Ducie54
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Posts posted by Ducie54
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39 minutes ago, iceman_n said:
according to the log file IAT at 220kpa 7600 rpm is around 30 degrees quite ok in my opinion
so i think advance timing blew the engine as the ignition degrees in my experience are high for turbo engine....
At 7.31 IAT is at 11 Deg, 7500 rpm, 216 KPA Almost looks like electrical noise.
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Are you running a methanol spray? Your IAT is all over the place. Can you post a map?
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Do u have a log of that run that it blew?
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I would make sure it's ignition switched 12v or you may have a back feed issue.
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5 hours ago, Dannobre said:
Can the EWP then be configured to run until a set temp as long as the ECU is still alive? IE: If it reaches the EWP off temp before the ECU Hold time expires it will go off. Otherwise it will shut everything down at the ECU Hold time?
Yes. That is how i've set mine up.
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I run mine off a digital input and haven't had dramas. Thunder ecu
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Has this been tune? Reason i ask is the fuel table scaling is only a small range. 14 min to 32 max.
I would start by using the base map cold start/warm up settings, tune the fuel table then go back to the cold start settings
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Maybe your flux capacitor is bad, Adam should be able to run you through how to test it.
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2 channel oscilloscope is the tool. You can plug them into either tablets or laptops.
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Trigger scope IS THE ONLY WAY to diagnose trigger issues.
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The nissan optical disc come in several diameters. Make sure it's the same as the you pulled out.
Put the stock one back in just for a trigger scope, will rule out a cas issue.
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A cheap inline fuel pressure gauge would tell if the fuel pressure drops or is consistent during start ups.
I forgot to ask what car motor is this running.
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I wonder if it would be possible to use a turbo waste gate and solenoid as a intake vent. You may need a light internal spring tho. Some even come with waste gate position sensor which could come in handy.
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Looking at those logs i noticed that the cranking enrichment has been reduced in the ones that are hard to start. Try adding more fuel. Also what model wide band kit are you using?
Crank enrichment table
80 DegC=22.5
90 DegC=18
100 DegC=12
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I'm on shift so can't look at the logs but just check your trigger patterns and arming voltages from a good start and the longer ones.
Also once the wideband is up to temp hot wire it so you don't have a 30sec delay.
Another to look at is fuel pressure between the two scenarios. Do you have a gauge inline?
Also when was the last time u had the injectors out. E85 can cause buildup on the ends.
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Pull the ecu plug off and look down the plug to make sure all the pins are located correctly.
While watching the triggers in the run time tab F12 See if the triggers box show green while cranking.
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Can you post a map. Also from memory if your running modelled multi fuel it will only read lambda.
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Sorry i read your question wrong. I thought it would start then stall after hot restart.
Your ignition map is were your problem may lie, the first row is very low in figures. At 250 rpm during cranking your around 8 deg try around 15 deg and above and see how that goes.
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Post a log file too if possible.
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Try this map. Ive added a extra row on the IAT table @1% and added fuel at high air temps.
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Best to read the LINK manual on how to set timing not generic online fourms.
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Your first post talked about 500hp track and 600hp for straight line/over boost. How did you now come to 800hp. Maybe I missed read help me out where I went wrong. Or has your goals now change from the first post....
You can run all the best gear in the world but a Shit tune will still kill it.
BTW if I was going to troll which I can't see the point of I would of been alot harsher.
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I'm running the Asnu equlivant injectors with a spray plate and found 8% less flow with E85 during flow testing. Can u post a pick of your dead times and I'll compare it to what I worked out. If ur dead times are too low the VE numbers with need to be alot bigger.
Best way to tell if the dead time is close in modelled mode is to drive in a area of the map around 2.5ms pulse width. Should be in linear area of injector. Tune the fuel cells so it match the afr target table I tune to .9 Lambda for testing. Now in the afr target table request a change to Lambda 1 afr should follow. Now request a change to .8 afr should follow. If not change all the dead time valves by the same amount so the afr tracks the requested new afr target.
Blown engine!
in G4+
Posted
Reason why?