Adamw

Hi Ivan, Sorry I missed your post here for a couple of days. Glad to hear you got it working again. For other users info, Generally what causes this is if you have an Aux output wired incorrectly it will not allow the ECU to shutdown properly during firmware update. Usually you can fix it by just unplugging the main connector to power cycle the ECU then reload firmware.

Have you confirmed that it does actually draw the same current as the original? After changing, did you set up the target table so that it can actually reach target when its idle etc?

Hi Ken, You didnt mention if you have a wideband or narrowband sensor connected. If it is narrowband stoich mode the lambda target table will have no effect, it will just aim to dither around the set "dither voltage". If you have a wideband sensor in stoich mode then the lambda target table will be used but this mode is still designed to oscillate the lambda either side of the target and not directly settle at the set point. In the Xtreme and above ECU's we have proper CLL "automode".

Hi Gordie, I have a little more info for you. The error 84 is generally caused by the throttle motor pulling too much current. The error 73 is just a consequence of the E-throttle system being shut down by the safeties. So the usual causes of excess current and error 84: Aftermarket Throttle body?Max and Min DC clamp values too high/low.Target table set up wrong so that the throttle is always targeting a lower TP than it can achieve (due to throttle stop screw etc). Point 1 you can answer. Point 3 I can answer if you give me a log of it idling and a copy of your map. Point 2 might need some trial and error.

Hi Anthony, It should be fine. Usually it is preferable to have TPS with ITB's as the unstable MAP at idle is often not a good indicator of load, but since drivability is not the priority in this case it should run ok. If your MAP signal is reasonably steady you can even change the accel enrichment to reference MAP instead of TP.

My tuning laptop is nothing special, an old 32bit i3, with integrated graphics, I have never noticed any slow behavior like this although it is rare for me to need to adjust a whole table very often. So I just tested this for myself - I selected the whole fuel table and tried bumping it up and down using the Q & A keys, I also tried by manually typing in a new value and also doing "maths" to the whole table, in all cases the change is almost instant. This was with an engine running and PC logging running in the background at the same time. On my desktop PC it has a AMD processor with built in graphics and I have found that is a bit slower when running many channels of logging live at the same time. In that case though it seems more like a graphics "drawing" issue, the ecu updates instantly but the screen lags a little. It would still only be a fraction of a second though?

Hi Gordie, I will ask Simon to take a look at this one tomorrow to see if he has any thoughts. It is not one I have seen before.

Hi Ducie, I think what is happening here is its working backwards to what you expect. i.e. 100% - 62.5 = 37.5%. I think this is because you have your aux 4 polarity set to "high". Does it work as expected if you set polarity to low?

If fuel pressure stayed the same under all conditions after upgrading then you would not need to change any of the tune. However this is probably unlikely depending on how good the old system was. Usually the old system was a bit marginal (otherwise you wouldnt upgrade) so you will probably find that your old fuel pressure was dropping away under high load/boost and now with the bigger pump it will probably stay closer to where it should. This will make it run richer at the top end. Usually if the regulator etc is good quality you will probably not see much difference at idle/low loads.

Thanks for the info integrale8v, that will come in handy next time I get asked. Those schematics for the DBW above dont really give enough info but it appears like they may be controlled fairly conventionally and the CAN is possibly just for diagnostics?

The "minimum effective pulse width" setting becomes important when you have reasonably large injectors and dont have proper short pulse width adder data. You can use this setting to stop the ecu from commanding a pulse width that is below the injectors linear or predictable response area. So for instance if you know your injector flow rate is not linear "falls of the cliff" below 1.3ms pulse width then you set the "minimum effective pulse width" to 1.3ms and that will prevent the ECU from ever commanding less than 1.3ms even if the calculated fuel flow requires less than that. Of course if you have short pulse width adder data then you are better to have a much lower setting in "minimum effective pulswidth" to allow that table to do it's job. Having said that it is not common that you see engines running sequential that need pulswidths less than about 0.8ms at idle so your short pulse width adder table often will not need to go much below that point.

You need to do it in the "set base timing screen" and you need to hit enter after you change the offset value. That should be all there is to it.

Only aux 5-8 can do high side drive. Injector outputs are low side drive only. The high/low polarity setting only determines which level is "on" So you can move to aux 5- 8 (be aware they can only drive 0.5A high) or you can change your wiring so that the relay needs a ground signal.

In the latest firmware we have changed some of the stuff in the background for VVT the custom PID tables so it has put default values in these tables just like when a new table is introduced. That is why our firmware instruction video tells you top do a map compare after any update. I'm not so sure however if this is the cause of your "backfire". Does the cam position still control ok?

On the GTT plugin you potentially have a couple of AN Volt inputs available on the main header. AN Volt 1 on pin 54 was originally for the MAF, if you no longer have a MAF then you can use this input. AN Volt 2 on pin 50 was originally for the narrowband oxygen sensor, you may be able to do away with this and use it for something else.

No. A digital input can accept a on/off type signal such as a switch or a frequency type signal like a wheel speed sensor. It cant read analog voltage type signals. What ecu do you have? There are possibly other analog pin available on the main header.

Hi Sama, I have received no emails from you, junk, spam or otherwise. You can PM me on this forum as an alternative if you wish.

The DI can be set up as "clutch switch" or "gear cut" function and it will work the same either way. Your pullup and on level will depend on the type of switch you used and how it is wired, but it is easy to test. If it is set up correct you should see the Clutch switch DI runtime flash green and show active when you press on the clutch pedal. Hopefully this .gif picture will show what I mean:

I'm not strong on my BMW knowledge since we dont see many of these big ones down here in NZ, but my brief research suggests the S65 has 8 Vanos solenoids? It seems a separate adv/retard solenoid for each cam? If so we cant control all of those. I'm not sure if @integrale8v engine had 8 solenoids so hopefully he will have more info. We dont have any info on the throttle either sorry.

Your settings look ok. I would suggest for testing you set your activation RPM to 0 and your activation TP to 0%TP so it sould then just cut whenever you press clutch - even at idle with no load. If it still doesnt work please do a log and send that and your map to me and I will take a look. How to do the log (G4 is a little different but this should still be a good guide): https://www.youtube.com/watch?v=_P1LRANeO4A

That is not a short pulse width adder table. Typically short pulse width adders will only be a few 10ths of a mS. You couldnt really calculate short pulse width adders from the attached data since you will need many more measurement points between 0 & 3ms.

Yes the 1JZ VVT is fully variable intake cam only. In relation to the target table; Zero is "home position" fully retarded. Any number above zero is degrees advance from home position. I cant tell you what the maximum advance is for this engine, I expect probably <50 degrees. You can check by watching cam position parameter and keep advancing until it stops moving.

Hi Tom, I sent you a PM with some info from our service technician.

Your trigger scope looks fine. When the triggers are set to hall mode the "switching point" is somewhere around 1-1.5V, so as long as your "teeth" are nice sharp vertical lines around the 1.5V height area it will work well. As for the fuel pump questions; the "prime time" setting will apply to both aux outputs, all of the other settings will only apply to the FP Speed aux out. So in your example shown, when you turn on the ignition, Aux 2 will switch "on" for 5 seconds with a duty cycle of 75%, Ign 7 will turn on (100% DC) for the same 5 seconds. Both will then turn off until the ECU sees RPM.

Hi John, I'm sorry we are a bit under the pump at the moment and difficult to reach at some times of the day. However we do normally return calls quickly if missed. For some reason we have lost your voice mail. I believe Dave has been in touch with you today and informed you that it appears the main problem is trigger 1 is inverted compared to normal and has suggested you try swapping to rising edge. The offset may be wrong too since its hard to tell if trig 2 is also upside down in this case.