Adamw
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Posts posted by Adamw
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I will PM you a firmware to test. This odd error wasn't related to you using mass air flow on the charge temp table, but it looks like it needed a fairly unique set of circumstances to cause it so should affect very few other users.
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You have a trigger issue, you can see the RPM drops to zero pretty much every cam revolution.
Do a trigger scope while cranking and attach that here.
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7 hours ago, Ricco said:
I'm sure I'm just misunderstanding something but I see Base WGDC commanded at 20% but I'm seeing an actual WGDC at 40%
This is because you have the Base DC Mode set to "Stage 2". This means for stage 3 the feed-forward (base duty) will be fixed at the last calculated DC value when it exited stage 2. The WGDC table will have no effect. If you want the base duty to be updated from the WGDC table through stage 3 you need to set the Base DC mode to Stage 2-3. Typically stage 2-3 mode works the best for road car sized turbos, while stage 2 mode works best for large turbos that have reasonably stable spring pressure control.
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Sorry for the slow reply, I've been busy as with other stuff and havent had time to do justice looking at this again since my last reply. There is another post poped up in the G4X forum in the last couple of days that has a similar short spike of CLL beyond the trim limits so I suspect there is a bug causing that. Strangely I haven't seen it happen in my car, the limits are always honoured in that so there is some other factor involved. Anyhow, the Firmware team know about it now and will take a look when they get a chance. I will have to have another read through your posts and logs again to bring myself back up to speed on all the details before I can offer much further thoughts. That may not be for a few days yet.
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23 hours ago, k fuku said:
Is the PWM output table DC correct?
Is the frequency fixed at 100%?Yes that looks like it would work to me. A fixed frequency of 100Hz would be fine. Note this setup would give some motor power as soon as the torque sensor voltage moved away from 2.5V - so at 2.49V for example the H-bridge will be outputting a small voltage. Is that ok or do you need a deadband between 2.4-2.6V?
23 hours ago, k fuku said:The selection does not appear on CAN.
It should be possible to do it with CAN using the "CAN Word W1" for direction and PWM. -4095 to 0 would give 100-0% left, 0 to 4095 would give 0-100% right.
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NTC sensors arent particularly accurate at low temps, but since they would have both been reading the same if you had the correct calibration selected and one has had the calibration checked by us then I would say most likely the ECT is correct. It would be unlikely that both sensors are wrong and both reading wrong by exactly the same amount.
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7 hours ago, Link2ThePast said:
've read through the link help file and it suggests the same as HPA does in the TPS+Map webinar with the R32: TPS as y axis on the main fuel table, Lambda target with MAP/MGP as the Y axis, and then tune on open loop; As per the help file, this requires the Traditional fuel model.
You dont need traditional, modelled will work exactly the same. Modelled makes more sense for blended fuels.
7 hours ago, Link2ThePast said:What options do I have for the X axis for lambda target? I know RPM but is there a reason to look at any others? If so, what are the advantages and disadvantages.
Really you dont even need RPM as a general comment, load is the main factor that needs to be referenced. However, RPM can be useful for situations such as a modified engine that doesnt like to idle at lambda 1.0 but will cruise happily at that. Or when you have something very knock limited you can use a richer target right around the peak torque RPM to reduce knock risk, then lean it off once past peak torque so you arent giving away too much power from being excessively rich.
7 hours ago, Link2ThePast said:Additionally, I was doing some searching, and I also saw that I could do a secondary fuel table in Link. This pulls up the option to use interpolation between a full e-85 (2nd table) and pump gas (main fuel table). I'm assuming for the 2nd fuel table, it's TPSvsRPM as well but with values (for a tank full of E85) to get to 1 lambda. As for the ignition tables, I suspect I need 1 for pump gas and a secondary one for E85.
Read the flex fuel set up and tuning guide in the help file. If you are using modelled mode then your fuel table represents VE (air flow), so in theory it shouldn't change when you change fuel. In reality however it sometimes does change a little due to egt differences and scavenging effects etc. I have only done a few full flex tunes as E85 is only available as an expensive race fuel here now but I found provided you have good injector data you usually dont need a 2nd fuel table enabled. For ignition tables yes, you would typically set up 2 tables that are blended between, one is tuned on straight petrol the other on straight ethanol or at least the highest concentration you will run. With ignition however the blend isn't linear like it is with most fuel related stuff, so you need to check it at a few concentrations in between the extremes. For example you will have a big difference in Ign timing going from E0 to E50, but from E50 to E100 there will be little difference.
8 hours ago, Link2ThePast said:For the ratio table, what would be the best choice for the axis? %Ethanol or Multi Fuel Blend?
Multi fuel blend is generally the better option as then 0-100% matches your min and max ethanol content. So for example if you tuned the first table with E0 and the second table with E80, then you want to be using 100% table 2 when you are running on E80. If you had ethanol content on the axis then when you had E80 in the tank you would be pulling numbers only 80% of the way between table 2 and table 1.
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You are definitely hitting the MAP limit a lot in both of those logs. Most likely you arent seeing all the detail due to the slower rate of PC Logging. I would suggest you set up ECU logging to log MAP, Ign cut, MAP limit status etc at 500Hz and I think you will find it is hitting the 190Kpa limit range threshold.
5 hours ago, Ricco said:Why is the WGDC sometimes different to the 'Boost Base DC' even with the PID's zero'd?
That would have to be one of the WG trims. Being an MR2, most likely IAT trim? I cant really see an example in the logs without knowing what was in the DC table at the time.
5 hours ago, Ricco said:I'm getting random Boost spikes. I've seen it jump over 100kpa in 1/1000th of a second which seems implausible.. Could this be a symptom of an old/failing/bad stock Map sensor?
Those are intake backfires. Hard to tell if they are due to the MAP limit ignition cut or whether that came just as a consequence of the backfire and the backfire was caused by something else. Faster logging will help confirm that. A couple of observations: In the short log there is an ign cut at 0:17 and 0:20, there was a MAP spike on the one at 0:20. Just before these two cuts the battery voltage had dropped quite low, ~12.4V on the first and 12.8V on the second, so potentially a misfire as distributor ignition at 4000RPM and 12.4V and probably some of the hardware 30 years old isn't going to be making great ignition energy. Intake backfires are often an indication of a lean fuel mixture, there is no lambda set up in these logs so I cant rule that out but it is something to keep in mind.
A couple of unrelated comments, just stuff I noticed when looking at the logs:
The warm up enrichment was still active for most of that longer log. If that was at normal operating temps you might want to lower the last enrichment cell so it is not working when warmed up.
The rough/oscillating idle in many places is caused by the idle control kicking on and off due to the MAP lockout being too low, bump this up to 65kpa or so.
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There is no CAN set up for the lambda module(s) at all and lambda 1 is still set to AN Volt 10 and Lambda 2 is set to AN Volt 11.
Set-up instructions from the help file below:
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Please attach a copy of your map and a log of it idling, we can only guess with no info provided. If it is in closed loop mode and all idle conditions are met then the valve would normally move to whatever position is needed to achieve the correct idle speed, adjusting base position shouldn't change anything unless it momentarily jumps outside of one of the lockouts. There is also a minimum and maximum clamp value that will prevent the DC going outside of the set range.
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7 minutes ago, Clattie said:
I'm pretty sure I set it to that.
No, in the map you have attached above you have the IAT set to Std Bosch NTC. The ECT is set up correctly. If you set the IAT calibration to Link IAT it would read within a degree or 2 of the ECT which would indicate the ECT is reading correct also.
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That will be a Storm based plug-in ECU. It has AN Volt 1-6 and AN Temp 1-3, and DI 1-6.
The IAT sensor can connect to AN Temp 2 (main header pin 36) or AN Temp 3 on the expansion connector.
Fuel press and wideband can connect to any spare AN Volt inputs. There is AN Volt 2 on the expansion connecter, or AN Volt 4/5/6 on the main header that probably arent being used (these were originally connected to the airflow meters and narrowband oxy probe).
A flex fuel sensor can be connected to any spare DI, there is DI 5 &6 on the Expansion. Note G4 doesnt have true flex fuel capability, cold start and some other fundamentals will be bit of a compromise with flex fuel using this ecu
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I will send you a PM with some info to confirm the CAN mod.
The G4 ecu cant use a CAN lambda device, only analog wideband controllers.
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7 hours ago, Hamid said:
I need some information i am using itbs on 3sge redtop and i wanted to know can i use the link g4+ ecu for the altezza 3sge blacktop which has map sensor built in the ecu for my 3sge redtop
What specific ECU do you have? A Monsoon or one of out plug-ins?
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If you have the Link IAT with 1/8NPT brass thread and the DTM plug on it then the calibration should be set to "Link NTC1-8 & Link IAT1-8".
If you have the black totally plastic flange mounted one then this uses the Bosch cal.
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15 hours ago, cws_nz said:
Ignition switch- we are keeping the stock rx2 body wiring so Key will turn it on and either key switch or keypad button to start, am I best to run the ignition on input to the razor and then the razor powers up all required ignition circuits? Otherwise I'm assuming would need to switch the main 12v to the ecu?
If the key already powers other stuff that is not going to be moved to the PDM then all the PDM needs is an Ign Sw signal from the same switch. The ECU should be connected to the same source as injectors and coils so it is applying correct deadtimes and dwell times, so if those are powered from the PDM then the ECU should be too.
15 hours ago, cws_nz said:With this many CAN devices run them all on one bus or split them up?
They will be fine all on the one bus.
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The Std Bosch NTC calibration is correct for the Toyota ECT sensor. What IAT do you have? You said above "you selected th link sensor", but in your map it is set to Std Bosch NTC as well.
MAP sensor should be set up like this:
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I have had no experience driving a EPS motor directly, but the ECU master device should be able to do the direction change.
If using PWM input for example you can set the PWM offset to "middle offset" then, 0% input = 100% reverse. 50%DC input = 0% (stop). 100%input = 100% forwards.
A similar setup can be done for CAN input.
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Set up will look like this:
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What ecu do you have?
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Do you have oil pressure, GP Limit 1 or Ign cut logged? Your GP Limit 1 looks a bit optimistic for hot oil pressure around the idle area to me.
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1 hour ago, Clattie said:
It says in the help file that my min and max dc clamp should be lower using a e-throttle so i've set them both at -30% and 30%, i'm not too sure what this does though, is this the max the software can open and close the body? Such as idle, cruise control etc..?
You might be confusing two different sets of clamps here. In the E-throttle settings there is a min and max clamp for the duty cycle sent to the motor. Usually start with these around -90 and +90. The DC affects how much power the motor has, Sometimes these need to be reduced if there is a lot of overshoot on fast movements that cant be corrected with PID, or if the motor has known weak gears you can use this to reduce the load ion the gears etc. Some systems with heavy springs etc may need higher DC.
In the Idle actuator settings there as another min and max clamp, these are the min and max throttle position that will be commanded when idle conditions are met. Typically you set these a bit lower and a bit higher than what is seen at normal idle. Start with 2% min and 7% max.
While you are in idle settings, your idle base position table needs to be adjusted also, set this to 3.5% right across as a starting point. Zero out the startup offset and change integral gain to 0.03.
Edit:
I forgot to mention your MAP sensor is way off and your IAT and ECT dont match. Assuming the car hasnt been started recently the IAT and ECT would usually read pretty similar.
coil on plug (direct spark) setting for evo 8
in G4+
Posted
You must use Ign 1/2/3/4 for 4 cyl direct spark. So yes, you will have to shuffle the FP and fan to some other aux. Preferably to spare Ign or Inj drives if you have any as I think the fan relay will back feed if connected to a normal aux.