Adamw

Moved to the G4X forum. If you are using the built in pre-configured generic dash stream then the CAN output should be exactly the same as G4+. If you are using a custom stream file then you will have to scale all parameters to something suitable for CAN output prior to transmitting. In the G4+ the values where stored in the ECU in the scaled form. In the G4X they are stored exactly how you see them on the screen. So for ECT for instance you will have to add an offset of +50 to match how the G4+ worked. For lambda you will need a multiplier of 1000. For Batt voltage a multiplier of 100.

Can you do a short log of it cranking. Attach a copy of your tune too. How to do a PC Log: https://www.youtube.com/watch?v=_P1LRANeO4A Edited the bit about doing a triggerscope since I just realised you have an Atom

Rising on both. Trigger offset Im not 100% sure, but likely around zero.

The main purpose of the update rate table is to account for "transport delay", this is the time it takes for the lambda sensor to sense a change in the fuel mixture and reach a stable value. To test this you can log injector PW or fuel table number and lambda, hold the engine at a constant RPM and apply a step change of say 10% to the whole fuel table, the transport delay is how long it takes after you have changed the fuel table until the measured lambda reaches the new value corresponding to the change in fuel input (~10%). The more gas that is moving through the exhaust system, then the faster this delay will be. So you can update at a faster at higher RPM because more gas is moving through the system so the delay to reach and saturate the sensor is shorter. Your update rate can be close to the transport delay time. If your update rate is too fast then you have to use much less gain to prevent oscillation. The gain is basically how "big of a bite" the CLL system will take at correcting the lambda error. To tune this I just log CLL trim, Lambda error, lambda target & lambda 1 and watch response while making step changes to the whole fuel table (just multiply the whole table by say 10% or -10% as well as smaller and larger changes). Then play around with gain to achieve the fastest correction possible without significant overshoot/undershoot or oscillation. Especially the 3 cells at the left hand end of the gain table are the ones that make the biggest difference. You can do a pretty good job of this just free revving, holding at constant RPM, you dont really need to be on a dyno or anything.

Hang on, I just noticed you have a Storm ECU, but you say you are using the CANDASH cable. The Storm doesnt even have the round CAN port, it only has CAN2 on the main B connector. Have you connected the display to these pins?

You're meant to tune the VE table so that the measured AFR matches the AFR target - it doesnt matter if that target is the actual target you will finally use as you can easily change it afterwards. After calibrating the VE table if you want to try different AFR's you just adjust the AFR target. So, if you have calibrated the VE table by targeting a different AFR than was in the AFR target table at the time, then your VE is now wrong. If the load axis breakpoints on your AFR target table match your fuel table then you should be able to correct the VE table by multiplying a whole row by the same factor that you have changed the target table row by. So if for instance you adjusted a row in the target table by say 3% leaner, then you want to increase any rows in the VE table that reference that part of the target table by 3% also. This should end up with the target table corrected with little change to the final AFR.

For ITB's NA you will want your fuel & Ignition table Y axis to be throttle position, with very fine breakpoints for the first 10% or so of throttle movement. I will attach below a fuel and ign table from an ITB engine that will be better starting points. You can right click on your existing fuel or ign table and chose import/export>import from file. Next, air flow balance or sync is very important for decent low speed running with ITB's, have you checked airflow is well balanced with a synchrometer or stethoscope etc? I cant see in the photo if there is adjustment between the individual blades or not. ITB Ignition Table 1.lte ITB with MAP comp Fuel Table 1.lte

Can you confirm the sensor is wired like this (they are oposite to the cam sensor pinout): 12V Trig 1 Gnd

About 90% of LS1's use the 5-10 triggermode, so I would try changing to that first.

The Vein pressure converter is used bypass the airflow meter and convert to speed density (MAP sensor), the graphic control computer is used to "tune" that new VPC signal at different RPM/load points as the OEM ecu could not be tuned in anyway. You could still have them connected up so they light up etc but you wouldnt want them set up in a way that they could manipulate any signals that the ECU used. In otherwords, for show only. Neither of these are needed as the Kurofune doesnot use the air flow meter, it works natively in speed density mode and since every single part of it is accessible to the end user and tuneable there is no need for the GCC. The "Electronic valve controller" is an electronic boost control device, and the scramble boost controller was just used to give you a short blast of higher boost for a fixed time when you pushed the button. You can still use these if you wish, but the ECU has all this functionality built in as well as things like boost by gear or speed or throttle position etc and will do a far better job of it.

Ok, no signs of trigger error in your log but it wouldnt hurt to bump that trig 2 arming threshold up to something more relevant. No other obvious signs of an issue in your log. A couple of comments after looking at your tune: Are you 100% sure your engine is using the "351/HO" firing order? I know from a previous case that some 5.0's use the older 289/302 firing order. Turn traction control off for now. It is not interfering in the log but with the slip aim at zero, it is going to start cutting as soon as the wheels start to turn. Set fuel system type to FP sensor since you have one, it will mean your tune is going to change but it will make your VE more realistic, make tuning easier and give you an extra layer of safety if fuel pressure ever drops. Looking at your Avatar - does this engine have ITB's?

There are a couple of ways we can do it. So if you discuss with them what is easier then I will help you set up the ecu side and can give you any info you may need to pass on to them. Option 1 would be to modify the "generic dash stream" that they currently already support but just swap out one of the channels that is not commonly used. Say for instance secondary injection duty cycle which is a 0-100% channel could be swapped to fuel level. This would basically just require them to "re-label" the channel on their end. Option 2 would be to stick with the generic dash stream as it is, but add a second message on a different ID with fuel level channel in it. Say ID 1000 is the full generic dash stream, then ID 1100 we just send fuel level. Option 3 would be to start from scratch with a completely custom message that just has the stuff you want. Option 4 may be to duplicate another brand ECU stream such as maybe Haltech or AEM if any of them already have fuel level and all the other channels you want. The limitation here is we can only have 6 CAN IDs for custom messages, which may not get you all the channels you want.

You would want to set the trig 2 arming threshold so that it is above that noise level, but otherwise it looks quite usable, provided it doesnt get exponentially worse at higher RPM etc. In that scope capture your trig 2 waveform is about 6V high and the noise is about 0.5V. So if you set the arming threshold for that specific RPM to say 3V, then the ECU will ignore everything below 3V. Are you getting trigger errors reported or any other trigger error symptoms such as RPM jumping around? What coils does it have? Do you have ignitors? If you want to attach a short log of it running and the tune file I will take a look.

That second scope capture doesnot show a misfiring cylinder. Those missing teeth gaps are 180 degrees apart. So those red arrows would show 3 cylinders out of 4 not running by their explanation. The fact that the distance (time between teeth) doesnt change much, but the voltage changes greatly suggest that this is actually a sensor failing or a lose connection. If the crank had slowed down so much that the voltage was less than 1/4 normal, then the missing tooth "gap" would be much longer too.

You guys are pussies. Lol. Here's mine. keep in mind the sensor location and exhaust volume will have a large impact on the amount of gain you can get away with and the update rate. My sensor is right in the turbine exit so responds to changes in fueling quite quickly. The current software may not allow numbers as big as mine, I am running a beta version which has some updates to CLL but it should be available soon. I just have my trim limit table set to zero trim in the high-vacuum region.

There shouldnt be anything else required. Can you attach your ecu map and I will have a quick look at the set up.

Cold start with E85 will never be good, this is why "flex fuel" was invented so you can lower the ethanol content for cooler temperatures. Ethanol has a low RVP (volatility), so at low temperatures there is very little vapor produced in the port. The fuel just sits in the port mostly as liquid - you need vapor for ignition. This is why you need to add so much enrichment to get it started - the more liquid that is in there, then you will have a little more vapor produced. Most of the liquid at least for the first few cycles will not even burn and will just flow through to the exhaust where it will quickly heat and create vapor - this is why you get bangs in the exhaust sometimes. I dont see any suggestions you have a trigger problem. Large injectors with poor atomisation works against producing vapor too. In countries like Brazil where they all run E85 or higher, they use small heated injectors to produce the vapor to allow good cold start. You may get a little improvement by shifting your injector timing in the cranking/idling region later (say about 200BTDC) so that it is squirting when the intake valve is open and air is rushing past. But otherwise there is not much you can do except experiment with adding excessive fuel.

With E-throttle idle control the base position table should be near zero at normal operating temp, the main idle throttle opening required should come from the main E-throttle target table. So you need to subtract about 1.5-2.0 from all the numbers in your base position table and add 1.5-2.0 to the top row of your E-throttle target table.

Set it to custom to enter your own deadtimes. The V series didnt have short pulse width adder - it is generally not much advantage until you get up around 1500cc so I wouldnt be too concerned.

Does it not have a base map loaded in it? I dont personally have a copy, but will ask around tomorrow what we have.

I dont think there is a way to do this at present. I see there is a "wish list" item in the system to investigate if this is possible. My understanding from a friend that has designed a similar strategy in his "research level" ecu is you need a minimum of 60 teeth on the crank to get good enough resolution/detail of the crank acceleration, then a fairly complex cylinder pressure model to create an expected crank acceleration channel to compare against the measured crank acceleration.

I might call upon @Vaughan to reply on this one, he may know more than me. I thought this should be fixed in 6.16.27 and I havent seen it on my car. Senor ground is suggested for an analog input reference. I might ask @Vaughan to get that on the fix list too.

No, the ecu should be perfectly happy at that temp. Generally we like to keep them below 70C (~160F).

Unlikely, especially the main point that you said it is not turning off - that usually means there is a lost power supply so the flyback from injectors etc keeps it alive.

Im running out of ideas. Can you try moving the CAN harness/plug to the CAN2 socket, then in the software turn off CAN1, set up CAN 2 for CAN lambda, 1Mb, ID950, and try find devices on CAN 2. It may also be worth trying different bit rates on CAN2, 500K, 250K etc in case that lambda device is programmed wrong.