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Adamw

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  1. Like
    Adamw got a reaction from RobPhoboS in Suggested Settings for Mixture Map   
    Yes, mixture map can be used from road logs.  Set up a Transient filter Eng speed < 250rpm/sec and another with TP<5/sec will get rid of a lot of the inconsistent data. 
    Here's a video I done for someone else earlier with some further info:  https://1drv.ms/v/s!AiYbYlZQuRHPszz5hTxJ8ec0MitL?e=2JbDVh
  2. Like
    Adamw got a reaction from proedge in Adding traction control to G4X Storm on a Gen 3 Dodge Viper   
    I dont particularly like "intercepter" type devices, they have to make a lot of assumptions about injector and ignition events, dwell times etc and since they dont have any of idea of the scheduling the ecu is doing, there will be conditions under which they will be commanding sparks and or injection events at the wrong times.  Especially during limiters and fast transients.   
    One thing you could try is a more basic traction control with the Storm.  The storm will still calculate slip if you have driven and driving wheel speeds assigned.  You can use the open loop power reduction part of the power management function to control slip with retard and cuts. 
    A quick explanation with a crude example below: 
    Say I wanted to allow about 7% slip in 3rd gear and above.  The open loop Ign trim will start to retard ign when slip goes above 5%, the retard will ramp up to a max of 30deg by 7% slip.  If slip continues to increase above7% with max retard, then the open loop cut will start adding cuts, up to a max of 40% cuts at 10% slip.    

  3. Like
    Adamw got a reaction from Dab.dan in 13b Hall sensor wiring   
    They use a Littelfuse 55505 sensor, which has a rated operating voltage of 4.75-25V, so you can use either 12V from Pin 5/Ign sw, or you can use 5V from pin 32.  Im not sure why FFE suggest 8-12V, but I've definitely had them running fine on 5V before.  
    A note about the wire colours in the trigger 1 shielded cable since they are a bit unconventional - white is ground and black is trigger 1 signal.
  4. Like
    Adamw got a reaction from dx4picco in Jaguar XJS v12 1988   
    Im not really here to support a competitor product so I cant waste too much time diagnosing, but I cant help feeling the variability you are describing sounds more like a "floating input" issue or perhaps a highside/lowside drive incompatibility.  So I would dig a little deeper in this area before abandoning the ecu.  I believe the Maxx GP outputs are low side drive only and dont have internal pull-up resistors or flyback diodes, and the fan controller internal circuit is really anyone's guess.  Have you connected a pull-up resistor to the output?  If not, I would suggest trying a 1.5Kohm resistor connected between +12V and the output wire going to the fan controller.   A brief description of a floating input here:  https://www.mouser.com/blog/dont-leave-your-pins-floating
    Be aware also, the commanded duty cycle in many OEM software and scantools etc is based on "percent high" (as are most multimeters), whereas many aftermarket ECU's with low side drive outputs, the commanded duty is "percentage low".  So you may find 90% in the OEM ecu is equivalent to 10% in the aftermarket ecu - assuming it has a pull-up etc.     
  5. Like
    Adamw got a reaction from Boosted4g63 in Setting up AEM X-series wideband over CAN on G4+ PNP   
    It is not a Link product either so not sure how the cost of an electrical connector in a UK webstore is even relevant to this forum.  It shows NZD$23 for me which doesnt seem out of this world. 
    You will possibly be able to get them cheaper from a wholesaler in smaller qty's now if you are not in a hurry, but 2 years ago when that was posted, those were very hard to find, if you did actually find a wholesaler with any stock, then you would have had to buy something like 1000 housings and a full reel of terminals.  
  6. Like
    Adamw got a reaction from Boosted4g63 in analog voltage channels going crazy   
    What happens if you use the default settings that are in our base map (aux 1 and ign 4 both assigned to fans, aux 1 polarity low, ign 4 polarity high)?
  7. Like
    Adamw got a reaction from kiwi-racer in Can Sniffing PClink   
    Link DASH2PRO.dbc
  8. Like
    Adamw got a reaction from dx4picco in Adding traction control to G4X Storm on a Gen 3 Dodge Viper   
    I dont particularly like "intercepter" type devices, they have to make a lot of assumptions about injector and ignition events, dwell times etc and since they dont have any of idea of the scheduling the ecu is doing, there will be conditions under which they will be commanding sparks and or injection events at the wrong times.  Especially during limiters and fast transients.   
    One thing you could try is a more basic traction control with the Storm.  The storm will still calculate slip if you have driven and driving wheel speeds assigned.  You can use the open loop power reduction part of the power management function to control slip with retard and cuts. 
    A quick explanation with a crude example below: 
    Say I wanted to allow about 7% slip in 3rd gear and above.  The open loop Ign trim will start to retard ign when slip goes above 5%, the retard will ramp up to a max of 30deg by 7% slip.  If slip continues to increase above7% with max retard, then the open loop cut will start adding cuts, up to a max of 40% cuts at 10% slip.    

  9. Like
    Adamw got a reaction from AbbeyMS in First attempt at Fuel Map - Road Tuning R32 GTR RB26   
    You have a fuel pressure problem that you want to solve, so I wouldn't dismiss the sensor calibration straight away, especially when it is obviously out by a factor of at least 100.  The units in PC Link are Kpa, not bar.  Even if you think it is just a "decimal point" issue, you have 100X less resolution than you should have and the differential fuel pressure calculation wont work with it set as it is. 
    Where did you get the greedy calibration data from?  Most Greddy products to use proprietary calibrations and they dont normally make the data available.  If it were me I would replace it with a sensor that has known accurate data.   
  10. Like
    Adamw got a reaction from R4CER in WRX V11 - Antilag guidance   
    Sorry, a bit of a brain fart in that last example.  Try below.  

  11. Like
    Adamw got a reaction from dx4picco in WRX V11 - Antilag guidance   
    Sorry, a bit of a brain fart in that last example.  Try below.  

  12. Like
    Adamw got a reaction from semih in lsu4.9 sensor interchangeable   
    The only difference between those two sensors is the length of the cable.  
  13. Thanks
    Adamw got a reaction from DanSJ80 in Suzuki g16b crank trigger set up   
    Your existing 30/35deg pattern wont work for anything but distributor Ignition.  If you had capability to make something then 12-1 would be my suggestion.  It could be turned out of solid or pressed/folded.  You could make the "teeth" much smaller to avoid the need for them to be curved OD if it made folding easier.  4mm or so wide would be fine.  

  14. Like
    Adamw got a reaction from DanSJ80 in Suzuki g16b crank trigger set up   
    It may work with the Ford TFI trigger mode.  The TFI mode expects 3 teeth that are 50% duty and 1 that is 35%.  Yours look shorter than that so it may not work.  
    Otherwise, one edge will be evenly spaced so you could use multi-tooth mode with the correct edge, that alone will only allow distributor ignition and batch fire injection though.  To do sequential/direct spark it would need a separate cam/sync sensor.  
    There may be other distributor triggers that are more suitable, suzuki seems to use a huge range of different trigger patterns and we dont currently support them all.
  15. Thanks
    Adamw got a reaction from dx4picco in WRX V11 - Antilag guidance   
    I dont have much experience with fuel cut apart from some brief testing in a not-really-suitable road car when we first added it.  I think the general idea is generally just to add enough fuel cut to keep EGT under control, and I suspect likely will need a lot more throttle/air also.
  16. Like
    Adamw got a reaction from R4CER in WRX V11 - Antilag guidance   
    I would have the tables set up more like below.  So, any more than 1% pedal movement the ALS is removed. 
    I have the ISC override at 20% below 1%APS and by 2% it fades back to normal idle position.  The cut and retard are also removed over the same APS range. This may give a quite abrupt dip or surge in power so these axis breakpoints will likely need to be tweaked based on logs and how it feels. 
     
  17. Thanks
    Adamw got a reaction from kaptainballistik in Custom maths block solution equals a Virt AUX or GP out and custom table   
    Something like below would result in true (1) when the average of TC1-4 exceeds 800.

  18. Thanks
    Adamw got a reaction from dx4picco in WRX V11 - Antilag guidance   
    I would have the tables set up more like below.  So, any more than 1% pedal movement the ALS is removed. 
    I have the ISC override at 20% below 1%APS and by 2% it fades back to normal idle position.  The cut and retard are also removed over the same APS range. This may give a quite abrupt dip or surge in power so these axis breakpoints will likely need to be tweaked based on logs and how it feels. 
     
  19. Thanks
    Adamw got a reaction from BillySinden in RX7 FC3S S5 ECU Tuning NO START   
    I just had a quick look at your log, you have way more fuel being dumped in than I would expect, assuming the fuel is petrol.  You have 11ms pulse width in the first cranking attempt, then 16ms in the 2nd.  
    Comparing to a log of a cold start from our FD, that only briefly reaches a max of 8ms during cold cranking and that only has 850cc primaries from memory.  So you have at least twice as much fuel going in as our car.   Normal idle PW is about 1ms for reference.  
    You have accel fuel adding extra fuel while cranking due to incorrect set up, so turn that off for now or copy the settings from our S6 base map.    Fix the exaggerated fuel table numbers that you have around 100Kpa, <1000RPM where it will be working during cranking and drop the master fuel to about 7ms.  See if there are any signs of life with less fuel.  
    Rotaries can be pretty fussy to start when the tune is a long way off, a squirt of ether often helps. 
  20. Like
    Adamw got a reaction from TTP in Custom maths block solution equals a Virt AUX or GP out and custom table   
    Something like below would result in true (1) when the average of TC1-4 exceeds 800.

  21. Like
    Adamw got a reaction from Endurance_Racer in G5 7100 open Race Truck   
    So many posts here so I might be asking the same questions that has already been answered.  Have you tried changing the trigger offset by 360?  
    Can you do 2 new trigger scopes, one with the vvt solenoids unplugged and another with the solenoids plugged in but with the auxes active state set to high in the vvt settings.  
  22. Thanks
    Adamw got a reaction from DanSJ80 in Suzuki g16b crank trigger set up   
    Sensor Gnd 12V Sensor supply Trigger 1 Ignitor Gnd Ign 1 Tacho 12V coil supply. Are the teeth on the chopper disc all the same size?  It looks like 2 might be shorter but maybe an optical illusion.
  23. Thanks
    Adamw got a reaction from DanSJ80 in Suzuki g16b crank trigger set up   
    The important bit of info for whether the trigger is suitable is the "tooth" pattern on the chopper disc or slotted wheel inside the distributor.  So, attach a picture of this.  
    Your wiring diagram is for a 4 pin distributor with a separate coil and separate ignitor, the 7 pin distributor in your pic has an internal ignitor and coil, so the wiring diagram is irrelevant to that.    
  24. Thanks
    Adamw got a reaction from CodySoFine in SR20 running rough   
    Im not sure if the lambda is reflecting reality in that log.  Assuming it is an AEM gauge, are you seeing similar lambda displayed on the gauge as shown in PC Link?
    In the area it goes lean the injector PW doesnt change and neither does any of the metrics that represent air flow so it doesnt appear to be caused by the ECU.  Perhaps fuel pressure or something.  
    Assuming the lambda is correct then it appears it needs less fuel for most of the log.
    The high idle is probably due to the idle base position being too high.  Possibly the throttle is too far open if reducing the base position cant bring the idle down to an acceptable level. 
  25. Like
    Adamw got a reaction from Kelvin127 in 1uz link atom x not starting no spark on crank   
    Is the other sensor removed/unplugged?  From memory the grounds are shared in the stock wiring so if you are using any of the original wiring you may have ended up with the two sensors wired in series.  Otherwise the only way two pulses could be generated is with two teeth or one long tooth on the cam wheel.  
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