kenjamin

Injectors got flow tested and came back to be 910cc. way below the actual flow rate of 1050cc notice also that my fuel pressure sensor is erratic. But nothing crazy but fuel pressure will drop to 5 psi during high rpm. I’ll post a log soon when I can

I see, Ill inform my tuner on Monday. Also I can get the log and tune as well. I installed the new LSU4.9 sensor with the link LAMBDA. Run when stalled is left to YES since we started tuning. That I’m not sure ? I know sometimes we could key on for a couple minutes and or start the car right away. We don’t accommodate for the sensor to heat prior to engine starting. I asked the tuner if I should we have turned it off. But he informed that it wouldn’t make a difference in AFR reading if it’s YES or NO for running when stalled.

Okay, I see Looking at the SPWA between the 2017 and 2018. If accidentally using the 2017 instead of 2018, wouldn’t it give us a richer condition ? Because as an example in the graph of 2017 at PW at 0.125 the adder is -0.013 where as 2018 PW at 0.125 the adder is -0.041. Which if we use the 2017 data the injector will open longer since it’s subtracting less than the 2018 data ? Tuner actually turned off IAT correction and followed the charge air temp table from help file. He said it did not change nor fix the issue. No the tuner does not have O2 sensor connected to the dyno. Just referencing off the CAN lambda from Link. Ken

Ok I see, That I I don’t know. All I know was their cars were built in back in 2020 or longer. I got these injectors we’ll over 2 months ago. I could ask on Monday once I’m back at the dyno again. Would the SPWA numbers being off cause an intermittent lean/rich across the map ? interesting find @DerekAE86 Ken

There’s 3 1050ID files 2 of which is from 2017 and the one from 2018 says it’s a model: G4+ Which one would be the optimal setting for 1050cc ID ? Ken

Yes, but the issue of what we’re having is the fact that the VE throughout the map is stating that we’re 80-90% at idle and 90-130% My IAT is a IAT1-8 from link and it’s sitting at the stock location. Under the upper intake manifold. We’re on the dyno, where the exhaust is ventilated out. Ken

Hey @Adamw We did the check and notice both primaries and secondaries are 1 point off of lambda from each other. We tuned yesterday again. Notice that the VE is much richer throughout the map which indicates normal VE levels 60-70%at idle and 80-110% during high rpm in vacuum (which follows the same trend as previous FD). After 2 hours of tuning, all seems to fall into place. Shut the car off and let it cool. Once we started up again. The car is now requiring more fuel (same as before 15% more throughout the map) which now we noticed the issue came back. 80-90% during idle and 110-130% throughout the rpm range in vacuum. Now we’re scratching our heads. -We followed the charge temp table from the help file -Tuner tried only running each primary and secondary by itself and notice it was both 1 lambda point off from each other. -We calibrated the MAP -We then change the primary injector flow rate at rated pressure from 1065cc/min to 930cc/min which brought the VE percentage low at idle and once we rev the car to check the other cells in vacuum it cause everything to run richer. Which my tuner said it’s doing the opposite. I’ll upload the log once the tuner sends em over. Thanks

Hey Adam! The tuner was tuning a similar setup previous to my FD, noticed that every cell was noticeably higher. Previous FD idle was running with the cell in the range of 60–65% where’s mine is running 80-85% and thought something was off due to my FD being way leaner throughout the map than the previous FD. Okay I’ll try those suggestions out once I’m back on the dyno tomorrow. I’ll keep you posted. The car is running on 91 pump gas, with water meth kit. Ken

Hello, I’m in the middle of tuning my FD Rx7 tuner is concern everything on the fuel seems a little too high. It’s on G4X 1050 ID primary 2000ID secondary IGN-A1 coils EFR 8374 IWG with Turblown shorty manifold CAN lambda sensor BUR9EQ spark plugs Were running into an issue that the car is requiring more fuel. 15% more fuel than we expect everywhere. We swapped out the primary to another 1050ID. It decreased our fuel to normal amount. But it seems it taking us back to before (15% more fuel across the fuel map) EGT (CAN TC) shows normal. Thoughts currently, BNIB 1050ID is not flowing at 1065CC at rated pressure or ECU/ Injector 12v reading maybe off ? Any thoughts and ideas of a way to troubleshoot? Thanks Log and tunes attached. Ken Rams high VE.pclx Ken Rams high VE.llgx

Tried the setting Derek recommended. It worked well. RPM didn’t jump to 2000rpm but rather 1100rpm and stayed there till warm. Thanks a lot, will have to adjust a bit once I get a hold of my tuner. Thanks everyone. Much help Ken

Thank you guys for replying. I appreciate it. I’ll play around with the idle using everyone input and keep you guys updated. Ken

I switch some Input around to accommodate my harness ( no longer OEM) but here's the tune file. Everything seems to work but just the idle I'm having trouble with. Ken Ken August 28 Cold Start Update.pclx Heres a cold start Log. Did not touch pedal let the car die. Thanks Ken Cold Start Issue Log 1.llgx

Thank you guys for replying. No Fuel temp are connected. It’s blank. Yes I was blipping the throttle to prevent it from dying. I’ll log a cold start and not blip the throttle and see what the log will say. Ken

A newb here. During cold start it will start and idle at 2000 rpm and for about 15 sec. the rpm would drop and would die. Here's the log attached. Could not find any culprit. I even allowed the CAN lambda to be on prior to starting. Thanks Ken Cold Start Issue.llgx

Thanks a lot. You were correct on the trigger 2. We haven’t looked at trigger 2 very hard didn’t realize it had affected trigger 1. Awesome Thanks!

Hello! Had similar issues. First I would check if the Dash has a terminating resistor. Some dash requires you to turn them on. Turn ignition off and check resistance between CAN high and CAN low. if you see a 60 ohm Resistance then you have a termination resistor on both ends. if reading 120 ohms then you only have one terminating resistor. Here's a video that helped me trouble shoot. hope this helps.

Hello, Were in the middle of starting this FD. Notice that the Trigger is not giving us a proper signal. (see files attached) 1) Signals are on and off consistently 2) 0.2 V is being offset on the trigger. Currently running G4X S6 plug and play. The harness isn't OEM. The Trigger wiring is in a 4 shielded conductor, Shielding being grounded to Signal Ground. At first our concern maybe grounding the shielded to sensor ground. Causing too much noise so we turned off injectors and ignition trigger and tried again with no change. The power ground from the ECU pin 12, 13 and 26 are wired to 16AWG and joined into a single 16AWG then grounded to the block. (The battery and others are also grounded at the same location) (Wires are tefzel) Will try to make a jumper harness from the trigger sensor directly to the ECU and grounding the shielding wire to power ground. This will rule out if both triggers being in the same conductor that may have an EFI affect on each other and or the shielded being grounded to signal ground is making too much noise. One other thing I would like to try and also make a jumper ground that will ground ECU pin 12, 13, and 26 to the chassis and another at the top of the intake manifold. Would like to know what others have tried to rule out this issue. Thanks PC Datalog - 2023-08-16 9_24_40 pm Ken, Trigger Signal Voltage Issue.llgx TriggerScopeLog, Ken Trigger Voltage Issue.llgx

Just spoke with a FuelTech, He mentioned that the CAN EGT-4 does run on 100hz and also he provided a document that list all FuelTech CAN systems. Its on their website under support. Its name FTCAN2.0. What should I be looking for to know if a CAN product is suitable for the LINK G4X? Thanks Adam for your response. Protocol_FTCAN20_Public_R022 (2).pdf

Okay will be calling them tomorrow. Originally I was going to go with AEM CAN EGT 8 type. But they're not currently in stock due to Holley acquired AEM. What was your experience with setting up the CAN EGT ?

Thank you for the response!

Hello, I have a 13B-REW that I plan on installing an EGT. Wondering if FuelTech CAN EGT can work along with the G4X. My plan is to install the EGT to the CAN system along with the Link CAN lambda of the G4X. Is the FuelTech CAN bus EGT compatible with G4X ? If so, is it possible to have a CAN hub and run the Link CAN lambda senor and EGT at the same time ? Thanks Ken

Hello, I want to hear inputs/opinion on this way of wiring a knock sensor on a Rx7 13B. I only have one shielded wire with 2 core wires inside running from the LINK G4X to the engine block. Now I'm thinking of running two knock sensor for each rotor housing. Is it recommended or okay to run the grounds from the knock sensors and connect it directly to the shielded sleeve that all connects to signal ground ? If not, is it okay to just run 1 knock sensor on a 13B ? My train of thought is 2 knock sensors monitoring each rotor would be beneficial. Any thoughts or opinion would be appreciated