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Adamw

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Everything posted by Adamw

  1. You still have errors on CAN 1
  2. Adamw

    evo 9 VVT wont work

    The factory ecu uses a 5V pull-up. So the signal should vary between 0-5V with a factory ecu. The Link ECU has a 12V pull-up so I would expect something more like 0-12V when connected to the Link ecu.
  3. Adamw

    Normalised knock

    I had a quick look over your log. I agree it definately looks like there is some mild knock in the 5000-6000rpm region on at least a couple of cylinders. The easiest test is generally to pull 5deg out of the cells around that area and if the noise levels flatten out then it is a strong suggestion it is knock. The delta threshold is getting tripped more often than it should be and in some places it looks like it is not getting tripped when it needs to be so I think the deltas still need a bit of work. Add these channels to you log will help see what is going on. I will attach some example settings from our 2.0 JDM V11 STI. Im not sure how relevent they will be but it might give you a feel for the trends. There are definately some of these settings I havent experimented with much and probably need more optimising one day but the knock control in this car works well and can be relied on as is. It is a bit erractic at around 2000RPM no matter what I do which is why I have it disabled below 2500. I only use ign trim as fuel doesnt seem to do much to supress knock in piston engines, it works well in rotaries though which is the main reason it is there as an option.
  4. Doesnt the L15B Vtec solenoid have two wires? If it has 2 wires then you can just connect one wire to 12V and the other to the ecu aux and use lowside drive. The ECU then only needs to do lowside drive and it can handle 2A. If it only has one wire like the B18C that this post was about then you will need a relay to highside drive it.
  5. The G4+ just uses a CP210X VCP, I would expect you can find a CP210x arm driver on the silabs site. I have no idea what parallels needs to work however. There are no plans to support Mac hardware at this time.
  6. It would appear your pump is not happy at 33% (note that is only the DC that the FPC gets, Im not sure if it actually outputs the same 33% DC to the pump or if the relationship is not 1:1). You could try something like below so it switches to higher DC earlier (I still think idle will be less than 3% inj DC though so this may not help), or you can just set Aux 7 to off and the pump will run full speed all the time. Another option would be to use the openloop pump control option and just switch between 66% at idle and 100% a bit higher up if you wanted more flexability.
  7. No, offset makes no difference to start up delay. The engine can start as soon as the ecu has seen the cam tooth.
  8. Your updated config attached. Make sure your ECU is on the latest 5.6.8 firmware. Brad Foreman.zconfig
  9. You have many bus errors on CAN1, you need to solve these for the E-throttle to be happy. The transmit and acknowledge error suggest possibly one device you are sending data to is not acknowledging.
  10. The 300Z plug-in ecu doesnt have the Aux 9/10 pins available for direct E-throttle connection. You can use the external module or if you havent purchased the ecu yet your dealer could place a special order with Link for one to be hand modified with some flying leads added to make aux 9/10 available.
  11. With mulittooth mode, the trigger offset is measured from the tooth on the crank that imediatly follows the cam edge back to TDC #1. So with an offset of zero that would suggest the edge of the cam window that you are using is somewhere very close to TDC. Looking at the stock evo 1-3 cas (it may be the same as 1g but might not be too), they have one of the "cam" falling edges at about 50ATDC and the other at about 340ATDC. So if the 1G cas is similar I would expect to trigger offset to be somewhere around one of these values, say +/-30deg. Its hard to imagine a reason why it would run on any cylinders at all if the ofset was wrong as it would be wrong by the same amount on all cylinders. As a reality check I would probably turn the engine over by hand to TDC#1 then pull the lid of the cas and see where the window is in ralation to the sensor. If one edge is right under the sensor then your offset of 0 is correct. Correct. Can you also confirm, when you do the ignition test, does cyl 1 spark when you test ign 1, cyl 2 when testing ign 2 etc...?
  12. I dont think CAN errors on CAN 2 should be a problem since your APS is only on CAN 1 now. But I would suggest as a test you could try just turning off CAN 2 (set mode to off) since CAN bus APS is not very common I dont have enough experience to say for sure CAN 2 isnt the problem. Can you do a short log for me as follows: Start with E-throttle in set up mode and working, start the log recordeing, then switch to ON mode, keep recording until the fault occurs/throttle stops working (this may be immediately), save the log and attach here.
  13. It looks like it maybe the engine fan offset too big (the fan offset stays active for about 1.5 sec after the AC clutch turns off). Try reducing that by about half and see if that helps.
  14. Email [email protected] for instructions, Im sure they will be happy for you to return it directly.
  15. can you attach a copy of the current tune.
  16. Your scope is fine and in the log it looks like the ecu is happy with the trigger. Sync tooth isnt relevant in this case since no VVT. Have you verified base timing? Your trigger offset of zero would be would be a big coincidence if that was correct. When you say it is not running on cyl 1 & 2 do you have a spark on those cylinders if you put a light on them?
  17. That is normal, the Aux fuel/Aux Ign runtimes only shows status of Aux type functions - such as fuel pump, they will just show off when used for injection or ignition.
  18. So the AEM white wire is connected to AN5 on the expansion harness? And the AEM brown wire is connected to sensor ground? Your log shows AN Volt 5 at 0.15V most of the time which according to the AEM manual isnt possible, so it suggests the gauge is faulty.
  19. As far as I have seen all the contenintal ones and the small VDO one that we sell normally need the pull-up turned on. The Siemens ones sometimes need a stronger external pull-up fitted. I havent come across one where the pull-up needed to be off. There are many no name brands and clones though so I can only speak from my experience. If you are getting a frequency with the pull-up off then it suggests thats what it wants.
  20. For the start up rev & oscilation, try changing these in orange: I think you could also try reducing the idle actuator integral gain further too. This may improve the little oscilation you have when AC turns on/off. Maybe try around 0.03
  21. Shorting it out would cause it to power down so if there were any unstored changes you would lose them but thats about all.
  22. What ecu do you have? I see its a plug-in ECU, but the GTO triggermode suggests it is not in the intended chassis.
  23. If there is no spark when using the ignition test function then there is a wiring problem. Has the original igniter been bypassed?
  24. It is reporting 27-50Hz, a normal reading is 50-150Hz. Anything below 40 or higher than 160Hz is considered a faulty sensor or contaminated fuel.
  25. Adamw

    4age Trigger Scope

    Yes. Set up is in the help file.
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