Brad Burnett

For the 1zz coils i run about 1.8ms of dwell with the best results. But my dwell table isn't flat. I add a touch more at low rpm and increase it as batt volt drops. For the injectors, the NZefi values work well, or you can use the Injector Dynamics values for their ID1ks.

Yes that is the connector. I have them in stock. If you are only using the one CAN bus, I would use the H and L on connector B as it requires zero extra parts.

The AEM Xseries will out put CAN data on the AEMnet wires. Just connect them to CAN Hi and CAN Lo and follow the setup instructions in the help file. There is no need for an additional adaptor. For connection to the ecu, you can either get a CAN F connector to connect the 2 can wires from the ecu to the CAN port next to the comms port, or you can just simply wire the 2 wires into CAN 2 which is on the B connector of the ecu.

In most situations, you would put the IAT sensor just before the throttle body.

I'm not disagreeing with you as for the ignition timing. But this thing used to work just fine with zero issues. Was running it extremely conservative as the owner uses cheap ass fuel and the engine was never on a dyno of any sort. Ill check with a firm ware update. But I'm very much leaning on this issue being something physical on the engine. Just was trying to make sure there wasn't something that i was over looking in the calibration.

Customer brought in he is BWM r1200gs airboat that we built some time ago. Currently having some issues under load north of 5k rpm. Basically the Rpm just rolls over and wont accelerate further. We have changed out the fuel pump as we were experiencing some pressure drop at the same time as the issues but that didn't help much. New fpr is on order. Attached is a copy of the calibration and a log showing the issues. Hopefully you guys may catch something that i have missed. 4-7-18 Frank Fisher BASE2.pclr frank fisher bmw airboat issues1.llg

The link ecu can be set up with the EML configured on a spare aux out. It will function as it should and should there be a fault it will illuminate.

Per the help file: with bosch aftermarket sensor use 6khz

@Ken Dunkley he is trying to send a simulated maf value to the trans control unit

Kind of off topic, but i have had a car that did something similar with the knock stuff recently. I tuned a car on the dyno, saved 4 different calibrations for the same car( runs different classes of racing ie need for 4 cals) all with knock control turned on. I recently remoted in via team viewer and all the knock control had been turned off. Don't believe the customer did this.

I would stick with MAP over BAP for the load source. Is this bike turbo? Could you give us some more info on the setup?

curious as to the supplier of said ignition kit. Just so everyone can steer clear. And as adam said, the 1zz coils will not like more than 2ms of dwell. I have found they operate best around 1.8ms

Turn on the pull up resistors in your digital inputs for the cam sensors.

if you have a fuel pressure sensor wired into the ecu, I would set it up with a 3d table and enter the dead times just as they are there. If the injectors are very close to the Injector Dynamics 1700cc injectors, i would see how close this data is to them and maybe just use the ID data as it is more complete and will work better if trying to use the modelled fuel mode.

Yes you will benefit from a quality wideband for closed loop fueling.

What this guy said is 100% accurate. I have used tons of the AEM widebands. While they work and get the job done, they are not optimal. I can understand the reason to get them at their price point. But when the life of your engine is expensive, i would rather opt for a more quality sensor setup.

i like that a lot @cj. Havent had the chance to do that on an ethrottle set up yet. Noted though. Thanks

Could you please post up a copy of the calibration that you are running as well as a log of the throttle faulting out if possible.

In the limits tab, there are a couple of "GP limits" tables. I set them up there with rpm on the x axis and pressure on the y axis. Then it just becomes a fancy rpm limit table based on rpm and pressure.

you can feed the maf value into the ecu and monitor but the ecu will not be able to use it for a load reference

Are you using modelled or traditional fuel mode?

Yes it will matter which cam sensor you are using. Typically both will work(just different trigger reference angle). But i have experienced trigger issues with one of them(cant remember which one) that would have the crank and cam signaling at the same moment at varying rpms under load and it would throw things out of wack. Sounded like hitting limiter but it was not.

Your best bet would be a wire in unit. With that in mind you would need the ecu, connector kit, and probably an ignitor so as not to fry the ignition drives. Have actually done one of these with a coworker a few years ago. He had a 635csi with a turbo kit.

4g93t is still the same 1342 firing order. Most all 4 cylinder engines are the same, short of subarus which are 1324.

Too vague of a question. Could you please elaborate with some specifics?