Adamw
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Posts posted by Adamw
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No, must be a minimum of 2.0V span. Can you tell me the resistance between red and black, and black and yellow and both fully extended and fully retracted.
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The crank sensor is wired incorrect polarity, swap the +/- wires at the crank sensor plug.
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On 5/7/2023 at 7:58 AM, mjb214 said:
There was a pretty solid backfire right near the end of the run ~42:40minutes. I was reviewing the logs to see and it looks like it goes from 29 degrees timing to zero then back and then again it hits 5 BTDC ~43min. So something is overriding the ignition table but I can't figure out what it is.
That is just idle ignition kicking in. The speed lockout isn't working as you dont have a non driven wheel speed assigned. You can assign your RR wheel as both the driven and non-driven wheel to solve that. I think the backfire is actually at about 42:47, if you look at dwell you will see a spike down to 1.4ms. Im not quite sure of the reason for that - it is aligned with idle ign activating so possibly something related to the sudden change in ign advance from 30deg to 0deg.
On 5/7/2023 at 7:58 AM, mjb214 said:It seems to hit 100% throttle at 75% pedal still so I'll recal the pedal next week as well to see if that was out of whack. There should not be anything obstructing it on 0 or on 100.
Not sure what you are saying here, it appears to be following the target ok to me.
On 5/7/2023 at 7:58 AM, mjb214 said:Do you think it is still idling too rich?
Yeah, its still pulling 15% out whenever it is idling.
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2 hours ago, DerekAE86 said:
Would you still do a 3d table with pw vs map for example?
No need for a 2nd axis.
2 hours ago, DerekAE86 said:I had no idea there was a estimated air mass flow parameter either - unless I'm missing something the help file doesnt seem to talk about it.
How does it work?Obviously only applies to modelled fuel equation. Mass air flow estimated is the calculated air mass from the modelled fuel equation using VE and density. If you are using traditional fuel equation then Inj DC is very closely related to mass air flow.
3 hours ago, DerekAE86 said:Would it not be better to allow the user to set a delay - no matter how inaccurate, then not setting a delay at all?
So if the user put in 150ms, but the delay was actually 500ms. It's still closer to the actual than without it.Possibly something that may be considered in the future, not high priority right now as I have never seen it make F all difference.
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Yes the default lambda/afr channel units dont work correctly, this is due to our older ecu's broadcasting AFR and our newer ones broadcasting Lamabda so the setup is a compromise so both work. It is quite easy to set up a math channel to generate AFR.
In RS3, go to >math channel>add channel>linear corrector. Name the new channel AFR or similar, choose ECU WBO2 LAM1 as the channel, set multiplier to 14.7. Click save and then you will have a new AFR channel that you can add to your display pages.
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Ok, I have no personal experience with ALS with a GDI engine but I can give you a basic set up to work from, you will really want an experienced tuner involved as it is very easy to cause serious damage with ALS.
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The exhaust cam position appears to be reported correctly now. The ecu is applying maximum duty cycle to aux 3 trying to get it to retard but it is not moving. With the engine off, ignition on, do the exhaust solenoids click when you put aux 3 & 4 into test PWM mode? Have you cut the stock connectors off the vanos solenoids? Assuming they do click, is the vanos system known to be in good mechanical condition and working?
For the intake cam error, can you turn off the pull-up on DI1 to see if that solves the error.
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Only the 4 wheel speeds are sent to the dash in the default MXS CAN stream. Assign one of your wheel speed inputs as DI 2 in >chassis and body>speed sources
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If it only happens at high load it would suggest ignition noise is interfering with USB comms. Check that the monitor is not going to sleep also - this can cause PC Link to crash.
Check spark plugs are resistor type as a start. What engine are we talking and Ign system etc?
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So there are really two things being discussed here - 1), How system response time is handled in CLL and 2) how the same delays are handled with the mixture map function. Firstly, an explanation of what im referring to as "system response time", there are two main factors that contribute: Transport delay - this is how long it takes for the effects from a change in injector PW to arrive in the exhaust gas at the Nernst cell in the sensor. Sensor response time - this is how long it takes for the sensor to determine lambda or oxygen content of the gas after it has reached the measurement chamber.
The transport delay part varies hugely - mass flow is the main contributor, but there are many other factors - exhaust pipe volume, injector timing, cam timing etc all have some influence. The sensor response time is less variable but still significant. Factors like gas temperature, gas flow and how far away from stoich the exhaust gas is, influences the response speed. If we combine these two delays, the typical total system response time can vary from about 4s at rich idle to about 0.05s at stoich WOT.
- For the CLL control loop: The update rate table, lockouts for heavy transients, and the reactivation delay generally takes care of the large variation of total system response time quite well. Since mass flow is the main contributor, the update rate table is best if referencing a variable that is indicative of mass flow such as Injector Eff PW or Air Mass flow estimated, but even just RPM often works well enough. It is best to have the update rate a little slower than the total system response time if possible. This is not always possible at idle with our current minimum of 1Hz but usually close enough.
- Mixture Map: The mixture map has no way of knowing what the system response time was for every sample in the log or any way of compensating for it either. You can only be smart with the filtering or the way in which you capture the data so that more weight is given to samples which are a better representation of steady-state conditions.
Some logging software does allow you to specify a "lambda delay" for tools like histograms or scatter plots which effectively just offsets all of the lambda sample's time stamps, this can work ok for applications like a race engine where it spends most of its time running above say 5000RPM and 50% TP so the system response time is much less variable, but this type of correction wont help much in the case of a typical road captured log with no thought given about how the engine was operated during data capture.
On 5/7/2023 at 2:55 PM, DerekAE86 said:This leads me to a question about the Mixture Map "samples" option.
Is that "total" samples for that log file, eg: during that session there must be data for that cell at least X times somewhere in the log.
Or is it a threshold everytime you enter that cell, eg: you need to have X concurrent samples from that cell before any additional ones are utilized? Then when you leave that cell and re-enter the count is reset.Total samples for the whole log that were within the specified active zone area for that cell.
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Assuming it is an EJ engine (not the FA) then the existing WRX 11 ecu will do this model. So far I dont think we have tested in a UK car but have several AUDM & JDM cars from 2015-2019 running it successfully. The 2015+ CAN modes will be available in the next software release, but I can give you a beta version if needed before then.
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Are you talking about the surface view of a table? Do all tables give you the same issue or only a certain type?
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2 hours ago, Rossobianconero said:
How would you run traction control on a AWD car?
It's not something I have had a lot to do with as it is pretty rare to do so. In the OEM world it generally becomes more of a stability control function rather than traction control, where wheel speeds may be manipulated based on yaw, acceleration and other realtime measurements to approximate the level of traction. In the aftermarket world the strategy would vary with the application and goal, it could be something simple such as a maximum wheel speed acceleration rate or real vehicle speed may be determined from LiDAR/RADAR or there may be GPS-based systems nowadays that incorporate other vehicle dynamics sensors to give a vehicle speed accurate enough to be useful for wheel slip calcs.
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@Oprah_152 I have sent you a PM.
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Are you sure that is the correct map? That set back to S54 trigger mode and vvt mode.
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On 5/5/2023 at 12:17 PM, Adamw said:
redo the offsets.
It looks like you havent reset the offsets.
Follow the procedure below. Use a test pulse count of 7 on the exhaust cam test and a count of 6 on the intake cam test. Enter the obtained cam angle value for the exhaust cam into the "Trigger 2 VVT" menu and for the intake cam you enter it into the DI1 settings.
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The main cause of the surge is the idle antistall gain is too high, drop this to 2.0. This kicks in if your RPM drops 150RPM below target, so you are increasing the proportional effect by 800% when this happens with your current settings.
Something is a bit fishy with your throttle pedal, at the beginning of the log it is reading 0.6% at rest, at the end of the log it is sitting at 1.1% at rest, it should read 0% whenever it is at rest. It may be something mechanical such as it is not positioned well so your foot rests on it too heavily or it could be some electrical issue - worn sensor or ground offset etc. This is preventing idle control from even activating.
So those two above are the most important things to fix first in my view. I agree with most of the other suggestions given also but want to add a couple of further related comments:
- Def Increase RPM lockout in both idle speed control and idle ign and KO suggests.
- I agree that the idle base position appears to be about 0.5% too low - but with G4+ to get a nice transition from idle to driving, you are meant to have the bulk of your idle position coming from the main e-throttle target table and only small values in the idle base position table (mostly just whatever extra is needed for warm up) - so I would change it up a bit - put 2.0% right across the whole top row of the e-throttle target table, then subtract 0.5% from all the current values in your idle base position table.
- I wouldnt adjust the E-throttle integral at this stage, you already have quite a high target error accumulator count in some areas so I wouldnt want to make it less responsive.
- Whilst I agree the Idle ign could be more aggressive if needed, I think I would leave it as is for now, it isn't even activating at present due to your APS issue so just fixing that will make a big difference.
Not related to your idle issue but a few other things I spotted:
- you are getting a lot of integral wind-up on your LH exhaust cam. A couple of things causing this - It is reading about -1deg with the cam fully home sitting on the mechanical stop so the ecu is pulling out more and more DC trying to force it to zero. Adjust the offset on DI1 so that the LH exhaust position reads 0 at idle. Secondly, increase the VVT RPM lockout to about 1200 so its not active at idle when there is little oil pressure.
- CLL is pulling 15% fuel out at idle and it is still about 5% richer than target when warm so something in the tune isn't right. To me the values in the idle area of the charge temp table look too small for a V engine where the intake manifold probably runs quite a bit warmer than a typical inline engine. This could potentially contribute to stalling or an undershoot when entering idle conditions excessively rich.
- Battery voltage is not very good in the log, about 12.7-13.0V at idle which isn't too unusual, but still only 13.1V max at 4000rpm.
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8 long, 3 short would be fault code 83, but there is no such code as far as I know. Can you connect a laptop to confirm?
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Is it GDI still? Does it have electronic throttle? Does it have an egt sensor connected to the ecu? What controls does the driver have - is there only an on/off switch or is there a cal knob as well?
Note ALS isn't usually active during idle, generally only over-run, at idle you would usually have it set up to switch to cyclic idle to get all the temperatures back under control. How aggressive you can go with the ALS strategy to achieve "instant boost" usually comes down to how comfortable the driver is with the push effect.
Brand new link G4x ecu disabled
in G4x
Posted
Yes, you need to contact your dealer as the note says, they have to generate the unlock code for you. You can still set everything up, but the engine wont run until unlocked.