Felix Kreysig

Great combination, my cars a SW20 Turbo. Regarding idle: the 1mz should without doubt be able to idle smoothly at 14.7:1 (unless you have very aggressive cams and or itbs).... so here's how I'd try to set up idle: 1. Disable closed loop idle and wideband lambda 2. Unplug the idle valve connector 3. Warm up engine 4. Set up your fuel and ignition maps so that you have 100 rpm increments left and right of your idle rpm. 5. adjust fueling to 14.7:1 at your idle rpm and 100rpm above, 14.2:1 100rpm below 6. set your ignition timing to about 10° at idle and 15° 100rpm below idle and 8° 100rpm above [explanation: if idle rpm rises, ignition is retarded, torque is lost an rpm drops, if rpm drops ignition is advanced and torque rises] 7. if theres any idle adjustment screw in your throttle body, try to adjust idle to about your desired idle RPM (1000 for 900 and so on...) 8. re-plug idle valve connector. 9. In idle rpm table enter the idle values you desire... In idle base position table adjust the value until you are as close do your desired rpm as possible 10. (optionally) shut down engine, let engine cool down, start up again, do #9 during warm up for every idle base position setpoint you pass. 11. under ignition enable idle ignition map (great feature!) and follow the steps in the help guide, works really great! 12. enable closed loop idle control, set derivative gain to 2 across the band, proportional gain to 2 and anti stall to 8. Works great for most toyota engines with solenoid idle control valves. That should provide a stable and very smooth idle... actually I havn't had such a stable idle with stock ecu not to speak of less sophisticated aftermarket ecus....

That depends on your ignition and fuel maps. If they aren't correctly mapped, the afr fluctuates. The crux is, that the engine gets much less torque when afr drops from 14.4 to 15, so rpm decreases until AFR rises again as well does torque. Try to map idle for 13.2:1 AFR, thats where torque doesn't change dramatically in either direction an look wheter the engine runs stable. If it does, try to optimize your idle settings.

Ok, that explains why frequency drops with increasing log time when the Timeplot is displayed live.... more to redraw.... by the way, the frequent log dropouts for more than one second can be stopped by giving the software high priority in the task manager. Btw. is it normal that values are are being logged made if you exit the logging screen and go to tuning? Is there any type of window that HAS to be display to have the PC gather log data?

You'll probably notice this issue getting worse at colder ambient temps, I got the same problem (Idle AFRs being rather lean after starting the engine) and I guess thats mostly because of the intake manifold getting cold while the coolant temps at the sensor are still somewhat higher. So the ECU does not add warm up enrichment although needed. As soon as the coolant flows and heat dissipates equally, the differences fade away.

You're referring to the 175HP model from 94+? You can't use the stock knock sensor with a storm, you'll have to buy external knock sensing equipment. Regarding wideband: I'd suggest you drop the stock narrowband sensor and use the wideband closed loop algorithm of the storm instead. With larger cams it's sometimes useful to have your engine run at 13.2:1 AFR in idle and low load mode, and the narrowband sensor cannot accommodate for slight AFR deviations, whereas the wideband sensor can... so you can run closed loop without having to run stoich.

Ok, issue got worse. While PC logging is enabled I only get 8 - 7Hz. If I switch to tuning-view, communication frequency goes up to 15Hz, if I open config-view I get around 18Hz. So obviously frequency breaks in as soon as data is transmitted. Baud rate is set to max, FIFO is enabled, tried this on several laptops with XP and Vista, RFI or bad grounding can be excluded, as I get these results even if the engine is not running. Problem is, I barely can map transient maps with such low frequencies...

Depends on the voltage drop induced by one gauge. Just use a voltmeter to compare actual voltage at the signal wire vs. preprogrammed voltage in the LM Programmer while one gauge is connected. Shouldn't really be too large. Now if you y-wire in a second gauge and measure signal voltage again you know whether it has changed significantly or not.

Hm, just tried another Laptop, still only 13 - 14Hz..

Just one minor question: I generally get between 10 and 8Hz using a double shielded 1.8m USB cable. Is that an acceptable value or is there anything wrong? The Emanage Ultimate worked with up to 50Hz....

Right you are, mixed up some things here... should stop posting right before bedtime But narrowband generally goes lean to rich for increasing voltage. Heres how to configure the output. http://www.aa1car.com/library/o2volts.gif  Btw. one hint: you can increase WB sensor resolution by narrowing the sensor range down to 9:1 -> 18:1 for gasoline as you'll rarely encounter situations where you have to measure AFRs richer or leaner than that....

The LC-1's two analog outputs are factory configured as Wideband Output (0-5V = 22 - 7,5:1 AFR) to be used as input for a gauge or Datalogger/ECU and Narrowband Output (Voltage jump between 0 -3V at 14,7:1 AFR) to be used as subtitute for your narrowband oxygen sensor. If you hook up the narrowband output to the ECU, then it won't see a wideband voltage reading as the output resembles a narrowband sensor. What you have to do now is to open the LC-1 programmer software and alter the 2nd output so that it resembles the wideband output. That means 0V @ 22.4:1 AFR and 5V @ 7.5:1 AFR with linear interpolation in between.

Hi there, I just installed a G4 PnP ECU to a 3SGTE powered MR2. I downloaded and compared the basemap with the ones supplied with the PCLink software and found the installed map to look rather messed up compared with fuel maps I am used to. So I wonder whether anyone can explain the algorithm which leads from master fuel timing via fuel map value to final injector opening time. That would ease fuel map calculations a lot. I am currently using SARD 850 injectors with a master fuel modified ST205 map...