Adamw
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Posts posted by Adamw
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Actually the coils probably don't like 20V either and something odd may be going on with the spark due to this...
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Tony,
Something else I just noticed - You have a serious battery voltage issue. Bat volts goes above 20V when you rev it. That could be effecting the VVT solenoids...
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Yes this is for 3SGE engine. When it starts knocking at low load, even if I pull the timing back by something like 15 degrees it still happens. Then other times it runs fine with way more timing.
I am very suspicious that this is not knock that you are experiencing. Either that or there is some other factor that is making your engine more prone to it - burning oil, intake temps, cam timing, or something like a burr or carbon deposit glowing in the chamber etc. I guess hot spark plugs could do it but for a basic engine like yours that's not working at WOT all day I wouldn't expect you need to move too far from a stock heat range. I haven't done a lot of NA road engines but based on the few I have played with I would expect with an engine like this on NZ 95 pump gas at say less than 30% throttle your MBT should be somewhere around 32-40°, and that would still be a fair margin away from where knock would initiate.
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Loging AFR
in G4+
Did you try changing this setting:
Otherwise you could offset the Analog input calibration a little.
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and feels like mis-firing on one bank.
I have been to another round of dyno test today, we have increased the fuelling but it seems that no matter how much fuel is added in the VVT activation zone, it is just showing lean AFR >21. We have no idea where all the fuel went?
Looking at those logs you definatly have a fuelling issue.
If your adding more fuel in the table and the AFR is staying constant on the WB then you need to check base line pressure under load. If it drops off theres either a restriction or the pump isnt up to the job.
From Tony4's comments I don't think I would be jumping to the conclusion that it is a fuel issue yet. If there is a misfire or even "poor combustion", a wideband will usually read full lean due to excess oxygen which appears to be what's happening in these logs. Injector pulse widths appear to be sensible in the problem area. I don't have much experience with VVT so cant be much more help but just wanted to say that the lean AFR is a symptom rather than the cause.
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David,
Before I give my views on the proposed strategy, can I first ask, is this for your 3S engine? Are you sure it is knock limited? I would have expected your MBT ignition angle to be well away from the knock limit in an engine like this under most conditions?
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I dont think you normally need to do any pin or jumper swaps but there is this note in the help:
Note: On some models the Fuel pump output and A/C clutch output are in opposite positions. Your base-map will need to be modified if this is the case.
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From my basic electronics understanding I suspect that tables soak up a lot of memory resources within the processor so the limitation is probably hardware.
However, I have done some fairly serious circuit cars and can say I have never got anywhere near the limitation of table allocations, so perhaps there are more "efficient" ways to achieve the strategies you are trying to do? Can you explain more what you are trying to do or perhaps list all of the features/functions you want - maybe post a dummy map?
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1. I wouldnt bother to use a narrowband at all, the Vipec can average the readings from the other two widebands and use that for closed loop.
2. You cant connect a wideband direct to the ecu. You must use some type of wideband sensor controller.
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Can you post you map also.
Under Idle speed control, check the setting "Neutral/Park step", this should only have a small number - like 1-3%. Maybe yours has a big number here?
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Blown Ecu??
in G4+
Sounds very unlikely an ECU problem. If you have fuel, spark and timing is correct, then the ECU is doing most of what its meant to do...
Can you post your map and a PC log of a starting attempt?
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I am looking for a "installation and operation manual",
Found this on google: https://drive.google.com/file/d/0B9h3aF9QxB3CTjVQYnpDYU9acVk/view?usp=sharing
1-Can I plug the knocklink to the usb laptop computer?
2-May I plug a set of headphones to it?
Knocklink is a simple visual warning device only. There is no audio and no USB.
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tried to import your table and noticed most of it is missing, it only goes 0-500rpm ?
Yes that was intentional. It is because the only time you may need different dwell is during cranking. Any time the engine is over 500 RPM it will just use the 500RPM column. No point having a table full of all the same numbers...
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What time on Torque reintroduction on Down shiftt?
I cant say I have ever used a downshift cut. Perhaps that's because most of the circuits around here are mostly flat its not needed or perhaps its more for rally or hill climbs? I cant think of too many scenarios where you would be shifting down at WOT in a circuit car...
So I'd probably set it the same as your upshift time since its unlikely to be invoked anyway.
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In your latest map attached above your upshift torque reintroduction time is set at 100ms. Looking at some of my files I have always used around 20ms.
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Change your gear position sensor voltage to about 4.32V for 6th.
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I notice during every gear change event your "gear" goes to zero. I think if you increase your gear detection voltage tolerance to about 0.2V or a little higher that should t fix it. Also at the end of 5th gear your log goes to zero so not sure if there is something funny with your 6th voltage setting? Based on this log I would set your shift force to about 400N.
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Another simplethings that works 100% is to use the oem's coil primary terminals. The connection is simple. + coil terminal connected to an IG+, - coil terminal connected to tachometer cable (as it was when OEM ecu was used) and tacho output from ecu connected to the coils edge - with a 0.33 kohm resistor.
Edited my original post here since I had misread the resistor as 0.33ohm, not 0.33kohm which will limit current. Still not sure I like this idea...
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Further to the above info, the main limitation you need to be aware of is that all CAN devices connected to the one stream/channel must transmit and the same bit rate (speed) and have unique ID's. With many CAN devices these parameters are configurable but some of the more basic devices will not be.
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Try turning pull ups on. ECCS sync is only for the nissan 360 trigger mode so "NO" would be normal in your case.
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The proper way to do what you want here would be via CAN...
The digital on/off type inputs you should be able to work out easy enough but the analogs will be a bit more drama. There are no built in "analog outputs", so if you want an analog output you would have to use a PWM aux out, then convert that to analog via a resistor/capacitor network. That would possibly add some delay to the signal and it would take a fair bit of messing around to work out the calibration etc.
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A 12 tooth trigger should not cause any issues. It is only the old "tooth per TDC" mode (i.e 3 teeth on a 6cyl) that you needed lots of cranking dwell. I would still increase dwell a little at cranking speeds/volts to give a healthier spark at low volts. Attached is a suggestion you can try.
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First try a relay coil like this: http://www.haltech.com/wp-content/uploads/2013/07/Relay-Wiring-for-Tacho-Output1.pdf This will work for most hi level tachos. If you have no luck with that then there are devices such as MSD 8920 that will do it.
Link CAN Lambda wideband sensor
in Guest
Posted
One thing to confirm is if the Atom can accept a CAN input, in the software it appears to be supported but I don't see CAN mentioned on the Atom web page anywhere.
The famous innovate E8 error is because they drive the sensor in a completely different way than it was ever designed to be. It seems to work ok for some people but the innovate system is very sensitive to heat and in my experience it seems sensitive to many other odd factors such as high exhaust gas velocities. I haven't used the new Link CAN one yet but I expect they will follow the more traditional Bosch recommended control techniques so you should have no drama with temperature anymore. If you really want to know you can google the Bosch "LSU 4.9 datasheet" and that specifies maximum temperature limits but normally something like 500mm from turbine exit will be fine. From memory the max continuous temp is 930°C.