[fuel pump control]

The stock fuel pump controller can only do 3 fixed speeds.

[VVT Control of MX5X NB2 Plug-in]

No, just make the changes I suggested.

[4AGE G4X Atom X install and parts ordering information request]

5 hours ago, dangero said:

I assume I will need to remove a single tooth at the home position, Is this best to point to TDC on the crank?

Is it not a 36-1 already?

 

You will need a single tooth on the cam for sequential or direct spark.  

[Injector timing subaru]

Im moving your post to the G4X section as it is unlikely relevant to a G4 post.

Your issue is unlikely anything to do with injector timing.  At idle and light loads you can optimize the injector timing by adjusting it until the richest average lambda is displayed.  340-440BTDC would be the expected range.  

Wall wetting comp would typically only be significant for 1 injection event after a fuel cut or similar.  

You will be best to post a copy of your tune and a log exhibiting the problem.  

[concerned with logging results]

Can you attach a copy of the tune also.  Can you do a triggerscope capture at idle and save that as a log then attach here.  

[CAN data to external data logger, via OBD2 BT adapter]

Ok, so test 1 shows the correct data there so your device should work with that file.  The only change I made in that file is I turned off the extra AEM lambda stream that you had set up on CAN 1.  The AEM stream uses extended ID's so I suspect that obdlink device may not be capable of working on a bus with both normal and extended ID's working at the same time.     

[Ground for independent ignition coils]

You will need to adjust the trigger offset until you get the correct timing using a timing light

 

[fuel table numbers hi in flexi fuel ?]

6 hours ago, DerekAE86 said:

20% difference in flow rate seems huge.

Yeah, they are one of the biggest differences I have seen.  ~15% less is quite common though.  

 

6 hours ago, DerekAE86 said:

What is it about Ethanol that causes such a reduction in flow?
Density/viscosity play that big of a role?

I assume it is mostly viscosity but dont really know.  I havent put much thought into the why.  

 

6 hours ago, DerekAE86 said:

Or is it to account for the energy difference too?

No, im talking purely volume or mass flow rate.  

[engine fan setup for g4]

@BrianC13 You are posting in the G4 section, do you have an old G4 or a G4X as listed in your profile?

It would be helpful if you give some info about your ecu, how you have wired it and what problem you are trying to solve.

[fuel table numbers hi in flexi fuel ?]

810cc/min is about right for an ID1000 with ethanol.  

[BMW E36 PNP idle issue]

The wiring and aux state was correct in the first place.  If you have reversed the wiring then aux 1 active state should be reversed to low.

The minimum clamp needs to be set to 20% or higher with these valves as 20% is fully closed, below that they start to open again. 

So provided your aux active state/wiring is correct now (either both the same as they originally were or both reversed would be fine), then I would change the min clamp, flatten out the fuel table around the idle area and if idle still doesnt reach target then you may have an air leak or need to close the throttle a little.  

[1jz vvti can't start it]

4 hours ago, koracing said:

So this car was tuned previously with these backwards or has some rewiring been done since then?

This is why I ignore comments such as "ran fine before", it is very unlikely this would have ever ran well before. Maybe better than now, but never well.  VVT wouldnt have worked at all, you would have like 10deg timing drift with RPM etc.  

[Timing Light not firing?]

Confirm that is the actual problem before buying a new one.  It could be a bad ground or the coil 12V disappearing in start position or many other reasons. 

Do you have the timing light clamped to an HT lead between the coil and plug?

[Engine won't start]

If the injectors click using the injector test function then you can probably assume they are ok.  

Doing a log of a start attempt and attaching that along with a copy of your tune would be the first step.  

https://youtu.be/_P1LRANeO4A

 

[LINK G4X Dual e fans]

You can do a test right in the fan settings menu.

[Timing Light not firing?]

Frequency and duty will only be reported for ignition drives in aux modes.  There is dwell being commanded in the log so the ecu is commanding a spark.  You can pull a spark plug out to physically confirm a spark to rule out the timing light.  

[Idle stability troubleshooting, G4+ Fury, FD RX7 with DBW throttle]

6 minutes ago, Pete_89t2 said:

I was thinking the initial undershoot is being caused by the ignition idle control acting alone first because of the speed lockout on E-throttle CL ISC. In those cases where I clutch in & coast, you can see the ignition idle control goes active as soon as the RPMs drop below the 1500 RPM lock out, ignoring the 10mph speed lockout and that's where the undershoot happens.

Engine torque typically responds almost instantly to spark advance, you will notice the idle ignition adds significantly more advance as the RPM comes down close to target so I think it is probably helping reduce the undershoot, not causing it.   Typically you want idle ignition working at higher speed and RPM to the air flow control so I dont think the lack of speed lock out is doing you any harm in this case.  If you want the speed lockout to work you just need to set non driven wheel speed source to LR wheel as well. 

 

11 minutes ago, Pete_89t2 said:

Just to clarify, are you suggesting I try each of these changes (1), (2) & (3) individually, log & then revert to what I had before trying the next one & repeat?

Correct.

 

12 minutes ago, Pete_89t2 said:

That SWPA suggestion is interesting; I got my SWPA data & dead time data table direct from Injector Dynamics when I purchased the new injectors. But I also see that the leaner than typical target lambda's (for a rotary) I'm running at idle are resulting in small injector duty cycles & pulse widths, so maybe it's trying to operate in a non-linear area?

ID data usually works better than most, however, they test the injectors with a Motec injector driver and a test fluid that is only somewhat similar to gasoline, the SPWA is only determined at one specific voltage and one specific pressure and is only an average of a large batch of tested injectors, so there is still a lot of room for error.  The reason I think it is worth zeroing it out as a test is your wideband is reporting a swing in lambda of about 20% where the reported inj PW is only varying a few % more than MAP   

[fuel table numbers hi in flexi fuel ?]

In modelled fuel equation the fuel table numbers represent volumetric efficiency.  Typical VE numbers are around 50-60 % at idle and 100-110% at peak torque.  If it is reaching higher than that then it suggests the actual injector flow rate is lower than set.

[Transfering GPS09 speed to G4+ Fury]

Here you go.  GPS speed from the dash will be available as "LR Wheel speed" in the ecu.  

THE MAIN SETUP 230723 GPS out.zconfig 23.7.23 with GPS LR wheel.pclr

[Rx7 Fd timing]

Correct, you just want the -20 in there while doing the timing check.  You can right click on the table then do >im port/export>export to file to save a copy of the table before doing the calibration, then import it back in afterwards.

[CAN data to external data logger, via OBD2 BT adapter]

Can you load each of these 2 maps in and do a short PC log for each with just ignition on.  Also do the "ATMA" monitor all command with the OBD2 link when these are running.  

Metz-e36 GJP CAN test2.pclx Metz-e36 GJP CAN test1.pclx

[Nissan GTR R35 coils on link G4]

Although the R35 coils would still be a significant upgrade over the K20 coils, I think I would be leaning more towards the IGN1A as its just so powerful compared to everything else.

There is an issue with the IGN1A in this situation however that you need to know of - that is they have an 18V clamping diode inside them.  This means if battery voltage ever goes above 18V when the ignition switch is on the coils start pulling high current through the 12V pin and can blow fuses or melt wires etc.  Since you have a total loss system it should be fine to run like that, but you do need to be careful for example to never turn the ign switch on when the battery charger is on.   Many promod guys use these coils successfully with 16V systems knowing of this limitation.

Also be aware when running coils like these capable of generating such high energy the potential for spark leakage becomes high so you need to take all precautions to prevent this.  With a dohc engine especially you have spark plugs down inside a conductive "well" so the spark really wants to jump out the side of the spark plug boot rather than jump the gap inside the high-pressure cylinder.  With the IGN1A you need nice long spark plug boots that fit the spark plug tightly and extend all the way down the porcelain.  At the coil end you want boots that extend down the coil tower as much as poss.  Generous application of dielectric grease inside the boots at both ends.  

[Idle stability troubleshooting, G4+ Fury, FD RX7 with DBW throttle]

2 hours ago, Pete_89t2 said:

Which closed loop control are you referring to as not being active?

Idle speed control.  In the areas you get undershoot the idle speed control is in speed lockout, so increasing the base position would not be removed by E-throttle CL ISC until after ISC status becomes active.  

From that last log it is starting to look more like a fuel issue, the oscillation at 13:30 and after 22:30 seems to be linked to the oscillating lambda, the throttle is nearly dead still.  

Can you try the 3 changes below separately to see if either makes a difference:

1. Zero out the SPWA table. 
2. Make the lambda target around idle something like 0.87.
3. Put 10 right across the idle ign table.  

[Transfering GPS09 speed to G4+ Fury]

What ecu CAN port is the dash wired to?  You have both CAN1 and 2 set up with a MXS stream.  

[Rx7 Fd timing]