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Miguel Silva

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Posts posted by Miguel Silva

  3. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    Steve Jakobsen, did you get a kit with mounting bracket, trigger wheel and sensor on your Ross Performance or did you have to fish around? are there option for 60 teeth wheels?

    Even with the replacement of the CAS to the AEM one, is it advisable to get one of this?
    http://www.jimwolftechnology.com/customer_part_detail.asp?PartID=500

    And stock timing belt or the reinforced one?
    https://conceptzperformance.com/gates-racing-super-strong-kevlar-blue-timing-belt-vg30de-vg30dett-nissan-300zx-z32-t251rb_p_1006.php

  7. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    16 hours ago, Steve said:

    Severe timing scatter

    The RPM needle bounce is perceptible with no filter

    New logs no RPM filter (1)
    https://drive.google.com/drive/folders/1vhJn_KUE4wvgWkxZwfjvVNPyYr5Da6ZB?usp=sharing

    Log wise so 2 logs one at 1Bar and the other at 0.7Bar both with RPM filter of (1), the RPM scatter is more pronounced on the 1Bar.

    As I didn't have any other way to convey the misfires or the power dips that I feell, so I decided to calibrate the G sensors on the thunder, and if you look at the logs and find the "longitudinal X acceleration" you can see that the 0.7Bar as a big acceleration rate till max boost 3300 RPM, levels until 5000 RPM, and +- progressive deceleration up to the 7000 RPM, and the 1Bar has a deep that starts at 5000 RPM goes all bouncy until 6700 RPM and it stabilizes after that to red line.

    The R8 NGK coils I'm using have 4 wires, one of them is "unused" and I've tried two options with the same results (not grounded and grounded) one third option I used was to connect it to the oscilloscope and see if it generated a confirmation of firing/ignition signal and it doesn't carries any apparent signal. (so what is it for?)

  10. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    4 hours ago, Steve said:

    So obvious question now; do you still have the PRE-cats on the car??

    No I've got one of this.
    https://www.z1motorsports.com/z1-products/z1-motorsports/z1-25-bolt-stainless-steel-downpipes-p-2958.html

    4 hours ago, Steve said:

    Regarding timing it should ot affect it as the cas is on the exhaust and vtc on intake. Max pressure should still be on tdc

    Yes this was just stupid of me, writing without reasoning a bit! 

  11. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    Hi Steve,

    Finally got to test without the mid pies, same problem misfiring at higher boost (the noise is infernal).

    Have the new logs with SNAP WOT and IDLE this time with a PICO.

    https://drive.google.com/drive/folders/1Oae9_GA7fIYRQIhR_l-fWyz33DEFxxdo?usp=sharing

    At 7000 RPMs the 500hz transducer con only give us +-8 samples per 720º cycle but I think its enough to see the trend.
    Looking at this numbers (54psi max at exhaust stroke) testing in cylinder back pressure is probably not equivalent to testing just the exhaust back pressure, either that or these number are completely wrong.

    This was tested on the nº 3 cylinder and I've also noticed a drift between the cylinder nº 3 timing mark and the pressure curve as RPMs go up, noticeable only from 1400 RPM to the top it's probably just the 10º from the VTC but the lack of frequency resolution of the transducer may be the culprit 7000 RPM - 84º resolution, 3500RPM - 42º resolution and 850 RPM - 10º resolution.

    On 12/1/2018 at 3:30 PM, Steve said:

    You probably would be good enough with a few snap throttles to get what you want.

    Happy Christmas.

  12. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    15 hours ago, Steve said:

    Not sure if its the scope, software or the sensors samplerate

    I think the sensor sample rate isn't 1000 hz (as advertised, chinese material) but more 500 hz(the steps are 2 ms apart), and nothing compared to the 10000 hz 0.1 ms of the wps500x.
    The device is not all that bad but the software is just terrible can't do custom probes no unit on the rulers doesn't read back files, just terrible.
    The Hantek was free a friend as lent me.

    One more thing about the signal on the back pressure test CH1, it's noisy lots of spikes, the power and ground all come from the ECU as I'm using the fuel pressure sensor wires, is this normal or ok.
    The Hantek reading from a 2v square wave generator has a pretty clean signal, however the 2 channels read different voltages.
    https://drive.google.com/open?id=1K4EwWv19b8PXJuX9zMh84pELwuddxZ3I

    This link is just from CAM and the the transducer connected, ignition on, car not running. CH1(pressure transducer) has 345 mv peak to peak and CH2(CAM sync)  has 314 mv peak to peak, is this acceptable? for the transducer that's +25psi variance peak to peak, even subtracting the mean it gives a +10psi variance.
    https://drive.google.com/open?id=12Ocbo5wu19HjXF-1OjwWiQ2bba1EyPbB

    15 hours ago, Steve said:

    May i suggest the pico 2204a

    Yes, I'm ordering one soon, I played around with the software the pas days and there is no comparison.

     

    15 hours ago, Steve said:

    You didn't by any chance try capturing backpressure at a higher RPM?

    No I didn't know if it could do any damage due to the imbalance, but can do it again, just free revving 4000 RPM? no load?

    15 hours ago, Steve said:

    shouldnt read any backpressure at all really

    Even with turbos is it the same? Or can it increase just a little bit on low RPM?

     

    15 hours ago, Steve said:

    Those broken cat internals might just be further down the system

    I don't think so, first taped along the pipes for tinkling sounds and nothing, not satisfied i removed them, inspected visually and banged them on the floor vertically and noting came out.
     

    15 hours ago, Steve said:

    turn killed the cats eventually. Stuff like that.

    I have an idea of what killed the cats, experiment with 2 step and ignition retard on decel to make pop and bangs whenever lift of the throttle. :-) 8-)

    15 hours ago, Steve said:

    I still think you should try disconnecting the cats and run an open exhaust eliminating a clogged exhaust

    I'll have it a go.

  13. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    On 11/18/2018 at 5:33 PM, Steve said:

    You run the engine at idle. Unplug the injector and coil and run it on 5.

    Use the big one. Backpressure should be as close to athmospheric as possible. Study the article above. 

    That said. Sounds like its going to be easier to just split the exhaust to check this out of the game

     

    Hi Steve,

    So I've done the back pressure test and I get a max of 1.98psi/137mbar on both sides with a slight difference on the curve shape (images - "Back pressure test right bank Cyl 3 Chart" and "Back pressure test Left bank Cyl 2 chart") it doesn't look as severe as the 9psi/618mbar from the example you provided. (the hantek software is truly bad, practically useless for reviewing files)
    Never the less I took the liberty to inspect the catalytic converters, and to my surprise the one on the left side had already went out of the exhaust completely, and the back pressure test it reported slightly longer duration of 1.98psi/137mbar for the exhaust stroke (image - "20181127_102711 Left"), the one on the right was cracked (image - "20181127_102140 right")and I removed it, so no cats for now it's just hollow tubes.

    Tested it again and the same problem, at 1 Bar of boost it starts to misfire from +-5000 RPM to 6700 RPM and then it clears up to the RPM limit, at 1.1 Bar it starts to misfire from +-4600 RPM to the end but more frequently, at 1.2 Bar it starts to misfire from +-4600 RPM and it goes into over boost at 6800 RPM ("Log 2018-11-28 11;48;09 am") even with the LINK trying to manage it.

    I've also done a test maxing out the dwell time for each RPM above 6000RPM (6.5 ms@60000 RPM, 5.4 ms@70000 RPM, 4.5 ms@80000 RPM) 40% duty cycle - 1.5 ms spark duration. Conclusion no difference!

    I've also did a test advancing the ignition for 1.0 Bar region 3.5º, 1.1 Bar region 4.0º an 1.2 Bar region 3.0º as I knew this area had conservative timing and wold not knock. Conclusion no difference! (slight increase in power) (image - Ignition test difference in power).

    I've also did a test with the same ignition advance as above and leaning the mixture from 0.77λ to 0.84λ. Conclusion no difference!

    I've also done a compression test with the same transducer (so as to put all on the same slate) but used link software and the fuel pressure input at 100hz (you can use the link software an the fuel pressure input to look at the data). The values aren't the same as I've written before.
    I've done Cyl 2 without oil (126 psi/8.7 Bar) and with oil (188 psi/13 Bar).

    Compression test:
    https://drive.google.com/open?id=11aiwFhxp8-ND_Tmy0QtCuArjS_XiUOqS

    Back pressure test:
    https://drive.google.com/open?id=1gWvHz00Aqd7EnKjE1sQ3Fpjrw-_Rit8q

    Software Dyno tests:
    https://drive.google.com/open?id=1ju8OJ6A8NdshonSgN5HQFN_YhEAo4fx6

     

  15. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    Yes, I see that now, to save the .rfc it has to save individual channels, and I saved both channels at the same time and the only options it gives is .txt, .xls, .doc or images. I didn't know it wouldn't reopen them on the software, I'l do it again the correct way.

     

    I have a 20bar/300psi 1000hz transducer I'll wire it up to do the tests you propose.

  17. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    On 11/5/2018 at 3:56 AM, Adamw said:

    You definitely have trigger errors but it is hard to tell if it is due to interference or some other problem.  Im not sure how much we can rely on the built-in triggerscope to show good detail of the Nissan 360 slot trigger at high RPM - I think it is possibly a bit beyond its capabilities.

    I've done some oscilloscope logs and It doesn't look so severe as it did on the built in oscilloscope, the delta voltage (its reading from negative to positive) for the 360 step, more or less 3.7v and for the 6 step is 4.2v.

    16 mhz +-5900RPM 220kpa.xls

    I'm not allowed to upload more files:(

    Link to other files

    https://drive.google.com/open?id=1SsyXaEMiMCZRBJrAXUc4HDycpeEHgECC

  19. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

     

    2 hours ago, Steve said:

    The thing is that with the single pressure deadtimes you got it will actually pull too much fuel and you go lean. So thats at least a big part of your weird fuelmap. You have to compensate for the ecu pulling too much fuel because of..

    I understand what you are saying, but if it were so linear or so bad by 3000 RPM and above 60 kpa I'd have to increase VE to compensate for the ECU removing fuel calculation and this is not the case, in fact that's the most stable part of the map, and from my testing I get better AFR stability with fuel pressure compensation option for every time the fuel pump changes speed and FPD changes.
    But this is in my case/experience/logs, can be different for others.

    1 hour ago, Steve said:

    How does the plugs look? Have you done a compression test or better yet, a leakdown test? Is there a log without the rpm filter then?
    I don't have pictures to show but they look ok.
    The messyness of your rpm lines is because of your CAS. I would like to see how bad it is. It tells a whole lot about it.
    I'll try to find a log or make a new one as soon as no rain around here, the little bastard get all squirrelly in 3rd or 4th gear with rain and full throttle.:D

    If you don't mind me asking, what is your line of work, is it automotive related?

  20. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    45 minutes ago, Steve said:

    I see in one of your logs that at around 3000 rpm your differential fuelpressure is about 340 KPA. Not 300. So at idle i bet its even more. I suspect you got your fuelpump running at full tilt all the time? Not the greatest of ideas.

    No, I still run the stock 3 speed fuel pump controller Idle gets 305 to 310 kpa differential fuel pressure
    Second speed stage has the following condition (more than 2100 RPM and 14% inj. Duty), AUX 9 activates as DFP is dropping below 296 kpa and moments after it gets back to 305 kpa
    Third speed stage has the following condition (more than 2700 RPM and 22% inj. Duty), AUX 10 activates as DFP is dropping below 300 kpa and moments after it jumps to 330 kpa here yes it gets temporarily overwhelmed, but by 4500RPM it tapers down to 315 kpa and +- maintains it to the RPM limit.
    look at "ECU Log 2018-09-24 9;18;56 pm.llg"

  21. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    15 hours ago, Steve said:

    I see.

    With that fuelrail i guess you deleted the fueldamper and have a different pressure regulator?
    No they are both stock and still the stock ones.

    I may have missed it but is there a log without triggerfilters applied? IE with the trigger at its stock config.
    I don't have any trigger filters on any log only RPM filter. If I select any trigger filter the car doesn't start, I suspect that trigger filtering doesn't work with digital signal as it average out some amount of slots and LINK having a special trigger for "NISSAN 360 opto" stops it from working (but that information can or must be confirmed by LINK personnel.

    You started to have theese symptoms with the Adaptronic?
    Yes, as soon as I had a good control on boost (no more manual boost control regulator) and I could maintain a flat boost line all the way to the RPM limiter at 1 bar the ignition brake up started to happen, just as I have now.

     

  22. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    17 hours ago, Steve said:

    What pressure is the injector deadtimetable for? Sheet doesnt specify as far as i can see.
    It doesn't, but I assumed it was 3 bar as the dynamic flow is made at 3 bar and the normal rating for this injector is at 3 bar.

    Somewhere you got something wrong. As mentioned a VE in the 90`s at idle is not normal. around 50-60 is more to expect.
    It's possible! I'm not discarding any constructive inputs.
    But how can I relate it to the misfiring? I need some kind of plausible/conclusive explanation!
    The car ran for 2 years on this injectors and a NISTUNE ECU (stock ECU with a real time programmable chip) only difference was it had a manual boost controller and it naturally dropped from 1.3 bar at 4000 RPM to 0.8 bar at 7000 RPM (I wasn't able to control boost very accurately) so never had the chance to deal with this problem as no high boost at high RPMs.

    Then it went with a ADAPTRONIC, with this one I could control the boost to the RPM limit and the symptoms started to appear, at the time the ECU had only 4 injector and 4 ignition outputs and it was running wasted spark I thought it was due to lack of dwell time available at higher RPMs. And I wanted more inputs and outputs to monitor and control more stuff.

    Then changed to the link G4+ thunder, and that's were I am now.

    Whats your fuel setup all the way from your tank and back to it again? Actually, tell me about all your engine mods and the stuff around it.
    There aren't many:
    Fuel - every thing is stock apart from injectors and fuel rail (CZP High Performance Fuel Rails)
    EGR delete
    AIV delete
    MAF delete
    Two New 3 port MAC solenoids to control boost
    Dual 2.5 inch exhaust line with hi flow cats and XFORCE VAREX mufflers.
    AVS Side Mount Intercoolers, 2" ARC Spec Core
    And that's it.

     

  23. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    17 hours ago, Steve said:

    What injectors are theese?
    JECS side feed 650cc

    Did you calibrate timing with a timinglight?
    Yes.

    Screenshot shows why i think it needs tuning still :)
    There are some weird places like the 3000RPM line from -60 to 40kpa it has a very high VE and I can't explain why but the VE has to be like this for the lambda to +- match the target, and some others places the VE is weird also. :unsure: 
    I'll try and solve them later:rolleyes: work in progress.
    But on boost it's tracking along with 0.01 lambda error margin and a max of 0.03 λ.

    image.png.15da7278a09bd25e5ee9dbb2105855a6.png

     

     

  24. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    8 hours ago, Adamw said:

    There is not many obvious signs of trigger error in these last 3 logs so it quite possibly is some sort of ignition interference at higher loads. 

    Are the coils grounded to the cylinder head?
    Yes.

    Resistor spark plugs?
    Yes. Resistor Value: 5K Ohm
    This - NGK Iridium Spark Plugs, Heat Range #7, 2667 BKR7EIX - Nissan 300ZX Z32
    Or this - Nissan OEM NGK Spark Plug, Colder PFR6B-11B - Nissan 300ZX Twin Turbo Z32
    Both have the same problem.

    Is there anything unusual about the grounding in this car such as battery moved to the boot or something?
    No stock location.

     

  25. 2µF Suppressor, what type can it be or must be?

    in G4+

    Posted

    19 hours ago, Steve said:

    First of. The stock CAS sucks and especially with most aftermarket ecu`s. At LEAST get an aftermarket cas disk in it.
    I wold but, will it get rid of the belt slop/slap, if I have it?
    Will it get rid of the backlash between the CAS and the Cam connection, if I have it?
    And I'm also assuming the G4+ cpu is more than up to the task! If not someone from LINK please tell me its not.

    The fuel map needs ALOT of tuning.
    It's a Work in progress, but it's not that far off. Attached ECU log.

    Are you sure your injector data is good? 
    Yes. Attached injector sheet.

    Are yo sure you calibrated your mapsensor?
    Yes. Attached ECU Log

    You are at full throttle at 5700 rpm but are barely making 0.1 bar of positive manifoldpressure. Is it missfiring that badly?
    You must be talking of the (RPM Filter3.llg, RPM Filter2.llg, RPM Filter1.llg) logs, I explained on the previews post that "(just free revving no gear/load)" and that's why no boost, otherwise 1.1 bar  by 3800 RPM.

    Do you have access to a propper scope (other than the one built in)?
    Next step!

     

    Injectores 300ZX +-637cc.pdf

    ECU Log 2018-09-24 9;18;56 pm.llg

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