ac123

Trying to wire up a turbo speed sensor to my MR2v1 ecu. The sensor is this one: https://www.te.com/commerce/DocumentDelivery/DDEController?Action=showdoc&DocId=Data+SheetHMS_5_DSE_0805A1pdfEnglishENG_DS_HMS_5_DSE_0805_A1.pdfCAT-SPS0002 which I ordered from AGP: https://agpturbo.com/borg-warner-efr-and-sxe-speed-sensor-kit/ It's installed in my borgwarner s252sxe compressor housing. I've tried spinning the turbo with compressor air but can't get the DI to register any signal. It's connected to DI6 in the expansion harness. Every time I tap the signal wire to the plug, it triggers one "pulse" and I see that in the link. If I repeatedly tap the signal wire then it seems to register it as RPM. But when I try to just spin the turbo, I see nothing. Some photos of the install:

Although there are no signs of knock and AFR is reasonably stable, I just want to confirm if I'm doing anything obviously wrong/dangerous with this LC config. The AFR seems stable after adding the fuel (walked it up 5% at at time until it stabilized), and it builds boost pretty quickly - only takes about 2s after I go 100% throttle on the LC limiter. I set the LC retard table to try and hold the boost around 180kpa and it is pretty close. Setup is a 3sgte gen 2 with a s252sxe turbo. Activation control is setup to my clutch switch. Log file - look at the end of it where I go 100% throttle: https://drive.google.com/file/d/1R8e_b7YjNXW-duXOwWtULLl4ejBg0xFQ/view?usp=share_link

We should be able to set the multi fuel blend ratio above 100% and the software should extrapolate the fuel table values accordingly. The scenario is you tune the car on E70 in the fall/winter, and then later fill it up with E85 in the summer. Right now you have to manually extrapolate the fuel table 2 in excel and it's a huge pain. This could easily be done by the software with a multi fuel blend % > 100%. In this example you'd set the table up like this: Multi Fuel Blend Ratio Table % Ethanol (%) 11 70 0.0 100.0 Then if you filled up E85, it would automatically extrapolate the blend value over 100% and scale the relevant fuel properties accordingly. You'd then be able to add points in the table above 100 to adjust the tune accordingly at various points between 70% and 85%. Ideally it would be a toggle setting because this might be unexpected behavior unless you intended to extrapolate.

When I had my car tuned I was only able to achieve a 69% mix of ethanol. Since then I filled up one time and that particular station happened to have higher % ethanol and after filling up it bumped me into the 72% area. Right after this the car was running lean. The fuel #2 properties had been set to match 69% ethanol (density, stoich, etc). I updated the values to 72% and the car mostly ran like it did before. What's the right way to account for a higher % ethanol after tuning fuel #2?

Update: after installing a new FPR, the fuel pressure is a lot more stable. There's only a 20kpa drop across the rpm range in boost now. Today I'll play with the injector flow rate to see how it affects the VE table. I had to retune the VE table after installing the FPR and this is how it's looking now. Seems closer to reality for idle/part throttle but still quite low for the boost area. Latest map / data log: https://drive.google.com/file/d/1oj9H4cyl_F-vlCGVWqRzB9ywKlgYedp9/view?usp=share_link https://drive.google.com/file/d/13J1Lhyt0hKvsgakn5XqfrBmhldJpHXHg/view?usp=share_link

Checked the sender and it says 100psi on it so I’ll try the other calibration mentioned. Fuel pump is directly wired to the battery via a separate relay I installed so I don’t expect any voltage drop from the wiring. I did notice in a log that my battery voltage steadily drops to about 13.5v under heavy load / high rpm - is that normal? Note: this is on the other calibration - will try the 100psi one today.

Fuel pump is a new walbro 255. I'm using a stock FPR at the moment, it does have a vacuum reference. As koracing pointed out it looks like my issue might be the FPR. If you look at differential pressure, it actually drops even in the transition from vacuum to positive boost pressure. After that it only slightly rises in boost (not 1:1 like it should). That means i'm losing fuel everywhere except idle. Another log from yesterday: https://drive.google.com/file/d/1pyr1jAoh-whW7je_9VWlF_SSb3x4ivmc/view?usp=sharing

I’m getting closer. The fuel pressure seems accurate and matches my FPR, and ats confirmed it’s the right calibration to use. I’ve since found my IAT and lambda calibrations were off and I had to make my own calibrations for them. It turns out the IAT number doesn’t change the calculations as much as I thought it did and I’m thinking my wideband calibration probably had a larger impact on things. I haven’t had a chance to try WOT again but hoping fixing the wideband will move the VE table over 100 in boost like you’d expect.

It seems like what's happening is my IATs are very high at idle when i'm sitting, because the temp sensor sits in the intake manifold. I guess this is leaning out the mixture and causing me to use higher VE values to keep it running at idle. My goal was to get the estimated airflow in a reasonable value, but it seems like in order to do that my VE values need to be very high to account for the heat soaking at idle.

Here is another data log from this morning. One thing I notice is the AFR pegs to about 10:1 in boost and the CL correction even says it's adding fuel (but slowly ramping it back). flex fuel street tune.pclx wot pulls way to katies.llgx

I got the injectors and fuel pressure sensor from ATS: http://www.atsracing.com/Parts/Details/F-INJ-TOP The fuel pressure sender says it's a 7 bar one so I picked that calibration. http://www.atsracing.com/Parts/Details/F-FuelPressureAdapter

My VE numbers seem off - they are in the 80s at idle and only mid 90s under full boost. Car is driving pretty well otherwise but it feels like something is off in my map. When I tried to change my AFR, it was setting it too rich so I kept lowering fuel charge cooling coefficient to what it's at now (1.0). Attached map and datalog with some part throttle driving and a few WOT pulls. Full spec list: - 1991 MR2 turbo NA chassis - Late JDM gen 2 3sgte swap - Stock ignition system (distributor) - Link G4x extreme PnP ecu (Link MR2LinkV1) - Stock long block (unopened), ~100k miles on it - Borg warner S252sxe turbo, .63 turbine - Precision 39mm wastegate - Delphi 120lb fuel injectors (1200cc) - Stock FPR (43psi base pressure) - Walbro 255 fuel pump (direct wired to battery with separate relay) - GM flex fuel sensor - GM flat response knock sensor - Fuel pressure sensor - aem 30-4110 uego wideband - 3-port boost solenoid - TurboXS bov - 4" intake - 3" catless downpipe and berk exhaust - Screamer pipe - Upgraded side mount intercooler - Fidanza flywheel and southbend stage 2 daily clutch (425tq limit) flex fuel street tune.pclx tuning flex fuel map driving home at end of night.zip

I had something similar to this happen and it ended up being a bad sensor. I guess when the sensor goes bad it reads lean so you run rich so it's a failsafe.

The wheel speed seems to read according to RPM. If I'm in neutral and at a stop it reads about 30mph. When I rev the engine up, it goes up to 40, 50+ mph. It seems to be sync'd to the engine rpm. If i turn on the pull-up resistor, then I get a reading of 0mph always.

My USB connection drops usually within 30s after starting a logging session or starting the car. I’ve tried two different laptops. I’ve tried different usb cables. All of the baud rate and slow connection settings. Nothing works. It’s impossible to tune on. Support confirmed the hardware is recent enough to not be susceptible to the old usb issues. My grounds are all good. this is extremely frustrating given the cost of this ecu.