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Adamw

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Everything posted by Adamw

  1. Yeah, agree with Electredge, change Ign retard mode to Degrees or degrees absolute, I generally prefer absolute. In absolute mode "-20deg" means its fixed at 20deg ATDC, the main ign table is ignored. In Degrees mode, -20deg means it will remove 20deg from whatever value is currently being commanded from the normal ignition calculation. I think you will also need to increase the exit decay rate which will make the "bangs" more regular and generate more energy. Start at 30%/20ms, try at 50 & 70 to see where it likes it.
  2. Note our E36 plug-in is only designed for the M50TU, it wont be plug and play for your car. Assuming it is a euro S50 I think I remember most of the pinout is not too different but there will be a fair bit of wire shuffling required to add the extra cam sensor and the two vanos solenoids. The euro S50B30 doesnt need a special trigger mode, just the generic multitooth/missing mode set up like below. Try the offset around 265. Assuming it still has the ITB's, you will probably want to set it up with alpha-N + MAP type fuel calculation like our GTR base map.
  3. Both your ECU and dash config are fine, most likely a wiring issue. Can you attach some pics of the CAN wiring between ECU and dash?
  4. There would be no need to do a piggyback in this, it is an old basic car with likely very little integration between the ecu and anything else in the car, about as basic as it gets. It would be a bigger job to make it work as a piggyback than it would as a complete replacement. The only integration with the chassis will be a tacho and CE light wire to the dash, a speed input either from the gearbox or speedo, an AC request from the AC amp, and possibly a power steering sw, that will be about it.
  5. Does windows do the normal "ding dong" when you plug the USB cable in? Is there an ecu showing in the com ports section of windows device manager?
  6. The CAN errors are probably just because you have a CAN device/stream set up, but nothing connected. Nothing to worry about. The CAN ports are on the adapter board next to the MAP sensor.
  7. I would start by fixing the fuel settings first. Or better still, turn off multi-fuel and tune the unblended primary fuel first. Multifuel density is set to 99% eth value but the stoich ratio is set to a gasoline value. Lambda target 2 is set to 0.4 Turn off the 4D fuel table.
  8. It looks like all the logic is working correctly to me, possibly just your bump increment (virtual aux 1) is too short. Try it at something more like 0.05 to 0.1s.
  9. I would expect if you just set a condition condition to something that will always be true such as "MAP >1kpa", it will start as soon as you connect.
  10. Im happy to help set up the CAN side once you have the IO planned out and a list of what needs to be done. Note G4+ cant send PWM signals via CAN so anything that requires PWM you will either need to use a hardwired output from ecu to PDM or just send the required control signals to the PDM and do all the control logic in the PDM.
  11. A "CAN aux" is just a piece of data in a CAN message that is sent to some other device. So to make that into a real output that can drive a solenoid, you would need a CAN device that has outputs. There arent too many low cost options that are capable of PWM control of a solenoid, most would be PDM type devices or "IO expanders". One example: https://mectricmse.com/en-nz/products/µpdm4-rev3
  12. The most likely cause I see in those scopes is there are some rather large voltage spikes present in the trigger 1 waveform. Although none are big enough in these scopes to be interpreted as an edge and cause a problem, they are pretty significant and there are a couple that would probably cause an issue if there occurred in the right place. My usual suspicion when I see something like this is there is a bad ground which is making it easier for the spark current to return through the ecu wiring rather than chassis wiring, but oddly in this case there arent many spikes on trigger 2, so Im not convinced that is the problem in this case. Possibly a bad connection somewhere along the trigger 1 path. Changing the trigger system to something that uses the same ground and signal wiring is unlikely to fix the actual cause, but often connectors and wiring etc needs to be modified as part of the upgrade so that may solve it at the same time.
  13. You could equally say you fixed it by fitting a carburettor, but most would argue that or traditional fuel equation is not a fix to the problem you had, it is just a more basic alternative method to supply fuel. Modelled fuel equation is based on calculating the mass of air ingested and adding the correct fuel mass to it, if you input the wrong fuel data then the fuel mass will be calculated wrong. Traditional mode is purely based on a commanded pulse width, the ecu has no idea of air or fuel mass so there are no fuel settings to get wrong.
  14. Adamw

    TPS erratic

    AN Volt 3 voltage shows the same problem so you either have an unstable supply or the sensor is faulty. It looks more like a faulty sensor to me since the voltage is stable when the throttle is closed.
  15. They are not polarity sensitive, 12V can go to either pin. The 12V supply needs to be ignition switched.
  16. What engine? If a 4 cyl direct spark you could possibly rewire the coils to wasted spark to free up 2 ignition outputs?
  17. Start by providing some info about the engine, injectors, ignition system, and a copy of your map.
  18. Assuming you talking about a Link terminated engine harness? The stepper adapter is sold separately. Or the pinout of the IAC DTM connector on the loom is in the manual if you want to make your own. This is what the adapter looks like: https://dealers.linkecu.com/LS-Stepper-Adapter
  19. Yes It has been reported before but we never been able to reproduce it, the firmware team investigated several times and couldn't find the cause. Is the logger using the control conditions in this case or is it just recording all the time? I have a vague recollection from the last report that my initial feeling was it may be related to the control condition not triggering when it should.
  20. 25 Feb 2024 Eth temp CAN.pclr LINK_NevilleM_@20211110_080640_003530.xc1 Nev Race Big Font screens 02.zconfig
  21. Adamw

    High idle after rev

    I think you probably just need to close the throttle a little further. Before the blip your idle speed is being controlled by idle ignition control, the advance is bouncing between -10 and +20 which is fairly extreme, but say the average is around 0. When you blip the throttle the idle control disables so ignition is controlled by the main table which has ~27deg advance in, this prevents the RPM from dropping back below the idle speed RPM lockout. Depending how the ignition table is set up you may be able to manipulate the advance around the "transition to idle" area to encourage it to come down, but if it has worked ok as is previously then I would just close the throttle a little extra.
  22. I think you have probably got some bad advice. As far as I know we will still happily do the modification on old ecu's. However, the "DBW upgrade" that you link to is an option for a new ecu, it needs to be ordered at the same time as the ecu so it gets done before the ecu is assembled and shipped. To do it in retrospect on an old ecu you would just arrange it directly through the service dept. Having said that, I suspect you may not even need this modification - The V7-9 plug-in ecu has had e-throttle outputs already available on the expansion connectors since about 2017, so unless your G4+ is a early one then it should already have everything you need for e-throttle and wouldnt need modification. Check your PCB version where shown in the pic below, any version from V1.5 and newer will already have E-throttle and doesnt need modification. If you have a V1.4 or older then a better option would probably be a "bottom board swap" to the latest revision as that would give you the extra inputs and already takes care of Aux 4 output which cant be used moved with e-throttle enabled, contact [email protected] to arrange this if required.
  23. It is common practice to stack the doughnut type sensors and it works fine.
  24. Open loop lambda correction needs to be on for boosted alpha N. You will need to enable that and go over the fuel map again. Once you have the main fuel table giving decent results, then increase the boost to max and confirm the lambda still follows target. If it has restrictive turbines you will find it will drift richer than target at high boost, put negative values in the high boost/high RPM corner of the 4D table that is already setup in the base map if needed to correct this.
  25. That is not a "fix". Traditional mode is completely different than modelled mode. In modelled mode the numbers in the fuel table number represent % volumetric efficiency. This is how much air the engine is flowing, not how much fuel. It is not possible for a for a typical road car engine to have a VE higher than 150%. If you are using E100, then most of your problem is you have the stoichometric ratio and fuel density set to gasoline values. The other issue is your ethanol sensor is using the wrong edge so the fuel temp is exagerated.
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