Kristian G
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Posts posted by Kristian G
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Active corrections on his map;
FUEL;
- IAT (0@20dgc and +/-2,5% pr 10dgC change)
- Closed loop lambda (700-5000rpm and MAP <110kpa)
- Cylinder trim +1.5% constant at Cylinder 3
- Dual table, activation via DI.8 (table difference +18% in discussed area, 6000-6500rpm at 180-190kpa)
- Injector timing single zone at 330dg
- Open loop AFR table is NOT active for master fuel calculation.
Ill show the AFR Target table anyway;
IGNITION;
- ECT , reduction from above 110dgC
- IAT , reduction from above 60dgC
- Dual table, activation via DI.8 (table difference -0.5 degrees in discussed area, 6000-6500rpm at 180-190kpa)
There is no other relevant or data with impacting values to be presented from the log.
(ie, values for corrections etc etc that does have 0% troughout the pulls are not shown here)
The log show these paramenters from the pulls;
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I had a quick look, and so far with just the quick glance it seems your AFR corrections are produced accordingly to Intake Air temp correction table.
This was a mini cooper?
does it have the original topmounted IC?
where is the AIT sensor mounted?
On the first pull your intake temp drops midrange in the pull and statys quite low, and AFR drops low accordingly, but on the later pulls intake temp increases linear with the rpm.
(where all the pulls made on flat roads or with different resistance/hills etc?)
Ie. the pull made with lower IAT makes richer AFR than those with high IAT, the values in that first one are a bit rich.
For constant AFRs then the IAT correction table could be adjusted a little i guess. But that depends on how (far) its tuned in respect to ignition and EGTs.
I cant really say exactly what AFR you should run over the internet, but lower than 11 i do not expect is needed on your setup.
I suggest some road tuning of the fuel accel table also, it seems to tight at low rpms and to loose at high rpms (use Delta TPS as y axis, as its currently only a RPM based table)
I post the pictures of the pulls in your log here so others may have a look and chime in.
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Sent you a PM, check it, email adress there
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Please post your log and the ecu config pcl file.
zip or rar compress them before uploading.
We can then check if this is an ECU driven enrichment/compensation or not.
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+1 for Gsab's setup.
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Tested fuel flow.. removed the an8 ported 10micron pressure filter, problem solved :roll:
Filter was new, and didnt look clogged when i disected it, but it was obvious that it was restricting flow, the filter element was really bulged.
And i have no pressure issues after it was removed. Gonna get another filter and see if it works ok then or not.
Fuel pressure relative to MAP is not the same at boost as on idle or vaacum.
ie the ratio of the regulator is not perfectly 1:1, but that is not a problem as long as the ratio is stable with stable pressure.
ie 1:1 at vaacum and 1:0.8 at boost pressure is ok, as long as it is stable.
(By that i mean STABLE, also with rapid MAP delta og RPM delta changes)
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I cant say that its NOT the 3x2 thing you got going on, but i find that hard to beleive as i see the differential pressure drop even when car is not boosting yet. Down that low i doubt that the injectors are open long enough to drop pressure. Even if there are two of them. Cant help but think something must be fishy about the FPR hookup.. Old dirty (partially clogged) nipples on the FPR or plenum?
I do agree, but so far im still at a loss..
Way of topic but i cant help but notice the car is suffering from timingscatter. you can see it on the slightly bumpy RPM line, but it is really obvious when looking at RPM rate.Its the red line that sits just below the RPM line.
Yes, im aware of this, the car is running the original Nissan CAS, but with a 24-1 disc, without that i its totally useless.. but yes, its not optimal and a proper trigger solution is prefered but it comes down to the owner to go for that.
Right now thats second priority..
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The FPR and MAP are connected to the same line (i always do this to ensure that MAP/FPR readings are in "sync".
There is about 30cm of line from the manifold. then an Y-split that feeds the FPR with about 30cm line, and 50cm to the MAP
(V44 with internal map so a little more lenght that way..)
I can try to optimize this even more but i`ve checked and double checked the lines for any possibilities of leaks etc.
I will redo the voltage test and report back on that with more details. (Alternator voltage vs fuel pump voltage)
Next attempt now is to try with fuelfilter removed (tank-pump-rail straight lines), in-tank foam removed, fuel tank topped up.
I will get back with results again after that.
As the pressure drop increases with flow rate i can only assume this must be flow related and thus i question;
- Fuel line restrictions?
- FPR pressure signal?
- Fuel rail pressure occillation? (remember 2+2+2 x 1000cc saturated injectors with 1 inj events pr crank rev.)
I had ordered an Marren fuel damper to test, but just now got an update that they`re out of stock and it`ll be about 4 weeks before they can deliver.
Any suggestion for other optional fuel dampers? or thoughs on that possible beeing the issue?
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Is the 044 a genuine pump? One of the quicker way's I've found to check is to ensure the inlet port is helicoiled.
Yes, tried 3 different pumps, 1 copy pump, two real bosch pumps, VERIFIED
Is there any voltage drop at the pump?Measured under load and no issues found, <0.1volts.
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does your fuel tank contain a swirl pot and the main feed from the tank to the Bosch 044 is supplied from there.
It has a small pot that the suction is taken at yes.
Is your 044 gravity fed, these pumps do not like having to suck, pump should be mounted lower than the tank outlet.Well, it is situated on the same surface/level as the tank, i would say the intake port of the pump is about 2cm/ 1/2" below the suction port of the tank
Is the pump noisy at all.Not the one i put in as an replacement, but previous one really sounded like it was cavitating.
Fuel pressure dropping under load, high power or heavy acceleration is normally a good indication of lack of flow.The fuel lines and everything seem to be definitely up to the job, but the pump location is critical here.
I fully agree with these thoughts.
Also it may seem silly, but just double check you do infact have an 044 not an 040 which i have had a few shocked customers with.Also try removing the fuel filler cap and recheck incase the tank is not venting.
Yes, very aware of this, and it is the real deal pump.
Also in regards to the pressure oscillation, as you are firing 3 x 2 , you may require a pulsation dampener.Currently on its way in the mail..
Kristian
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Im working on an RB25det, 6-cyl, 400whp setup, running a V44.
Troubleshooting fuel pressure drop of.
- Base fuelpressure is set to 310kpa (45psi)
- Multipoint group, semi sequential 2+2+2 injectors. (ie. firing 2 injectors simultaneously at 1 injection events pr 360dg crank revolution)
- 1000cc injectors, low ohm saturated drive.
- Bosch 044 fuelpump
- Aeromotive 1000 an6 FPR
- Fuel rail is end fitted, i.e. one port in one out.
Fuel setup;
- An10 suction line 1ft from collector at bottom of tank to fuelpump
- An 8 from pump to pressure filter, an8 to fuel rail.
- An 6 line to FPR and an6 return line back to to the fuel cell.
As you can see in the picture pressure is dropping severely, down up to -70kpa(10psi) from set pressure.
At a slower acceleration sweep of 500rpm/sec the drop of is less, down up to -30kpa (4.5psi)
The drop of increases with RPM / fuel flow, and higher acceleration rate.
There is also pressure oscillation at high rpm.
Have tested the following so far;
- Replaced pump
- Replaced filter
- Moved return line position in tank to different positions bottom/top, furthest possible away from suction
- Changed to a larger fuel cell
- Replaced FPR
- Checked and "length adjusted" vacuum feed to FPR to ensure same pressure to MAP and FPR.
- Verified fuelpressure and MAP pressure with manual gauge (matches sensor logs)
There may be things ive tried that i forgot to list.
Any tips and thoughts are highly appreciated.
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Happy to help
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Fault actually was the faulty wastegate ocillating, even if MAP as measured in the intake manifold was steady the airflow wasnt.
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Yeah, I both feel and hear that lean out in the engine as I'm operating it on the dyno.
Knock block in use.
I've also cut 3-4dg of on ign from my pretuned map that I started this job with to start safe.
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I'm thinking either manifold air flow oscillation or fuel pressure oscillation.
no fuel damper installed. Only FPR, it could be an issue.. but difficult to identify.
I'll do a proper full check towards ignition.
On the torque gain its difficult to say, not a lot, but it does increase,
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Got to do a little more testing today, before the wastegate failed, blown membrane and stuck position.
Please see the attached new log and PCL file.
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You have an external knock sensor signal converter to 0-5volts connected to Analog input 3, is that correct?
In that case, often the external knock signal converter will keep its output signal to the ecu at 0 or 5volts blank for just a second as you power on the car, and this will activate the V88 fault code.
If the above is correct, and your analog input 3 function is tested for its use and working (knock sensor in your case) , then just go to "fault settings" under analog inputs and set "error values" for AnV3 to 0.00v and 5.00v.
Use menu "ECU Controls" - clear ecu fault codes, then press ctrl-S to store right afterwards as the software somethings fails to properly clear the fault code unless you store.
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The pcl file is there, look just above the picture.
I'll have to take a full log tomorrow, didn't get to much time to look into this car/issue before I had to shut down for the day so I just posted my last log I had on the computer.
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Independent of MAP and TPS value the car will lean out around 3300rpm,
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Hi.
Anyone ever had an issue where there is a few degrees deviation between the 0 and 180dg spark on a wasted spark setup?
Anyone got any troubleshooting tips?
RB25DET, std CAS, all triggers seems to work fine as logged, all incoming/outgoing signals steady, engine seems to run ok, but the 0-180dg spark deviation of about 3degrees are consistant over rpm range.
Cant tell if "0" spark is "correct" og "180" is, or if "correct" is average/in the middle of the two.
Looking with the timing light connected at cyl 1 i "see" 14 marks instead of 7, paired two and two about 3 degrees deviation.. again ignition is steady over rpms with the same deviation between spark/w.spark
Any insights or experience with similar higly appricated.
Will attempt to replace the cas and check similarity of result by using pickup from the other cylinders...
Regards
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use LM programmer to set up LM-2 AN out to 0-5v linear. Then connect - (minus) lead from above AN out to ECU sensor ground (grounding to chassis where ecu are grounded will work ok) and then connect the + lead to the ECU`s AN in 1 or 2 depending on which one is available on your application. If you look at the ecu booklet you`ll find the pinouts there. last time i used this ecu AN-2 was pin no 5 starting from upper right looking at the back of the ecu connector. (note! the ecu connector, not the plug in board if your using that for your car)
New to Vipec so a couple of questions.
in ViPEC V Series
Posted
All of this is possible but nothing is preconfigured so it all has to be set up. Don't have time to give you details right now, but I can get back to it if no one else chimes in.
I use oil pressure vs rpm as an (rpm) limiter, and thus it kills the engine at to low or loss of pressure.
I use lambda vs load as the same function, with some tps data. (Instead of fuel pressure, but could use that in place of lambda if there's no WB installed)
A little unsure about so many different boost settings, but think it's manageable.
For antilag on/off the whole function can be enabled/disabled by a switch or other selectable conditions.
Of course antilag in of itself has to be set up / tuned
You do need the electronics of course, oil pressure sensor, pwm boost solenoid etc