Adamw
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Posts posted by Adamw
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No it shouldnt run all the time. Can you show us your settings.
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Yeah all sounds ok. The flex sensor is a digital signal so ground offsets arent that important. You could likely even get away with chassis ground.
DI1 is used for the speed sensor which is useful for many functions, I would be inclined to keep that connected. DI9 on Pin D9 would be a good option - the Neutral switch isnt typically used in the ecu unless push button start.
34 minutes ago, WerksAuto said:The IAT Sensor I can cut the temp wire from the oem maf and run that to the iat sensor and utilize the maf ground correct?
Yep. From the help file:
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This is a G1 plugin for a V7 wrx.
I am not certain if that ecu is actually laptop tunable or not. Most "Possum Link's" were but the firmware suffix J on that one suggests it may not be. The "ComLink" software you have on the floppy was only for datalogging, not tuning.
I would still try connecting a PC using PC Link however, you may be lucky. You will need a USB>serial adapter, with the comport setup as Com1-9.
PC Link V2.5 available here: https://www.linkecu.com/pclink/PCLinkV2.5Setup.exe?_gl=1*a111m7*_ga*MTIxMjM1MzU2MS4xNjA4NDk4NDc3*_ga_YGEEXMZ8NR*MTY2ODcxNjIxNy4xMzIuMS4xNjY4NzE3NjE1LjQ2LjAuMA..
Manual Here:
https://forums.linkecu.com/applications/core/interface/file/attachment.php?id=2528
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8 hours ago, MGV101 said:
Just one question though. Is the protocol for Transmit Link AIM MXS Strada Dash same as Generic Dash?
Almost identical, the only difference is the Lambda 1 & 2 channels, in generic dash they are sent with a resolution of 0.001, in the MXS stream they are sent with a res of 0.01. This was done so the dash can work with our older ECU's that broadcast AFR instead of lambda.
So in the configurable generic dash stream, find lambda 1 & 2 and change the divider to 10 will make it the same as the MXS stream.
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One option would be to swap oil temp and ECT inputs.
Another would be to use the "Configurable Generic Dash" CAN stream template and swap GP Temp in place of Oil temp.
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If I understand what you are asking correctly, example below would activate Aux 4 if Virtual aux 3 or 4 or 5 were true.
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The G3 drivers havent been updated since 2007 so I suspect probably a windows update has prevented them from running due to a more recently discovered security risk or similar.
Try installing the drivers attached below and check if the yellow exclamation marks disappear. To install these first check if you have 32bit or 64bit windows. Then extract the files from the zip folder, double click on the *Install_x64.exe file if you have 64bit windows, or *Install_x86.exe if you have 32bit.
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Log MAP using ECU logging at 500Hz, I suspect you will find the occasional short spike in pressure which trips the limit. The limits are assessed at very high frequency, the statistics are updated slower so some very short events may be missed in the reported statistics.
Note also with the MAP limit advanced mode turned off, the default limit control range is 10Kpa. This means if the MAP limit is set to 236Kpa, the limit will start cutting 10Kpa early - at 226Kpa.
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You need some kind of feedback to be able to control position with a DC motor as the speed it moves at will vary with load, temperature, battery voltage etc. With that device on its own the ecu would ever know what position it is in, you would need a further position sensor. With a stepper motor they move an exact increment with every pulse sent to it, so the ecu can home it before starting or after stopping to get a known position, then from there it can just keep count of how many pulses in each direction it has sent to the stepper. With a solenoid they move to the same position everytime proportional to DC so its position is known. With E-throttle you have TPS to feedback position.
You couldnt use TPS for position of the idle motor as TPS is affected by both the drivers foot and the motor so often wont be relevant to motor position. If you fitted a steeper motor to that gearbox it could probably work with nothing extra. To use as is would need a dedicated position sensor and a new control function written into the ecu. E-throttle would probably be an easier option at that point.
I've been meaning to buy a VW A2C53248883 to try as a cheaper ITB DBW actuator one day.
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Can you give us a log in closed loop and a copy of the tune.
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I have never seen one. Is it a brushed DC motor or a stepper? How many pins on the connector? How does it know its position?
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I would raise the speed lockout to the max, and based on the trend in the rest of the idle base position table the 80deg cell could come down a bit. If it does it worse with fan or AC on then those offsets will need reducing too.
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G4+ can do variable blip via CAN request using either a 3D e-throttle target table or activating a second target table during blip request.
G4+ doesnt have a good way to do a variable cut request via CAN. You could do something like switch between retard only for low load shifts and a fixed cut percentage for high load shifts. Or we could possibly use the gear index to command say 5 different levels of cut percentage 20/40/60/80/100% or similar. Provided you dont need "gear" to work in the ecu for anything else.
Im happy to discuss with them via email. I will PM you my address.
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Our plug-in ecu doesnt have the controls for the stock sequential turbos so that will likely be the boost issue.
Would need to see a log and tune for the other stuff.
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Turn the engine clockwise until the trigger 2 tooth is under it's sensor, from here turn the engine a little further until the first trigger 1 tooth is under is sensor. This is the index tooth or "zero" offset. The trigger offset is the angular distance from this index tooth to TDC1. If you need to turn clockwise from this index point to reach TDC1 the offset value will be negative, if you need to turn anti-clockwise then the offset is positive.
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What you are really looking for is a drag racing "power management" type function which the G4+ doesnt have. Although your proposed idea using TC slip could possibly acheive the effect you are looking for, I suspect it will be pretty difficult to understand and tune.
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The excess fuel is coming from acceleration enrichment. In the log below you can see the injector PW is 21ms, 16ms of this is coming from accel enrichment.
You could solve this by increasing the Accel deadband, but your MAP is very noisy so I suggest you change to TPS accel mode. I will attach some starting settings below.
For the starting difficulty, you have ignition mode set to direct spark but you dont have any sync set up. This means for some start attempts the spark will be on the wrong cycle. To solve this you could set up MAP level sync or you can change ignition mode to wasted spark. I suggest wasted spark as the easiest option so you can start tuning and work out the other problems.
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The idle misfire and the need for overly rich mixture sounds very much like an ITB synchronisation issue to me. You will have a cylinder or two much leaner than the others so this one will misfire or run poorly until you add more fuel. You could try enabling individual cyl fuel trims and adjust each cylinder one at a time to see if you can improve it by adding fuel to only the lean cylinder/s.
Also, if the idle speed is too high with the throttle and idle valve closed then it is getting too much air from somewhere...
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Idle actuator integral gain is still set to 0.25.
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Lambda is irrelevant when you have a cut active, you have raw oxygen pumping through the exhaust system.
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CLL is irrelevant. In modeled mode your VE table represents air flow. Your AFR or lambda target table tells the ecu how much fuel you want added to your air. This is always in effect regardless of CLL being used or not.
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No there is still the odd spike there and the ecu isnt happy with it. Can you do a PC log of it cranking. Do you have a jumper pack or similar so we could try powering that sensor from a standalone source?
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I looked through all my tunes and I havent done many RB26 with knock control for G4+. The only one I have is below, it will be a starting point, this was from 2016 so the knock control algorithm had a big update sometime after this and I dont even remember the car. Also im not sure why I used TP on the Y axis of the threshold table in this case, I would generally use MAP for the Y axis or not even bother with load and use RPM only.
Mr2 beams red top engine trigger problem
in Engine Tuning
Posted
It all looks happy in the log. The ecu is not preventing any cylinders from running from what I can see.
You will need to connect your MAP sensor and turn it on in the software. Have you checked base timing? Have you checked fuel pressure?