Adamw
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Posts posted by Adamw
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The C127 has an odometer and trip distance function built in. The ecu already sends wheel speeds to the dash so thats all it needs.
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3 hours ago, 4ttl said:
Is there a LCS file for the PDM comms? I can make it work, it would save time to load a file and go.
The standard PDM stream has at least 120 channels, probably more now as that was a while ago, so for G4+ you should do a custom stream with just the channels you need. I will give a couple of examples below for sending say fuel pump request to PDM and receiving say a CAN DI into the ecu from the "high boost" keypad button.
3 hours ago, 4ttl said:Can I use CAN DI or AVI inputs from the PDM for sensors/switches? I can get the ECU to "see" a CAN DI but how do I get it to become useful. There are NO CAN DI or CAN AVI assignable like the G4X
The generic CAN Analogs are very limited in G4+, you can log them and use them on table axes but thats about all. You cant rename them or assign units or non-linear calibration curves. There are a few analog channels that you can write directly to the runtime - fuel and oil press are common ones that spring to mind. CAN DI's can do most common functions like switch tables, switch functions like launch or ALS on and off, use in virtual auxes or GP outputs etc. For most of the other odd DI functions you can write directly to the runtime. For example you can receive a CAN signal directly as "AC Request" rather than as CAN DI1 and assign that to AC request like you would do in G4X. To see what can be written to directly, open the test calculator parameter selection form and set the filter to receive, it will list all the parameters that can be received via CAN.
Example for ECU to transmit Fuel pump and fan to PDM. Stream 1 has 1 frame per virtual (or can use non virtual) aux that you want to send. Frame ID is 0 for the first frame, 1 for the 2nd etc:
These will be received into the PDM as CAN Function 1 & 2:
Now lets send a high boost and Launch keypad button to the ecu:
And the matching receive for the ECU:
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Yep, needs to be falling.
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Note the alignment between the crank and cam patterns must be very close to the original CAS. If they are not then some start attempts will sync on the wrong crank tooth which may explain your no start condition.
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In my experience using gear barrel position to trigger a shift doesnt give a great shift - but the ecu does allow it if you want to try. The problem is the barrel stops rotating before the ideal start shift point is reached (ie you need to start the cut before the shift forks have any preload.)
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It looks like the ecu is interpreting the trigger signal correctly - at least it was when that scope was captured.
Is this map not actually from your ECU? It shows the engine was running and warm when the map was saved, and the ecu statistics shows it has started 740 times and its run for 841mins total? It would be more useful to have the map from your ecu, as then the data is relevant.
But my thoughts would be similar to essb00, possibly your trigger offset is out by 360deg. Your master fuel may also be too small depending what size injectors you have. 10ms would be about what I would expect for ~700cc/min injectors.
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You still have an issue with the throttle in that log, at time point 10:12 the TPS sub started drifting away from TPS main, it was only moments away from faulting when it suddenly come right on its own. Given it is a new throttle and Bosch stuff is generally of good quality, I would be leaning more towards it being a bad connection somewhere.
On 12/4/2022 at 11:42 PM, jqvp said:Also at some point which I'm not sure if its in the log is I got the following error "fuel calculation clamped at its minimum value" but the car didn't stall or anything. When I looked again at the laptop the error was gone...
This is not an error, this is just telling the tuner that he is commanding a PW shorter than what you have set for the minimum effective PW, so you cant make it any leaner at that point.
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Something still doesnt look right with MAP to me, you have 80Kpa at idle which is barely a vacuum. With key on, engine off, what does BAP and MAP read?
Note also your alternator is not working and you have no acceleration enrichment enabled so you will what to fix those before tuning.
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I dont know of anyone that has sniffed one.
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No, that will only work with a AC load connected. You will need similar relay with DC input and output.
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So where does the power for the VVT solenoids and IACV come from? Can you try running it with those 3 solenoids unplugged to see if it turns off with those out of the equation?
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If the ecu is showing no signal on the trigger inputs then you have a faulty sensor or a bad connection somewhere. The "trigger 1 signal" runtime will say yes any time a voltage at the trigger 1 pin exceeds the arming threshold - even if it is not the right pattern or noisy signal etc.
What you could do is at a time when the engine is running ok, unplug the ecu and measure resistance between pin 7 & 8, note this down - this should be the same resistance here at the ecu as it is if you measure directly across the two sensor pins. Most reluctor sensors are somewhere around 500-1500ohm. Then next time you have the start issue do the same test, if the multimeter shows much higher resistance or OL at the ecu plug, then unplug the sensor and check resistance directly across the sensor. That will then tell you if the problem is the wiring or the sensor.
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On 12/5/2022 at 9:29 AM, Copyninja said:
looking at the logs - fuel, boost, spark all cut at 6597rpm
What time point is this? I dont see any such thing, there are no cuts at all in the whole log and I see boost, inj PW and dwell at all times the TP is at 100%?
The main thing that jumps out at me is it looks like you have a fuel surge or cavitation issue, fuel pressure drops and becomes very erratic under high acceleration - but that issue is not present at the 6600RPM problem area that you refer to above in this log.
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That mostly looks ok. What ecu do you have, and what else is connected to auxes?
ah just noticed the topic says xtreme. I suspect it could be the injector drives since that ecu has p&h drives, but still would like to confirm what else is connected to auxes. -
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You can try the G4+ USB drivers which are a lot newer than the old G3 ones so should have a higher chance of being compatible with newer OS's.
Download the zip file below, extract it somewhere handy on your PC then run the file named "Link USB Driver Install_x64.exe"
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It is still not clear what you mean? The picture that Vaughan posted above should give you all you need. The same or similar 2 pictures are in the quick start guide.
Maybe this will clear it up:
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G4X is pretty robust with gap detection on any generic missing tooth pattern as it also performs a gap validation test on the teeth following the gap.
An example of a case where a "-2" might be preferred or possibly necessary over a "-1" would be something like a modern 4 stroke motorcross engine - being a single cylinder, very low rotating inertia, high compression, and with a weak/light weight starter and battery system, so the cranking speed can be highly variable. I have seen them go from ~400RPM to 40RPM in the space of just 3 or 4 teeth. If the gap wasnt ideally placed so the crank suddenly slowed down just a few teeth before the gap approaches the sensor then it could be difficult to identify the gap.
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You have patches of "teeth" missing from the trigger signal. I have seen this before with other Nissan CAS, but im not 100% sure what causes it. In one case we found the battery voltage reaching the 12V pin at the CAS was very low during cranking and running a new 12V supply solved that one but im not sure that is always the cause.
If you look at a log of it cranking, what does the battery voltage reported in the ecu log look like?
We dont get KA engines over here so it is not one im very familiar with, does the distributor in these have the coil built in or is it a separate coil with an HT lead to dizzy cap?
Is this Trigger Scope Normal
in G4x
Posted
That is not one I have seen before, what is the engine? Using cam level sync on tooth 30 would allow the cam to move about 60deg advance without getting into trouble.