDM and control it through the AIM unit with a PWM control? Thank you

Hello @Adamw and @Vaughan the truck is running great. I had a bunch of stuff to sort on the VVT side but all went well. We are out here testing and the biggest frustration we have is this connection issue.... It is really getting to us right now. We are having to cycle key, pull battery power, and pull the usb cord and reconnect. The WIFI will not even connect and gives the same error. Very frustrating. Any updates for this? Car owner upset as we are wasting lots of time with this.

@Adamw Do you have an email I can send the google drive link to? In the drive link will be the latest tune file and the log. It is very odd. Would love your input on this. Just glad it is running now.

So getting many errors when I turned cams on. Sending log now. Very sluggish to respond to throttle or anything. I assume cam is trigger low side not high. Please look at log. @Vaughan

Yeah the DI port stuff has been interesting. I can not get the truck to run on the DI at all. Does not look like the pump is energizing. But for the port injection. I have them right. The Port is running 1300cc injectors. So the fuel main is still all the PI stuff. That is good to know. I believe we need to get the engine up and running a little more. Blow out some crust in the ol girl. I am going to try and just tune it for the PI stuff for right now for this race. Will it be ok just on the Port for now?

Ok so now I am hitting a Fuel calculation error. Can I run the Port injection without looking at the DI pressure in specified flow rate? I am not sure how the math behind the scenes works. This is why I am asking. Because on Port mode and DI I am getting very little DUTY CYCLE. @Vaughan

Well it just took... Apologies. The second thing I am noticing is that the truck is running very interesting. If you look at the log One bank is very lean. I believe there to be an air leak somewhere. Need to check.

So now we have VVT errors, tooth errors, it just seems to get worse and worse. Not sure why as this should be pretty straight forward. Putting log in the drop box.

Ok @Vaughan another question for you regarding the VVT. For some reason it is not seeing any of the cams. Well..... Only the exhaust cam now. It says no signal from any of the camshafts. I am uploading the current tune. I have a feeling either the cam phasers are stuck.... or there is window offset that it is not happy about. I know I was told to leave the cam numbers blank in the user defined section. But when going to capture the data for camshaft angle test. It comes up as tooth tolerance. Currently Exhaust bank one is the only one showing data. This is a little odd. I do have the DI sensors wired to each cam sensor. But not in the way the CONVENTION wants it to be. Please let me know. Current file sent to drive!

That may not be a bad choice. Currently the truck is running on the port. Engine has not ran for some time. Seems to have some deposits it picked up over the storage years. I am noticing that the Lambda 2 sensor comes on much sooner than the lambda 2 sensor. Truck seems to be running a bit rough atm. Bank one much richer than bank 2. Not sure if air leaks yet or we need to just blow it out. I will keep you posted. I am going to do the VVT calibration now.

Good morning Gents..... The truck has fired. We changed the sensor and the sensor had a fault. But now it is running. I am wondering if there will be a way to update the scope for these sensors in the future? I appreciate all the help. We will get the DI going and I will send @Vaughan some logs as we implement the DI side of things. As we have added a ballast resistor inline for the HPFP. I am sure this will take some adjusting. Trying to head to dyno today. Will keep you all posted. Will send picture of truck when we finish the SCORE San Felipe 250mile race! CHEERS!!! The trigger pattern is actually in fact a 60-2 sensor. So I would now assume that these are a lot more similar than we think!

Yes we have and it gets worse.... Like 22psi worth of pressure in the intake manifold. I will do that now. Ok this makes more sense. Let me get these going for you. I have uploaded pictures in the google drive. The pictures are of the engine at TDC showing the intake cam on bank one tooth position. The tooth is just past the sensor on this picture of the engine at TDC. Let me know your thoughts. Sending log files for Adam now. Here is the logs with both as requested by @Adamw Trigger Scope VVT-SolenoidsON- 2024-03-12 4;48;28 pm.llg5 Trigger Scope VVT-unpugged - 2024-03-12 4;43;23 pm.llg5

Ok so tested spark to coil grounding and it showed spark. Was not that strong but was there. Have new plugs in the engine now. I will try to scope the engine. But I have an engine on the ground that is open. Here are some pictures Let me see if I can get crank angle on the inlet trigger 2 bank one for the ref. sync. I have also uploaded the CAL file to the google drive. Please take a look and let me know what you think.

Thank you for the response. We have not gotten really anywhere. We think we had a bad AIM PDM08 module. So this will help. Seems the coils are not firing or there is too much fuel. As we pulled plugs and the plugs were fowled out. So we cleared the fuel and left cylinders exposed to some air for awhile. We are putting new plugs in right now. What I find really interesting is how Life racing is using the trigger. They have a generic input that is set to thermistor with a 3kOhm pull up and the data shows 2.5v high and 2v low. Still 5v ref and trig gnd in the ECU for Life. There must be something different. As supposedly they are the only ones right now running the 3.5 ecoboost on a Standalone Engine management. Maybe I can send you the CAL file for you to look at and we can sort some stuff out. They have some very interesting data in the CAL that is interesting for Crank position settings. Let me know as I am really beside myself and feel this should not be taking this long. As far as the 3d dead times. I always use them. I will change this next go around and make sure it gets sorted. Cheers.!

One thing I suggest is to set the software up where when you go back to Direct and Port setup on fuel. You do not lose all your settings for this. Every time I have to go back and upload the settings. I have also noticed that when switching back after testing crank angle. The deadtime tables are all over the place and not correct. I believe this is a bug in the software.

It wants to fire. I am not sure why it is doing this. Just seems to pop either out the exhaust or the intake. Very odd.

I just sent a new trigger scope to the drive. I am honestly stumped. It must be something simple. The wiring is good. Everything else is looking good. When I command the ignition one on the coil I get the light to flash. Now it wont flash. Please check trigger scope.

just uploaded the file and the cranking log. Something is simple. 12v at the coil pack connector, proper wiring, everything looks good. I am watching through the PDM system. Please let me know what you think.

Yes we have 12v while cranking. They do look like they are a little over fueled. I guess I can turn down the port injection. Would too much fuel cause this?

So when I test the ignition with the coil plugged in and the light on through the ECU. It shows the signal fine. When I go to crank the engine. It does not show at ALL. The interesting thing is when I shut the fuel off. It sounds like it wants to start and the pops start coming through the exhaust. It is very odd. Can you take a look at the trigger scope I did earlier to verify? I will do one right now. But I really do not know why it is having such a difficult time. It is very odd to me why this is. Is the Coyote engine 60-2? Maybe we try using that trigger setup you guys have for it?

Done and done.... It is working properly.

It will not even flash now. I have a very smart timing light that I have not ever needed to use like you are asking. On other tuned engines this has been just fine. It is very odd right now what it is doing. It was trying to start but then randomly and not violently at all pushes air back into the intake manifold. We are not far off. I am wondering what else it could be.

I will do this right now and get back to you. I feel like this is something silly. I will keep you posted of the outcome. Thank you so much!

You think this could be because the trigger is still not quite reading right? In the last log you can see the ROC go from 0 to 187 about when it pops. What would this suggest?