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Gsab

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  1. Thanks
    Gsab reacted to Adamw in Link Thunder can info.   
    G4+ can do variable blip via CAN request using either a 3D e-throttle target table or activating a second target table during blip request.  
    G4+ doesnt have a good way to do a variable cut request via CAN.  You could do something like switch between retard only for low load shifts and a fixed cut percentage for high load shifts.  Or we could possibly use the gear index to command say 5 different levels of cut percentage 20/40/60/80/100% or similar.  Provided you dont need "gear" to work in the ecu for anything else. 
    Im happy to discuss with them via email.  I will PM you my address.  
  2. Like
    Gsab reacted to Adamw in Engine dies after first start, second start is ok.   
    It looks like it starts to go lean around the 6.5second mark in the log when the 130% crank enrichment turns off and you drop all the way back to only 20% post start enrichment.  
    So I would double or triple the crank hold time and try the post start enrichment up around 40-50% in the 10C- 30C cells.

     
  3. Thanks
    Gsab reacted to essb00 in Engine protection oil pressure engine cut.   
    Make a GP RPM Limit looking like this (just modify accordingly)...


  4. Thanks
    Gsab reacted to Adamw in Engine protection oil pressure engine cut.   
    There is an oil pressure GP limit example and explanation in the help file.  You can find this by clicking on GP RPM limit 1 and hitting F1.  
    I will attach below anyhow.

  5. Thanks
    Gsab reacted to Confused in PWM Fan Controller issue-Mitsubishi Lancer Controller.   
    I'd try the free option of moving it into the airflow to keep it cool, before spending any more money - as by default in the VR-4 at least, it drives two large OEM fans just fine.
    Can't comment on driving two controllers from a single PWM output, I'm afraid.
  6. Like
    Gsab reacted to Vaughan in How to Activate Fuel Table 2   
    Note that when using Modelled and Modelled Multi Fuel the Fuel table represents the volumetric efficiency of the engine and so if everything else is setup correctly you don't necessarily need a 2nd Fuel table.
  7. Like
    Gsab reacted to dx4picco in Converting from Modeled to Traditional   
    For me there is no point switching back to traditional equation mode. Modeled is the better one. 
  8. Thanks
    Gsab reacted to dynoiasi in Jerking badly in very low load   
    Turns out in my case the jerking was caused by too much advance, like 0x33 suggested. I reduced significantly the timing/torque and the jerking is finally gone. Now my car is really starting to drive well, I just have to fix the long cranking / stall after startup issue and it's all dialed in
    Thank you all for you help!
     
  9. Like
    Gsab reacted to Adamw in G4+ Xtreme E Throttle/DBW high rpm start issue   
    Looks like I missed one setting, change the RPM lock out to 400RPM will probably help the stalling after blips.  

  10. Like
    Gsab reacted to Guido in Pull up resistor   
    +5v from ECU
    |   wire
    Pull Up resistor
    |   wire
    ----wire--------> 5V Analog input on ECU
    |   wire
    Sensor
    |   wire
    GND from ECU (ONLY use GND directly from ECU
  11. Thanks
    Gsab reacted to dx4picco in trigger scope   
    all good
    still learning too
  12. Thanks
    Gsab reacted to dx4picco in trigger scope   
    create a time plot with the available trigger data
  13. Thanks
    Gsab reacted to wastegate in Bosch 1000cc Injector data PN 0280158040   
    Here is my data, from Golebys website, not sure if it's dead on but it is something.

     
     

  14. Thanks
    Gsab reacted to sixcherries in Warm Start Struggles   
    So in the above table I took the original cranking enrichment values as the 'base' value I guess you'd call it, and then added for high IAT temps... Didn't work very good. Looks like it's only using the 40% figure across all ECT temps. So I'm looking at my first 3D crank enrichment trial as a success - because now I know what not to do
    This is my new 3D crank enrichment table which is definitely an improvement compared to without the 3d table. I can start it without 10% throttle during crank, at high IAT temps - from heat soak. I also changed Startup Step values from 15 across the board by stepping each increment of 10% ECT by 5 steps.
     


  15. Thanks
    Gsab reacted to boostDR in Warm Start Struggles   
    I had a similar issue. Couldn’t sort it out. Running a truck battery jumped  helped which made me think the dead time vs voltage was off. But I feel that may be related to better spark to ignite the mixture  
    The thing that fixed it completely was removing my Xspurt 1000cc injectors which had the dispersion disc machined off like other high flow injectors (ID,etc) and replacing with Bosch 3/4 long nose 980cc injectors. These have a proper dispersion cap (7 hole maybe) rather than the garden hose single outlet. 
    All my problems went away. Black smoke disappeared, starting problems were non existent  Car felt OEM again and picked up some fuel economy and power.  
    Picked up the problem by filming the injector firing at cranking on a high speed camera. 
    The Xspurt injector would hit the valve/port and stick to it mostly,  the Bosch would hit it and bouch back in a mist Ball night and day difference.
    The Amount of post injection Tau(wall wetting) is very obvious with less than desired atomization. 
    May not be your problem but though it worth mentioning my experience 
    Matt
     
     





  16. Like
    Gsab reacted to Adamw in Cheap basic electrical schematic package   
    For basic stuff, I use a free online one called scheme-it, from Digikey.  You just need to set up a log-in.  One of my drawings as an example below.  

  17. Like
    Gsab reacted to Pete_89t2 in Cheap basic electrical schematic package   
    I've been using a program called TinyCAD for my schematics. It's a freeware program, runs on Windows, and is pretty easy to figure out and use. It also includes a pretty decent library of electrical/electronic components (resistors, diodes, etc.), and you can create your own components to add to the library.
    More info & download can be found here: https://www.tinycad.net
  18. Thanks
    Gsab reacted to Adamw in Xtreme ECU and 6.2L LS Modeled Fuel Issues   
    I suspect your MAP sensor calibration is wrong.  It is obviously pretty close at atmosphere when the engine isnt running, but it doesnt look realistic at all when it is running under vacuum.  You only have 16kpa at 4000RPM and 25% throttle, and it goes down to 4kpa (near absolute zero) in moderate over-run which is near impossible.    
    Most of the GM sensors cant even go below 20Kpa.  
    Whats the part number for the sensor?
  19. Thanks
    Gsab reacted to loca5790 in Xtreme ECU and 6.2L LS Modeled Fuel Issues   
    It won't let me post another picture but at the lower bound of the sensor the link and the factory ecu drift further apart.  At the decel the link was at 4 Kpa but the factory ecu was at 16 kPa.  
     
    During driving at max boost factory logged 146 kPa and link 140 kPa.  This lines up with the idle numbers and all other driving numbers.  Idle link is 52ish kPa and factory was around 60 kPa.  The 6-8 kPa delta holds true under all conditions other than the one you pointed out.  
     
    In order to scale my MAP axis to account for this error when running my axis for load via MAP was shifted by 7 kPa across the board from my original tune to my new tunes once I identified this offset.
     
    https://www.summitracing.com/parts/nal-12592525?seid=srese1&gclid=Cj0KCQiA8dH-BRD_ARIsAC24umYEJaykPE9MeNTgaAA0MQCHaB6SZCODECRjy2RWrfQqlXy97rvNvL8aAr9UEALw_wcB  is a link to the map sensor.
     
    Factory calibration is -11.25 offset and 312.5 linear.  The way to calculate this is as follows: 312.5 is the 5V number and -11.25 is the axis cross point at 0.
    Volts Map 0 -11.25 0.5 21.125 1 53.5 1.5 85.875 2 118.25 2.5 150.625 3 183 3.5 215.375 4 247.75 4.5 280.125 5 312.5  
    This is the curve generated off that method.
    If you reference my table you can see it is shifted on the volt axis.  I also have a couple kPa error in there because the factory curve actually started at -11.25, I will redo that table for austerity measures.
     
    Old table
    +
    New Table - I still may have to scale this table.... will check...

     
    This table was created by calculating y=mx+b then solving for the limitation of no decimal places allowed in axis divisions in the link.  The table was broken into even steps rounded to the nearest whole number and then solved for x because decimals places could be used.  9 was used because it was the first positive number in the table.
     
    Anyway, the shifting of the VE map to correlate with the discrepancy in the map reading between factory and the link should have been acceptable for trial purposes, but this again depends on how the model is calculating VE and brings us back to how does it work.
     
    I am investigating bringing my MAP in across CAN and using that as a scalar on my Fuel/Ign tables but would have to be ANV table.  Would love to see CAN variable be able to be assigned to hard coded axis such as TPS, IAT, CLT... I think you understand the desire.
     
    Ill try again with the updated axis and rescaling all my fuel/ign tables.
     

     
     
    This curve is to demonstrate the error between the tables.  The X represents my first table and the triangle is the new table created.  The triangle is the factory curve.
    I have to be honest here, bit by Holley's genius once again.  I used their curve labeled as that map sensor part number in their software figuring how could one mess that up............ wellllllllllllllllllllllllllllllllllll it is wrong.  My mistake, thanks Adam... hopeful this fixes it.
     
  20. Thanks
    Gsab reacted to motomattx in Injector change   
    If you tune was good before the switch you should be able to change the latency table, the injector size and minimum pulse width and it should run pretty good.
  21. Thanks
    Gsab reacted to koracing in Fury or thunder X   
    How likely is it that it will end up being a wire to wire / pin to pin same ecu as the thunder in the X format?  I hope there is something even better on the horizon.  PDM integration?
  22. Thanks
    Gsab reacted to Confused in Impossibly small numbers on my fuel tune. Help please.   
    @Gsab I've been visiting this forum every day for a couple of years now, and have been reading every new thread that's posted, and I agree - you can learn a LOT about how the ECU works just by doing so, and also HUGE respect to @Adamw for his professionalism and patience (even when he didn't work for Link for a while - I think he's back officially now?) - especially when, as you said, most people do not come back to say thanks!
    It reminds me a little of this:

    XKCD: Wisdom of the Ancients
     
    One thing I don't like about Haltech is that they discourage you from using the forum, and prefer you to call them. That means as a new (or potential) user, you don't have the ability to look back over issues people have had and see their resolution, so it's likely you'll make similar mistakes to others.
  23. Like
    Gsab got a reaction from Confused in Impossibly small numbers on my fuel tune. Help please.   
    I went and read ALL 206 pages and all the topics in this forum. Yes, it is a lot !
    What I found was that most of the questions asked are pretty much the same issues, just in a different format.
    Same problems. Adam, you are a Trojan mate ! Putting up with the same stuff ad infinitum..
    I really learnt a sh*tload of how the ecu works and how the features inner working are interlinked. I am sure I still now very little but was able to help myself.
    I also discovered that Adam no longer works for Link, that's a double kudos to you for handling a large part of this forum bud.
    The biggest thing I saw was that there was no acknowledgement for Adams or any other persons input, advice and problem solving. Once the answer was given, hardly a reply or  thanks. An eye opener.
    I have solved all my immediate issues( I hope) and thanks for your input Adam , CJ , Vaughn and others ! Thanks guys, it is appreciated greatly .
     
  24. Thanks
    Gsab reacted to Simon in Low Oil Pressure protection strategy question   
    Aux 5 is set to activate the light if GP limit 1 becomes active.

  25. Thanks
    Gsab reacted to Adamw in Low Oil Pressure protection strategy question   
    Sorry CJ posted just before me but I will leave it here anyhow.
     
    Here is an oil pressure example from the help file:

     
    For a warning lamp to be activated whenever this Oil press limit is active you would use a GP Aux with set up like below:

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