TechDave

a Thunder would be my choice, no need for external controllers or extra complications: https://www.linkecu.com/products/wirein-ecus/g4-thunder/

Hi, 

Currently with mixture map you set a threshold so that samples within say 25% of the centre of a cell vertically and horizontally.
This pool of results are used to contribute towards an average value in the centre of the closest cell. 
However this means that you've got 25% variation of rpm and load, contributing to a static value in the centre - and you need to throw away 75% (?) of recorded values.
I have another idea that can let you use all of the data instead, and improve the results.
For simplicity's sake imagine a 4x4 grid, and our current load and rpm point is 25% of the way towards the lower RPM value and 25% of the way towards the lower Load value. 
If we interpolate these values, as per what the ECU does. 
Note: I have just titled the columns and rows with percentages to show what percentage of the each cell we are interpolating from.



We get a value of (25% * 25* 10) + ( 25% * 75% * 30) + (25% * 75% * 20) + (75% * 75 * 40)
= 0.625 + 6.075 + 3.75 + 22.5

= 32.95 is the table value that interpolation produces. 

Now lets say that you wanted to add 10% to this value.

If we just adjust the closest cell by 10%, as per current Mixture Map strategy. Then our bottom left cell changes to 44 so our table now looks like this:



If we do the interpolation again, but with the new value to represent running the car again after the update:
We get a value of (25% * 25* 10) + ( 25% * 75% * 30) + (25% * 75% * 20) + (75% * 75 * 44)
= 0.625 + 6.075 + 3.75 + 24.75

= 35.2 as the new overall value. Which is only makes 6.8% difference to the interpolated value, rather than the 10% we wanted.

On the other hand...

If PCLink De-interpolated the 10% that it wants to add.

Instead of adding 10% to the one cell, we split the 10% addition across the 4 cells based on the same percentage that the value was interpolated from initially. 

So:
Top left cell: (10 * 1.1 * .25 * .25) = 0.6875
Bottom left cell: (30 * 1.1 * .25 * .75) = 6.1875
Top Right Cell:   (20 * 1.1 * .25 * .75) = 4.125
Bottom Right Cell: (40 * 1.1 * .75 * .75) = 24.75


= 35.75 is the table value that de-interpolation produces. 

We were trying to add 10% and this new value produced is 10.5%. So that's pretty good!  
(The 0.5% error comes from rounding to 3 decimal places in my example)
So it's accurate to the provided data in every instance. Which is especially relevant when it's applied 1000s of times across all of the cells. You dont need to throw away any of your recorded data, it all contributes to the cell values.

Mixture map is pretty good for roughing out a map initially but because of the inaccuracies of the "nearest cell" method I don't really use it that much anymore when trying to dial in a fuel map. You always overshoot or undershoot unless you set your cell tolerances impossibly tight and have millions of samples.

And, since this is all only done in PCLINK rather than the ECU, there's not really any worry about the overheads of the extra maths involved. It's worth having it chug away for a few minutes longer if you can get an awesome result on first or second iteration of Mixture map logging.

So - that's my Friday night suggestion. 
Thanks for reading if you got this far, haha.

 
 

Ok, tweaked version attached.  You had most of it pretty good.  I added the cal for the temp sensors, changed a few settings like VVT frequency and VVT target table was a bit messed up.
There seems to be some 1ZZ's with 36-2 crank and some with 36-4 on the crank.  The 2NZ mode you have set in your map is for the 36-2 version.  If you get erratic RPM when cranking do a triggerscope and we will confirm what yours has.
1zzbasemap Boomslang.pclr

Pull the number one coil out and put a HT lead between the coil and the plug.

That and a few other handy features are already on my list of "Things that would make PCLink much nicer to use as a tablet dash".

Thanks!

That and a few other handy features are already on my list of "Things that would make PCLink much nicer to use as a tablet dash".

Thanks!

I went with a 10" linx 1010 has multiple usb

So I've decided to go with a pipo w2s.
Has OTG capability, dual boot win 10 and Android.
I have attached some pictures of a mock up on how it should fit in my R32 skyline. 
A right angle mini USB should fit, which will go back to a OTG USB hub which will then connect to the ecu. 
Have ordered the tablet from gearbest, so will update once it's in and I've got it working. 

No, but windows does.

Applications user address space is physically limited to 2GB for 32bit applications - you can't change this.
I'll +1 the solution to this issue for you.

In the mean time, go to the PC logging setup window, remove all, and only add what you really want to see:

Yes assign a DI for the task then in the AntiLag setup instead of 'Always On' Select the DI from the dropdown.
 

This can happen if the mixture is very rich or the sensor is failing, remove the lambda from the exhaust check the sensor for fouling and see if its the same in free air.
Try and new sensor.

Clint, 
Thanks for your advice, the new Lambda sensor did the trick, Lambda is spot on again!  
Great service from BHP too.
 

Adamw - you continue to answer all my questions with a crazy depth of knowledge and experience. I feel like I more owe you a carton than a beer at this point... You are a serious asset to the company!
You obviously know this stuff backwards to pick up that I somehow managed to mix up my findings for the SAS and Evap/Purge systems. My bad on bamboozling things. This is probably not the best thing to be doing at midnight after working 12 hours...
To clarify on the SAS - I said Pin 5 on there because on every loom diagram I can find online and in the electrical manual shows Pin 5 having the SAS and Pin 4 as having no function connected to it. With that said, I have been looking exclusively at JDM 8MR diagrams. It is quite possibly one of those ones that hops around. Either way, not a system I will be making use of anytime soon. 
In relation to the purge solenoid (which allegedly resides on Pin 16), I am indeed a little confused so it would sound mixed up (Pin 16) - My understanding is that this is a separate unit that allows air/fuel vapor to pass through some channel from the fuel tank to a charcoal canister and then into the intake manifold for emissions compliance.  Again, glad its not something to worry about.
On both of of those systems, my largest concern was the presence controls that you guys may have had hard-coded into the ECU that was not something "transferable" to the Thunder. I totally appreciate that one of these units is basically useless and the other one is for rally. 
With the Alternator wiring, thats fantastic information! Some day in the future I hope to put this car will be in the 5 digit RPM limiter club. I will make an assumption that adding an extra 3000RPM to the alternator would move it out of its intended operating range and could cause some high voltages. This may be a tool to combat this if it happens. Just like the rest of it, its nice to know its there, but more-so that I dont have to worry about it.
For the relay wiring response you get 11/10. Just what I needed to know. The eThrottle info is valuable too as that is a future plan (because Evos need cruise control too...)
Will post a build thread when everything is finished. If it goes even half to plan, I think it will inspire at least a couple of other people to follow suit. Very exciting to be able to continue with the project without concerns.
Cheers! 
 
 
 
 
 

G4+ has a very similar function called quick tune that is with key F10

Hi All AnTemp inputs on the Atom and Monsoon have internal 1Kohm pull-up's in hardware which you cannot switch off in software.
All ECU's Storm and above have configurable pull-up resistors.
You can select a Cal table from the Sensor type to input your own calibration if none of the defined ones meet your needs.
The only issue is when you try and piggy back then you need to use an AnVolt input.
 

One thing that I've been curious about lately is advancing cam timing at part throttle for better fuel economy. 
So I did some tests, where I set the timing all to 0 degrees, then 10 degrees, etc, and then went for a drive at a set rpm on the same stretch of road with cruise control and closed loop lambda turned on.

Interestingly, 0 degrees advance clearly gave the best results. At first I felt satisfied with this, but then the nagging problem in the back of my mind... Toyota documentation says that advancing the cam "about half way" yields best economy.

So I took a closer look at the logs. When the cam advances, at same throttle angle, the MAP sensor reading goes up! In one case, up 60% higher. 
So the ECU is of course trying to dump fuel in, and pulls the ignition timing back which is why the economy was notably worse even though Closed Loop Lambda was trying its best to salvage the situation.
Why does the map sensor value jump up? Because of internal EGR, when you introduce cam overlap, the low pressure in the intake manifold and high pressure in exhaust pulls exhaust gas back into the inlet manifold which raises its pressure.
So this is obviously why the factory ECU uses a MAF sensor rather than MAP - A map sensor is including some "dirty" air in its readings (which has no oxygen left in it) where as a MAF only reads fresh air coming in.
Since the factory ECU only has a narrowband sensor, using the internal EGR method allows it to run a greater airmass to reduce pumping losses while still operating at 14.7:1 as the recycled air has little or no oxygen left in it.
Pretty clever.

So I thought I'd wire a MAF sensor back into the car. 
But this presents the next problem, how do you get the 0-5v signal of the MAF into a grams/sec that the ECU needs for a calibration curve.
So for starters I was just logging raw MAF voltage output, so depending on airflow it spits out somewhere between 0-5v to ECU
My ECU currently has load source as MAP sensor, and one of the values it logs as part of the modelled fuel calculation is "Grams of fuel per cylinder Estimated"
So we need to turn this into a grams per second, so some maths to create a custom field in Megalog viewer and now I've got Grams per second which I can compare to voltage:

Which I can then use as an axis on a scatter plot, which shows me a very rough outline of a MAF curve starting to form...

So I rough out a voltage vs grams per second to put in the calibration in Link

And then go for another drive and do same thing again in megalog viewer...

Starting to look better! 

(It would be cool if PClink allowed Maths functions like this... Just saying)

Then from here have updated the MAF curve again to suit the trend seen there. 
I think another 1 or 2 iterations of this and I'll have that low airflow area cleaned up.
If not, I will just switch to map or alpha N based tune around the areas where it sucks.
But from here, once the MAF sensor data is accurate I'll build secondary ignition and fuel tables which have MAF as the load axis. 
Then I can start experimenting with cam timing at part throttle some more, without my load axis going bananas (map sensor value changing a lot)
In order to find the sweet spot for economy though I really need to play with a few variables at once. 
As when you're introducing EGR gas, you might start getting misfires at 16:1 where as this is most economical if you are running no overlap. 
And when you introduce EGR gas you need more ignition timing as it slows the burn.

So I think I'm gonna make a little box that communicates over the CAN network that has a few potentiometers which log as virutal 0-5v which I can use as trim tables for ignition table, cam angle, goal AFR, and maybe a little display that shows fuel economy.
So I can very quickly go through a lot of combinations while someone else drives with cruise control turned on.
It's a lot of effort to make only a small iterative improvement to the car's economy, as it's already getting 7-8L per 100km if driven nicely. But it's always bothered me that I've had no way to quantify how to best set the part throttle cam timing so I'm thinking there's something to learn here yet.

I'll post the results once I've got my MAF curve dialled in nicely and I've put together a CAN box.
Also, at the same time as wiring in a MAF I thought I'd wire in an exhaust pressure sensor. 

I wasnt sure what sort of pressures I would see on an NA car, so I bought a 30psi sensor. 
I drilled a hole in a spare wideband bung, which then goes to a line of copper tube to cool the gas, then to a rubber line, then to the pressure sensor. 

Results are interesting! At high RPM (Or high mass airflow more specifically) the measured pressure actually drops. Down to 91kpa which was quite literally the last thing I was expecting hahaha.

Thoughts as to why? 

I think the airspeed past the hole in the wideband bung is creating a venturi effect and pulling the air out of the hose, rather than telling me what the pressure is.
So I am thinking that having an angled bit of pipe internally that either faces towards or against the flow will prevent this from happening. Or maybe upsizing the diameter of the tube that I am using as it's very small. (maybe 2mm ID)

The resolution isnt very good with a 30psi sensor so I'll perhaps switch it out for one from an NA car instead. I've got a spare Toyota one here somewhere. It doesnt really show any results that I was expecting though, so I might just ditch it from here.
Was worth it just for curiosity's sake though! 
More useful on a turbo car though of course.
 

 

That and a few other handy features are already on my list of "Things that would make PCLink much nicer to use as a tablet dash".

Thanks!

That and a few other handy features are already on my list of "Things that would make PCLink much nicer to use as a tablet dash".

Thanks!

Hi, to use the Link software as Dash in the next update you could remove the outer frames of the watches and always be in front.
This way it could be configured similar to a Motec or other Dashboards
The Dial gauge RPM could also be improved with a more "Racing" look
I attach an example

Allright, thank you. From now on I will try saving on a local folder and see if the problem goes away

At last, my graphics issues are fixed, despite having latest geforce drivers, it was the windows setting for text scaling, it needs to be 100%, not 125%.

The S54 is a bit tricky to calibrate due to the linkages between the throttle motor and the throttle body.  You cant use the automatic becuase of this. 
The way I do it:
 
Main TPS should be the one on the throttle body.
first with the motor not running, start logging in Pclink and just push the throttle body to full open. That way you get both max and min voltages for the both TPS.  Input these voltages manually in the settings.
Now you can start the engine but leave the E-trhottle in Setup mode.
The main TPS (on the throttle body) will be ok now, but to get the correct voltage for the Sub tps (on the motor) You must give full throttle with the e-throttle and read out what the voltages are now. And on idle as well for the closed voltage.
Input these in the setting and it should work i normal mode also.
 
Here is a pic of my PID settings. I have 2 or 3 springs installed.

 

Yeah that one's a known issue thanks.

Send me a PM with a contact number I will endeavour to help you out

closing this out for the last time!
for MX5 NA 1989 1.6
I got a heap of those connectors from Mouser.
I rewired fuel pump to be on Aux 5.
I wired the purge solenoid back up to Aux 7 and now use the purge solenoid as a cold start air device - small air filter on one opening, other to the inlet manifold, and solenoid activated below 40C. works a treat!
 
also had the separate questions around the AF gauge and where to tap the 12V feed from to only be on when engine is running. Wanted this as when downloading big ECU logs, or fiddling with link, the ECU needs to be on for a while but not engine running, which meant in the old configuration, the AF sensor heater was also on - not good for longevity. Turns out the correct wire is the Blue/Red on the fuel pump relay (yellow re;ay and connector) up above the accelerator.
hope this helps someone else in future!