Davidv

Yeah it definitely can, you just need to make sure you've got the required variables being logged. It's awesome having it run at 100hz, because you can set your thresholds a bit tighter and get it working a bit more accurately.

Right click on Mixture Map and go to properties, see what it's actually using to log against and make sure you're logging these things. If your fuel axis is MGP but you only log MAP, it wont work. Also double check that they match how you're wanting to adjust the fuel, as you may want to exclude areas where TPS enrichment is happening, or fuel cut on decel etc.

Hey, You need to go to the E-throttle page and change the e-throttle mode from "ON" to "ON-SETUP MODE" Then where it says "1 table" you can select 2 or 3 tables. Then change the mode back to "ON". Then you just need to setup the conditions to activate the different maps, and fill out the maps how you want.

Hey I'd just like to share my experience with widebands (and damaging sensors) I've managed to burn through 4 sensors and have tried 2 different brand controllers in a short period of time and I'm now onto my 5th. I believe I have now found the main issue that damages them. I had the wideband wired up so that when the key is turned on, the sensor turns on. The problem here is that I generally plug in my laptop first and upload an updated tune or whatever before starting the car. So the O2 sensor gets fully up to temp, and first crank of the engine sends a big rush of cold air going past it and cracks the ceramics in it. I revised this so that I now have a relay activating the wideband power, which is triggered by the ECU. Now if the engine temp is above 70deg and rpm above 500rpm it will switch the wideband on straight away. If the engine temp is lower than that, it will wait 5 seconds after engine start before starting to warm up the sensor. But the main thing is to just not have the wideband running while the engine is turned off. So far, on this sensor wired this way I've had no issues yet. But this seems to be the critical thing with making them last, if you're going to keep it wired in all of the time. I've used both the AIM LCU1 and the Innovate LC2 and bother performed similarly despite huge price difference. I wish I bought a CAN output version though instead of analog, as it's got benefits as mentioned above. From a technical point of view it seems like that short of full integration with the ECU (Like with the Fury ECU) the 14point7.com widebands are the most avanced.

Is that modeled fuel or traditional?

That map compare function is pretty cool!

Currently if you leave the car running for 10 hours in a row, you'll have 10 hours worth of accumulated knock adjustments. But as soon as you turn off the car it's all gone. He is asking if it's possible for the values in the table to be persistent after the ECU has been switched off, without having to log in with an ECU and "Store" each time.

Thanks, The reason that I ask is that since changing to modelled fuel, I cleared the values in the IAT correction table and have been expecting the car to run leaner when cold & vice versa. As I was looking to build my own IAT compensation table, by seeing how the car actually reacts without it. But I have been experiencing very slightly the opposite! However if IAT correction is indeed built in even when the table is blank, then this makes sense. Modelled fuel is pretty awesome, I initially managed to get the car running nice enough to drive just from a guesstimate basemap.

Hey, So for modelled fuel, the charge correction function is part of the equation. But this needs to know IAT, so its already part of the equation. So for the IAT correction table, should this be left blank? Or is it redundant on modelled fuel. Or does it just trim it even further. Should I have IAT correction just turned off? Thanks.

Nah it doesnt store current values in memory after you turn the car off. Turning off "clear I trim values" means that you can prepopulate the Itrim tables with numbers in your tune file. And it will start with a high number and then reduce them as the car drives and sees no knock. As opposed to starting at zero on the table and then increasing when it sees knock. It doesnt build up a log over several days though. Might be best to setup internal datalogging, at a low HZ rate so it can log for several hours, of just a few functions (Itrim values on your cylinders logged at maybe 0.1hz or something like that)

Disregard this! Found it's a physical fault with the pulley... It had been rattly so I replaced it... It must have been jamming at 12 degrees advance under some conditions. Now it's running like a dream and follows the target perfectly. Thanks

Hey guys, For ages I've just assumed that my cam angle offset has been incorrect as it always shows 12 deg advance even if I set it to zero. But what happens is that when the engine gets to the rpm / ECT range where VVTI can be turned on, it has 20% minimum pulsewdth which pushes the cam to 12 degrees advance. So I've been thinking about changing to a custom PID so I can reduce this down until it shows closer to zero. But just wondering if there's a good reason why it's set to 20%? Is it bad to have the cam resting on its "base" position. Take a look where the yellow line is on the graph, and then just to the right of it where the minimum DC drops to 5.

An idea... Setup a virtual aux that activates when TPS is above say 90%, rpm above 6000rpm or whatever, and clutch is pushed in. Then have a second fuel table that's blank, (or reduced fuel) that's activated by the above virtual aux. I guess you could have a 2nd ignition table do the same too if need be. Would need to have the clutch input not too sensitive though, if I've got my foot lightly resting on the pedal it's sometimes enough to trigger the switch. You'd need to be careful that you dont run the engine lean at the transition points though I guess.

Remember that deadtime depends a lot on your fuel pressure as well. If you've got deadtime data for 40psi but you're running 60, it isnt going to be accurate. I built a test bench and calculated deadtimes, flow rate etc, it was interesting. I'll make a thread about it later.

I had lots of idle trouble and found that it was because my deadtimes were way off. If those particular injectors are easy to sell, in the long run you might be better off getting some injectors that come with better info. The ID850 comes with an awesome set of data. http://injectordynamics.com/injectors/id850/

Where abouts are you based? If you're in New Zealand I've got an injector test bench and can work out exact deadtimes, injector linearity, CC rating, and build a pulsewidth adder table etc. But only if they're top feed and high imepdance, and you'll need to let me know what pressure they run at. Send me a PM if interested.

I'm running e-throttle as idle control, and also have idle ignition timing target. Which I've just spent some time optimising over the last few days. Running closed loop. I recently switched to modelled fuel so I've just been having a bit of a review of other things like idle etc too. Since making the changes my idle is really good now, when you're deceleerating and there's higher vaccum than normal is when I used to have problems as the car would stall. But now that I've got a much finer map it was easy to see where the fuel was incorrect. Fuel was the problem but now sorted. Now it idles at ~850rpm nicely only fluctuating by ~20rpm each way. Here's the idle fuel map that I came up with. Although, my wideband has just crapped itself AGAIN so I cant finish it off for now. 4 sensors, two controllers and two positions for wideband later and I'm still having issues with sensor life... This one (Bosh 4.9 with Aim LCU one) lasted just over two weeks. Argh! Getting to wits end with the bloody things. The only thing I can think of now, is that its getting thermal shock when the car first starts. Or the staged injection makes the exhaust sooty or something.

I built an injector test bench and worked out deadtimes, CC rating, minimum pulsewidth, and built a short pulsewidth adder table to compensate for the non linear section of flow. Then did the same again for outer injectors (its very important to how well staged injection works) However it well idles above the non linear region. Yes I've got an idle ignition table, this has helped. I've turned off charge temp compensation, the reason being that all of these other compensation tables - you cant use mixture map on them. However if I use a 2nd fuel table or 4d/5d map with the same axes as the normal comp tables, I can use mixturemap to figure out the values (Then I could transfer this back to the normal comp tables if I wanted)

Hi Rich, I'm running staged injection and my intake manifold has a lot of resonant peaks and troughs. Engine goes to ~8200rpm so to adequately address areas that need a little more or less fuel I've chopped the bottom end off my fuel table and setup a seperate one. (Just being picky really) Idle is now a lot more steady after using mixture map to develop a very high res idle map, which after some more testing I'll downsize to fewer rows and columns. So all is well with that. The reason I ask about 4d and 5d fuel, is that mixture map is a very powerful tool for making an overlay compensation table that can spot trends on a table that has axes different to your main fuel map. For example if your main fuel map is based on RPM and MGP. Let say I fitted a surface mount thermistor to the intake manifold, and wanted to see what effect heat soak has. I can setup a 4d table with the axes of thermistor temp and effective injector pulsewidth, and then run mixture map and it'll populate the table to show me if there are any trends visible by which it would make sense to establish a compensation table. If not, I can change the axes on the 4d table and rerun mixture map and see if anything else shows a clear trend. (This is a good method for finding slow changes like manifold temp which are hard to quantify otherwise) However I want to be confident that if I set a more specific type of 4d or 5d fuel map that just addresses a particular zone or load area or whatever, it isnt extrapolating out unpredictably across the rest of the map... Which you have answered for me. Thanks So far I've seen some interesting results by disabling IAT compensation, and then setting a 4D table based on injector pulsewidth and ECT. As the required compensation varies a lot based on pulsewidth as well as ECT. I will post some results up later if interested.

Hey guys, Big fan of the mixture map function, its awesome I use it a lot and gets me 95% of the way there with fuelling super easy. However, I find that generally the changes in my fuel map relate to resonant peaks and troughs caused by inlet manifold design and a few other factors that are RPM based. So generally my RPM axes needs to be very precise, but my MGP axis can be a bit more relaxed as it's pretty predictable by comparison. Currently with the mixture map, in order to get a precise sort of idea of where exactly an RPM based peak or trough is, I need to set quite a tight Active Zone area (say 10%) However this obviously means that I get few or no instances where the loggging crosses precisely over those zones as it needs to be within 10% of the MGP value too. What I am really interested in, is logging fuel every time the datalog "crosses the line" across the centre of an RPM column, but then I dont mind if its a bit less picky about the load axis. It would be awesome if there were the possibility to set the Active Zone area for the columns to say 10% for RPM, and but then at 50% for MGP. It would be nice to have a few more filters on the results too. To get reliable results I find it's best to filter by Engine ROC, IAT, and ECT being within certain limits which then leaves me nothing further to filter by if I wanted to look for a particular pattern happening. Main thing though is that it would be awesomely awesome to be able to seperate the X and Y axes Active Zone areas

I've been struggling to get a steady idle with only 850rpm, 1000rpm and 1500rpm rows in the fuel map. So decided that I would make an overlay dual fuel table to see what's going on, zoned in very finely just around the idle area. So I ran a few iterations of mixture map on this, and its made a good difference to my idle. However.... since this Dual Fuel "overlay" table only goes to 1200rpm... Is this second fuel table trying to extrapolate it's 1200rpm values across the rest of my map? Or does it just cut off at 1200rpm. Same question for 4D and 5D tables, do they extrapolate out if you're using them to just zoom in on an area that needs some more resolution. In this case I've used a virtual aux as a switch to only switch this map on below 1300rpm, so its not a problem but just curious for if I use 4d and 5d maps later on. Thanks

This is awesome! Not sure how long that's been a feature, but I only just noticed haha. Did this happen at the same time as labelling outputs etc? Now it's much easier to see which are still available, or which I've used up or whatever. Thanks guys.

Hello, probably the best source of information for wiring etc for beams engines is on this site: http://www.mr2.com/forums/forums/127-BEAMS-Owners-Group Take a look through some of the threads there, there are ECU pinouts and so on. I probably wont be able to help you too much more specifically from there. But there are very few wires actually needed hooked up to get the motor running. If you're not too sure, it would be best to get an auto electrician to wire up some of the basics for you.

JZ motors have two knock sensors, one at each end of the block? Are you sure that you dont have two seperate shielded wires, one for each single wire knock sensor on the engine. If so, wire up one each to knock 1 and knock 2.

That would be awesome, thank you.