Adamw
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Posts posted by Adamw
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Are you connected to an ecu or using a map that is from a recent firmware when testing this?
I see there is a note in 6.22.44 that says "fixed secondary deadtime table visibility in settings menu", so I assume this was known and fixed. Im not at a pc now but will try to have a look tomorrow.
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This will happen if the return spring is not strong enough to close the throttle on its own when the ecu does a direction test by turning off power to the motor when blade is fully open. On a conventional throttle if the ecu turns off power after the calibration and sees the the TPS move significantly due to the spring (towards closed) then it knows it was working in the correct direction. If it doesnt move significantly from what it believes was the open position then it considers it is probably set up backwards and was already closed.
In your case it may just be there is not enough spring to naturally return the motor and blades to nearly closed.
Just do a manual calibration instead, turn off E-throttle relay, move throttle to full open with fingers, note down the TPS main and sub voltages. The push blades fully closed and note down closed voltages. Then manually type the open/closed voltages into the TPS settings.
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15 hours ago, Tnak004 said:
Subaru parallel sequential turbo
Not sure what you mean here, really it has to be either parallel or Sequential - not both.
Parallel is where both turbos run all the time (typically both the same size), this is just like controlling a single turbo. Sequential is where you have all air & exhaust going through only one turbo until some load/pressure/RPM threshold is met, then the 2nd turbo is blended in - sometimes the 1st turbo is blended out at the same time. Usually one turbo is smaller than the other. This type of system is much more complex with several valves/flaps in intake and exhaust manifolds to control as well as separate wastegate controls on each turbo. I would say too difficult for the average enthusiast.
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That doesnt look like it has ever been calibrated. Can you do a PC log of a drive around the block changing through all gears.
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As for controlling stuff connected to the PDM via the ECU, you can do most of the same stuff with custom streams in G4+. The main functionality that is missing in G4+ is it is pretty limited in what PWM type functions can be sent over CAN. From memory you can do boost control, idle control & fuel pump speed, you cant do any "GP PWM's". In terms of sending button presses and other logic from Keypad/PDM to control things in the ECU such as boost control etc, that is mostly possible - there are a couple of exceptions, from memory the "start/stop button" function doesnt accept a CAN input as well as traction control disable - there are some workarounds.
Logging PDM stuff such as output currents, voltages, temps, etc will be much more limited in G4+.
There is quite complete documentation of the PWM messages in the G4X help file, but Im happy to help guide you if needed.
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On 11/26/2022 at 9:49 PM, mike2016 said:
I understand it can be used standalone. Can I use the keypads without an ECU?
Yes.
On 11/26/2022 at 9:49 PM, mike2016 said:I wish there are more button available for purchase... maybe add a custom button option ?
Blink make quite a range, we only stock a small range of what we thought would be most commonly requested. Check out the 3 catalogs below. Otherwise they have blanks that you can have laser engraved to whatever you want, or some companies use the clear one with a label on top.
https://media.blinkmarine.com/icons-list-automotive
https://media.blinkmarine.com/icons-list-motorsport
https://media.blinkmarine.com/icons-list-marine
On 11/26/2022 at 9:49 PM, mike2016 said:Can the PDM somehow be programmed to "DIM" LED lights?
This is a subject I dont know much about. I assume it would come down to what type of signal or control the LED driver wanted. Quite possibly any that use a variable voltage signal could be controlled with just PWM, possibly with a simple low pass filter (resistor + capacitor) inline.
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The ch1 vertical res setting isn’t clear clear in that pic but I think it is set to 500mV. So your signal is only reaching ~0.8V. It needs to reach about 1.7V before the ecu will detect it
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It does sound very much like a power supply loss if connection is lost and engine stops at the same time.
Where abouts are you in the world? Was the ecu returned to NZ? Whats the wiring/battery set up like in the car - battery in the boot/trunk or anything?
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V4 & 5 should be the same triggers as far as I know. Assuming you have changed the V7 crank trigger to the V4/5 one?
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TPS can work either way around - voltage rising or falling with opening. If moving voltage is showing on the analog input raw voltage but the TPS runtime is not moving then there is something wrong with your software setup. Can you attach your tune and a short PC log of a couple of pedal movements.
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The "reverse sync" one is wrong, the other 2 look good.
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Either 42 or 52 is fine, dont nned both. And yes pin 30 is sensor ground.
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Yes you can communicate with HGT ok. A few guys out there running them.
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Sorry I dont understand the question.
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Only OBD2 diagnostics.
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For wiring diagrams, the BMW WDS must be the most widely pirated automotive documentation systems known to man, you should have no trouble finding factory diagrams. https://bmwteka.com/ is one example.
For the dash board you can use the mini R53 CAN mode and most of the basics will work. If you search "E46" on the forum here you will probably find some of my old maps with custom CAN set up for more complete functionality but you will need a good understanding of Link to make use of that. ABS is a bit hit and miss, there are 2 different ABS systems used in the E46, I know one works with the mini stream and one doesnt, cant remember which.
A/C request from memory is a bit odd, a duty cycle based signal I think. G4X should have all the tools you need be able to interpret it, but you will need to reverse engineer how it works on a car with a stock ecu first.
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The Evo doenst have individual wheelspeeds connected to the ECU. You generally also only have 2 spare DI's on the Evo9 ecu so you may need to lose some other functionality to bring 4 wheel speeds in.
Before you do that though, I would try just temporarily connecting just 1 wheel speed sensor to confirm the ABS and AYC/ACD is still happy. Many ABS systems have complex fault detection with the ground isolated from the rest of the electronics so wont tolerate being connected to a device which references a common engine/chassis/sensor ground.
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Receive into the ECU as a CAN DI, the speed limit function doesnt allow a CAN DI to be assigned directly so use virtual aux to trigger it like below.
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On 11/16/2022 at 8:15 PM, stewartb said:
Device manager has shown the Link with exclamation mark.
Did you fix this yet?
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For a synchro type gearbox I would do the blip using a 2nd E-throttle target table. Use a GP output to enable the 2nd target with whatever conditions you want to trigger a blip - I normally just use clutch and brake pedal together as the trigger. Using the E-throttle target rather than the gear shift function blip means you can vary the blip amount based on speed & RPM or similar. You may need to add a timer to the conditions depending how consistent your shifts are.
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Yes, set up instructions are in the help file.
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Your fuel pressure, injector flow rate and dead times need to be measured, not guessed or assumed. As confused says, if you dont have this info then you are best to use traditional fuel equation.
99 WRX Idle Issues and stalling
in G4x
Posted
Yep, you've def got something wrong with TPS sub, it appears to be working - the voltage changes when you move the throttle, but your TPS sub closed voltage is set to 0.91 V and the ANV4 is moving between 0.7 & 0.9V, hence it shows zero all the time. TPS closed voltage was set at 0.63V in your screenshot a couple of posts up so either something have changed there or it was never stored after calibration or something.