Anthony Parle
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Posts posted by Anthony Parle
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Loging AFR
in G4+
I am logging the AFR in the ECU and as suggested I chose AFR Average because I am still using the 14.77 setting on the LC2 Innovate sensors my issues is the number showing in the log is way off because I also have a Race Tech logger and it read correct.
Is there anyway I can log the AFR in the ECu by the old scale 14.77
Tony
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Brief update only got one run and haven't checked the logs since as I blew a head gasket so had to pull the engine to replace them both. Will be back at the track on Wednesday hopefully will have better luck.
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Hi Adam,
What time on Torque reintroduction on Down shiftt?
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Hi Adam,
Okay I will do it again in the morning a seeh how I go, not able to change the 6 th voltage till I get back to a hoist,'
Before you mentioned "torque re-introduction is too long ------much smaller numbers ~ 20ms. "
Is that the number that I have as 1,000 ms in the set up or what do I currently have it at?
Tony
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I have sorted to gearbox position switch and a few other issues is there anything else, the log is on the car on hoist just changing the gears
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Okay so the problem is my fault there must be a short in the harness, when I swapped the pins for the trigger over at the ECU the fault shifted from Trigger two to Trigger 1.
Thank to all the team at Link that has helped me get it sorted.
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Hi Scott,
It show no trigger error, the teeth on the crank are evenly spaced, I think its just because the engine is being cranked that the space is not correct on the crank sensor.
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Hi Neil,
Because Effect we can't reverse the wires.
Here is a trace with supply being 12 V
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Hi Adam,
Pull ups are on,
I have since changed the supply power to the sensors from the 8V to 12V and as a result trigger 2 has moved up to about 2 V, could test it last night or yet as its on a engine dyno and don't want to upset the neighbours. I will get a new scope this morning.
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I have a separate engine in my dyno and I can get it to start, not sure whats going. Harness and ECU work on the car but not on dyno engine. Both have Hall Effect Sensors, in spite of them being feed 12V trigger 2 seems to have a hard time holding up voltage.
In the "Trigger Status" there is a thing called "ECCS Sync" I get a NO should I get a YES for it to work?
I have attached the "trigger scope", this is during cranking as I can't get it to start.
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Good point, thanks I will go to CAN
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Your right Adam and I maybe just making things a bit complicated. I have a data logger picking up some information from the ECU. The normal way is to splice it in but if I wanted to get different info I then have to rewire as opposed to altering the program. So for example I may allocate a couple of outputs that are to feed data to the logger but may change what they are sending out. For now while I am sorting out the gear change it maybe load cell etc.
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Hi
On a G4+ Thunder is it possible to have a output mirror a input.
I have a oil light and the TPS value that I want to mirror on a output, is that possible?
Tony
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Hi Adam,
You must be the only guy on the planet that does NA race engine, every man and his dog has moved to turbo etc.
The motor is totally standard from the throttle body to the exhaust flange. I am a nut case information and knowledge hound so I measure everything I can. People were giving me grief saying I had to change the cams but I wanted to first understand what is happening with the intake and exhaust.
So this test I have removed the MAF and changed the filter to a large pod. Torque was better but still flat to soon up the rev range. The car had header, into 1 then the two sides into one and out the back with a 2 1/2 pipe. When I ran the maths over this set up I came up with 1 of 2 1/2 pipe is only good for 200 hp. Last week had the system re done from the headers back. Now each bank has the header but each side goes into a single pipe of 2 1/2 and it goes out the back so the left and right bank don't meet at all.
Head back to the track mid last week and the engine goes from 12.5 AFR the week before to 16 after the exhaust change, was measuring the the intake MAP and logging it at 100 HZ and the intake problem pocked its head up again and was the restriction. I have ITB for the engine but we can't clear the bonet and don't want to cut it.
As you say Adam the intake is a problem, what amazes me about NA engine is how many incorrect theories or folk law about what you need to do to get power. I have attached a bit more info from the change etc. Based on your comment on the other thread I moved the fuel table near to the 100% as you suggested.
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Hi Anthony,
Our 2.5 bar MAP sensors had a cal of:
- 0.2V = 20 kPa
- 4.8V = 250 kPa
If you have stable manifold pressure then use engines speed and MGP as your fuel and ignition table axis. Also set the 'Equation Load Source' to Load=MAP.
Scott
Hi Scott,
Now I have this MAP sensor running it shows atomsphereic at 1.7V, the setting in the G4 works it out correctly but I can relate 1.7 v to what you are saying. Remember its the older silver MAP sensor.
Tony
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Hi Adam,
I run a Race Tech Logger in the car as well so here is the change read at a 100 HZ,
In the pic I have put a line through were I think I need to set the Link to say a gear change is occurring.
Top graph is the encoder on the gearbox the bottom is the strain gauge on the gear stick. The line is at 3.9 V
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Okay so had a phone discussion with David PPG UK.
He said the Link ECU will work perfect for the job as its a brilliant packages ECU, which was good to hear. So well done Link team.
Suggested the same as Adam do the logs and find the point at what voltage on the strain gauge occurs just before the barrel in the gearbox starts to move,
So does anyone have suggestions as to how much retard and cut for each of the gears?
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Hi Adam,
I pretty sure I can't rotate the encoder as I asked before, yes we didn't use 5th and 6th.
Hi Scott,
I will give it a go.
Thanks guys
Edit seems I maybe able to program the encoder.
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Hi
I logged the last run and have attached it,
is there a way when viewing the log files for them to show what gear the sequential was in.
Do I need to have the program that is in the ECU at the time open when viewing the logs so it can get the correct voltage/gear.
Above is the program attached below is the logs,
I find the same problem with AFR as the logs are seeing it as Lambda even though I set it up as the old AFR scale.
Does anything jump out as a problem on the sequential log as I had it turned off.
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Haven't had much experience with the log function do I have to set it up to display certain things or just Log and it will save everything.
Attached is a log I saved today, not sure if it will help.
Tony
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Hi Scott,
I just swapped back to the G4 exteme and the car idled perfectly the changed back to the thunder G4 + and it wouldn't adjust.
When you say the neutral/park step are you saying in the gear position sensor on the sequential?
I turned the gear control option off and no difference.
Given that I am using the same wiring harness on both ECU's, plugs A & B maybe there maybe some difference in the wiring between the two ECU's
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I had a G4 Extreme in the car and I have not installed a G4 + Thunder, I got the program across with out much drama but now I can get the idle to be controlled by the G4 +.. Had perfect control with the G4 Extreme.
Its a Subaru EG33 motor
Has anyone seen this issue before. Program attached.
Tony
Loging AFR
in G4+
Posted
Hi Adam,
yes I changed it. did you look at the gear change its still dropping to Zero so I will increase that number again.
I will see if I have time between now and Saturday to change it over to Lambda as I agree its time to Get with the Program as they say.