Jump to content

Sutkale

Members
  • Posts

    158
  • Joined

  • Last visited

  • Days Won

    1

Posts posted by Sutkale

  1. Hi,

    in my application I ran the 1.2 k ohm resistor inline with the trigger positive wire to the factory ECU.

    I made sure the trigger 1 +ve wire for the V88 was joined to the reluctor wire before the resistor

    That way the signal to the factory ECU was reduced and the signal to the ViPEC was stronger.

    The resistors you stated you used are far to high in impedence.

    You may find that a value of 650 ohms suits your setup.

    It is a trial and error thing, unfortunately.

    Before I got it correct, it would even through a rev limit warning when trying to start the engine, cranking it over the signal would be that corrupt that it would activate the rev limiter.

    As suggested in my previous post a reluctor interface is your other alternative, sine wave in digital square wave out, nice and clean.

    Just go to your local electronics shop and buy $10 worth of mixed resistors, you should get a few thousand of them for $10, :D

    I definitely did not get any email from you with a data log.

    [email protected]

    Regards

    Dave.

    Just got in my hands Autronic reluctor interface for decent price. That´s next thing to try. :P

  2. Hi,

    my email is [email protected]

    I lowered the light load timing values in your main ignition timing table in case of crankshaft acceleration, deceleration issues by running the ignition timing so high within short rpm changes, (similar to cranking an engine with over advanced ignition timing, the cranking rpm goes fast then slow etc) but with the engine running as I notice in your statistics you also have had a few knock events.

    Under the triggers setup can you try using a higher rpm filter than 1- default.

    Also in your statistics it shows maximum engine speed as 14 952 rpm, I can tell you in all honesty,

    I have had all these exact same symptoms on a customers Supercharged V8 with V88 I had to share the mag reluctor trigger between the factory ECU and the V88, to keep the tacho etc going due to CAN BUS.

    I had to bias the crank trigger towards the V88 to run the engine properly, I had to do this using a resistor (1.2 K from memory)the other option would be to use a reluctor interface (converts sine wave to square wave), I had issues with excessive rpm readings which would activate the rpm limiter constantly and would also cause the vehicle tacho to play up or not work at idle.

    You have 1586 counts of hitting the rev limiter, now I bet they are generated via the trigger issue, not actual rpm achieved.

    I would have these exact issues until I got the correct biasing resistor and raised the trigger arming voltages.

    Regards

    Dave.

    Hi Dave,

    I emailed the log file yesterday to the above address. Have you got it?

    The screenshot you´ve attached definately seems identical in respect of max engine speed. Tried 10k resistor in VE+ wire, but engine barely ran for a seconds and resulted a bunch of trigger errors and bangs in exhaust. Furthermore, it resulted very "beefy" (app. 3-5 time beefier and sharp edged line in trigger scope) trigger signal. Maybe 10K is too much? How did you install the 1.2k resistor? Just in line with VE+ cable? Hopefully heading the right way... :P

  3. Here´s the log file and pcl file.

    Daves_run.pcl

    Runs that are worth of looking are on 6.55, 8.50 - 8.55 and 11.57 - 12,04 mins. At the beginning of file a bit revving on standstill.

    Engine did ran much better with new trigger sensor cable on 1st and 2nd gears even though trigger error counter saw plenty of errors. Am I seeing misfires here? That would be quite odd since at higher load (2.5 bar with fat fuel) there is not such symptoms.

    EDIT: Forum does not accept log file to be attached. Dave, could you please send me your email via pm.

  4. Hi Sutkale,

    No problems for keeping an eye on your post.

    I forgot that the error counter only climbed during low rpm, with quick rev rate.

    ARE YOU SHARING TRIGGER 1 SIGNAL WITH ANOTHER ECU OR DEVICE.

    Can you please load the attached PCL file into your ECU,

    It is loaded with a PC data log setup I wish to check and I have also changed your off boost timing and just interpolated the lower MAP value areas to be less aggressive .

    I really need to know about sharing trigger 1 with any other device .

    I also need you to reset your computer statistics, before the log run.

    I want you to start the engine and let it warm up, (NOTE LOGGER WILL ACTIVATE AT 1100 RPM),If cold start idle speed is above this please set to a higher trigger speed or activate the logger manually.

    I want you to rev the engine in neautral and also take for a short drive and give it some in 1st and 2nd gear.

    I want you to then save the log file as DAVES LOG,

    I want you to leave the engine running and then hit F2 and save the PCL FILE as DAVES RUN.

    You must hit F2 while the engine is running so we can capture the idling data as well as error codes and trigger error counter statistics etc.

    Your current file shows no trigger error counts etc.

    If you can please try the above and post the new PCL, hit F2 and save while engine is running and also post the data log.

    Thanks

    Regards

    Dave.

    Hi Dave,

    Yes the signal is shared with factory ecu. Have tried it unconnected, but no difference.

    Will test your map as well and do test runs accordingly. Will test new screened cable at sensors end since the cable (first 40 cm) is oem sensors cable.

  5. Thanks Dave for watching! :P

    4D fuel is waiting to be tuned. Fueling is consistent with lower boost levels, but appearing on a bit on richer side than targeted on higher boost levels and I´m planning to fix that with 4D tune. So far having seen any issues with lower numbers set on main fuel table - ain´t they only reference numbers for VE calculation? As adding the charge temp tuning option are we heading to a real VE-tuning later on?

    And yes, I am running CDI which results a flat table.

    As the trigger arming voltage, setting the voltage on higher level do not really help, it actually gets worse for a reason or another. We have to remember that the issue here is trigger errors occur on standstill revving and on 1st and 2nd gear when rpms rice fast. When running on 3rd and higher gears I get error free runs as the rpm ramp rate is slower.

  6. Your trigger 2 scope trace seems to be a lot cleaner, even though not going fully to 0 volt it only drops to 0.33 volts, but the little interference spikes etc in the first trace have gone.

    Did you get to check all of your earths, we are chasing as close to 0 ohms as possible and under 1 volt to be a good earth.

    Can you also please post your PCL file.

    Regards

    Dave.

    I did go through all the earths and we´re seeing 0 ohms almost everywhere, so this can´t be a grounding issue, I guess... How low has the volts drop in Trigger 2? Haven´t done nothing to trigger 2 so far, being more interested in trigger 1 behaviour. As concerning the latter, I changed the OEM crank trigger cable (all the way from the sensor itself, which is app. 40 cm long) to a screened cable and that made the trigger 1 signal better looking. Gotta test that on the road how it goes.

    Will send the pcl-file soo if the forum let me to upload files. ;)

  7. The manual states the following in respect of the sync mode;

    "Multi-tooth / Missing Requirements

    · When the Trigger Mode is set to Multi-tooth / Missing the sync tooth edge must occur within a green 50% zone as shown in the image below.

    · The sync tooth edge(s) must also NOT occur in the 'missing tooth gap' or within 30 degrees (crankshaft revolution) of the tooth after the gap."

    What is actually the 50% zone above? Within 50 % calculated from the "centre" of crank revolution / between missing teet on crank?

  8. Hi Dave,

    Yes I have tried different setting on trigger voltage. According to my scopeshots, it is showing about 12 - 14 volts as a peak voltage so trigger voltage could be around 6 volts at high rpms. However, it works best at 2,5 volts for some reason? ECU is grounded to head not block though! ANy difference? Groundings everywhere shows pure 0 ohms measured between different grounding points. One thing that may have something to do with this, is the alternator. Just noticed that it propably sucks energy while engine is not running and keeps a whining sound.

    Gonna try 10K ohm resistor in VE+ wire in next few days. I red from Motec and Megasquirt forums someone´s been able to fix a similar type of issue with that.

    Okay too a scope capture yesterday and it shows a higher voltage peak after missing teeth than previous shots at higher rpms:

    EDIT: Forum says "attachment quota has been reached"..? Cannot add the attachment.

  9. Hi Dave,

    Hi,

    Yes I have tried different setting on trigger voltage. According to my scopeshots, it is showing about 12 - 14 volts as a peak voltage so trigger voltage could be around 6 volts at high rpms. However, it works best at 2,5 volts for some reason? ECU is grounded to head not block though! ANy difference? Groundings everywhere shows pure 0 ohms measured between different grounding points. One thing that may have something to do with this, is the alternator. Just noticed that it propably sucks energy while engine is not running and keeps a whining sound.

    Gonna try 10K ohm resistor in VE+ wire in next few days. I red from Motec and Megasquirt forums someone´s been able to fix a similar type of issue with that.

    Okay too a scope capture yesterday and it shows a higher voltage peak after missing teeth than previous shots at higher rpms:

    EDIT: Forum says "attachment quota has been reached"..? Cannot add the attachment.

  10. Hi Sutkale,

    What type of engine is it.

    What RPM is screen shot 1 of trigger 1 taken at, curious as it has a -4.15 volts to +4.15 volts peak to peak sine wave.

    Compared to -11.12 volts to + 12.44 volts peak to peak sine wave on trigger 1 screen shot 2 taken at 6500- 7000rpm.

    Also compare your peak to peak voltages for trigger 1 on screen shot 1 and 2 they vary in peak to peak voltages for each pulse, I don't believe this would be an issue and may have something to do with your changing of filter rates coupled with rpm change.

    What trigger arming voltages are you using.

    Regards

    Dave.

    Dave,

    That's 2 litre 4 cyl Volvo engine.

    First shot is taken at 2000 rpms if I remember right, that explains lower voltage I guess. Trigger arming voltage at high rpms is now 3 volts and changing them higher does not really change anything for some reasons. Haven't tested that on higher loads though.

  11. Dave: Gotta check the ECU earthing issue, but there´s 2x50mm2 earthing cables between block and chassis.

    Managed to capture a shot from the crank trigger at around 6500 - 7000 rpm, though no trigger errors at that very moment... :twisted:

    First tooth after missing teeth seems to spike a bit but the voltage drops well below 0 anyway.

    Gotta change spark plugs and check ECU earthings also and test the crank sensor with different air gaps as a next task. Still can´t understand why this issue is present only when the rpms rise quickly.

    post-1143-143450215579_thumb.jpg

  12. Hi ,

    if you look at the data in the top left corner of trigger 2 it shows minimum voltage = o.33 volts not o volts

    Maximum voltage = 4.15 volts.

    Also if you look at the scope trace you will see that the green line doesn't go all the way down to the + + + + LINE.

    Regards

    Dave.

    Okay now I understood it. Any ideas what to do to get the voltage to zero level as it should?

    Thanks!

  13. Hi,

    Dave:

    Trigger 2 type: Optical / Hall, Trigger 2 Filtering: Level 1 (low), Trigger 2 Pullup: ON,f Trigger 2 Edge: Falling, Sync Mode: Cam Level. The engine is aluminium 2.0 litre Volvo 4 cyl engine fitted with Garret GTX4202R turbo. Cam sensor is DENSO and the outlook is similar to this one: http://www.autopartswarehouse.com/sku/O ... 00528.html.

    I am under impression that there is not usually issues with Hall sensors, but I can be wrong for sure. Haven´t checked the distance between sensing tooth and sensor but will do this on coming days.

    Simon:

    I also noticed the high voltage peak after the missing teeth. I think the crux over here maybe the depth of the missing teeth since it is on the same level as the surface between the teeth (as what I remember) causing voltage spike on the first toot after missing teeth and hence ECU loosing the sync. Would it be beneficial to increase the air gap between sensor and flywheel teeth? That would lower the voltage spike? As a rule of thump increasing the air gap is good for sensor performance at high rpm but would cause some issues at cranking since the voltage provided by sensor is so low at that moment.

    As the Trigger2, what do mean by "Trigger 2 is sitting a bit above ground"? Sorry for the language limitations.. :P ?

    Gotta study the oscilloscope use first, then try to capture the signal.

  14. Hi,

    Have had some unsolved trigger issues for a long time in certain conditions but now thought to tackle the issue, since it somehow got a bit worse when I relocated the battery.

    The symptoms are roughly as follows:

    1) Revving the engine standstill, trigger error comes in at app. 7000 rpms, causing 10-15 errors -> rapid rpm ramp rate

    2) First gear, trigger error comes in at app. 7500 rpms, causing 10-20 errors -> still rapid rpm ramp rate

    3) Second gear, trigger error comes in at app. 8000 rpms, counting up to 10 errors -> slower rpm ramp rate

    4) Third gear and higher, the engine can be revved up to 9500 rpms and no trigger errors if there´s grip available and rpm ramp rate isn´t that high.

    Trigger mode is MultiTooth/Missing, Tooth count 60, Missing Teeth 2, Trigger 1 type Reluctor. Trigger 2 type is Optical / Hall. Reluctor sensor is Siemens 2 wire sensor.

    Changing trigger 1 filtering higher will make the issue even worse and adjusting trigger arming threshold does not really help, using now 2,5 - 3 volts at higher rpms seems to be the best option so far.

    It is obvious that rpm ramp rate has something to do with this since the things get worse when rpms rice fast. Any ideas how to get forward with the issue? Or is this a mechinal and related to trigger wheel shape especially to missing teeth shape?

    Just got a cheap picoscope on my hands and thought to play a bit with it, if that would provide me some help and see how the signal behaves when the issue occurs. I don´t know if ECU´s own trigger scope is capable of recording signal on high revs?

    I attached a screenshot from the signal taken by ECU´s own trigger scope when trigger is error free.

    post-1143-143450215574_thumb.jpg

  15. Hi,

    because it is a new operating system as such, new firmware with new parameters etc, you need to let the ECU know whether to ignore that input or to have you set it to it's correct calibration.

    This is why it is important to read the UPDATE notes when you install the new software/firmware.

    There will more than likely be new functions you do not know about because you haven't read the update.

    Believe me, there are some very important bits of information in the current 5.1.0 software/firmware, that can have huge consequences as to how well your engine will or can run etc.

    Regards

    Dave.

    Thanks Dave,

    I´ve noticed new functions and made changes accordingly like the ones under Fule main tab. It´s a bit unclear to me if the firmware changes have an affect to trigger since I started to get trigger errors. I´ll take some time to read the update notes and make required changes. Is the update notes available as such since I could read them elsewhere than in car while making new update to firmware?

  16. Guys,

    I installed the latest firmware and software to my i88. Once the ECU connection is established, there´s a warning message screen that "Value out of bounds" and showing that different values (in each warning screen) like Fuel blend, Quick tune AFR X-axis, cam position blaa, blaa, etc. I get rid of them by tapping "Ignore" on each screen. How to get rid of this? Very annoying. :twisted: There´s nothing wrong with the settings as such.

  17. New firmware / software tested quickly. Had to make rather big changes to main fuel table on light load once putting right settings under fuel main settings (charge temp was not used). Was running really rich before retune on new firmware / software with old fuel table numbers. I´ve got 1998cm3 four banger engine with big cams and practically only minimal vacuum at idle. Couldn´t make any high load pulls since turbo compressor wing is a bit damaged, but on "higher" load need for fuel map changes obviously aren´t that much.

×
×
  • Create New...