nilsp

Hi. also into s14 in this range of tuning. Dont know if youre getting it any better? But remember, a s14 2.5 300 hp NA.. you probably got quite «big» cams, overlap.. making reversion and pulses in the intake airbox. These engines makes a big hole in the torque curve somewhere between 3000-4000 rpm, depending on setup. So what are your specs? What and where is peak torque and hp? Nils

Ok, yes thats what Im doing as well. but needed to ask Thanks for clarification!

Hi, I have an ewp setup which is controlled by pwm, aux 4. I havnet set this up and dont understand all how this control method works. Anyway it works fine, just trying to adjust my 3d table to control it properly vs ECT. What I wonder is if there is any way I can find the actual numbers which controls it in any of the logging done?

No.. and not really very good with this kind of electronics, but might have to look more into.. read you can test coils and find data that way.. thanks! Ok.. yes maybe it actually wants a little more dwell. thinking of it, will try to compare actual voltage now and back in engine dyno.. could be a slight difference impacting the dwell table. Thanks for help.. as usual

Adam, sorry forgot to mention.. Its running sequential now with new coil. Was out driving and testing small stuff etc and it felt like the engine hesitated trying to rev into 5000 + area. Looked for all kind of limits or errors,but couldnt find any. No trigger errors, but thought I'd check them with the triggerscope, and doing a little high rev triggerscope was when a plug suddenly failed, could see due to individual egt sensors. So just trying to look into any obvious things that could be wrong due to this coil swap!

Have just swapped from stock rotor and a coil to coil pack and is a little concerned the settings might get wrong. Engine run in dyno with new coil for a few hours and worked fine, but when installed in car I started getting misfires and in end one plug failed. Might be just a failed plug, but thinking some settings might be wrong to. Coil is a type that came from vw 2 liter engines. Bought one online; ngk u2011 its called. Found some info they need low dwell times, so set down from 3 ms to 2 ms, and used that in dyno and no misfires were noticed. Anyone got a table for these kind of coils? Cant find any detailed spec for them either. Bosch has number 098622049 for these and a code; zsk4x1 which seems to be kind of a code for several types of coil packs.

Hi! wondered if there is any possibilities for buying a splittter for the out plug to pc? (Datacable) reason is wanting to have one out datacable connected to incar minipc/multimedia player screen , and possibility to connect another datacable to regular pc for more tuning.

Aem x-series.. gauge, has both analog and can output, works perfect. had an older aem for 12 years before new now..

ok, I understand Reason for asking is because when I noticed ect ign trim this summer, it was easy to spot on the ign angle vs ign table. I have updated to latest firmware also, but cant remember if that just after this logged run.. will check. Thanks!

Thanks again for reply. But if you looked at the log, shouldnt the actual ign go down when knk trim is applied? -also the knk trim is just quick spikes on 0,1 sec a couple of times. The advance delay is set to 0,5sec. This made me unsure if it actually is working the way I set it up?

Normally with ITB`s, TPS is best suited, as the vacuum isnt very stabile with ITB`s. Doing this myself to bmw 4 cyl engine with ITB, and have understood this is the way to go.

A picture of my current setup..

Hi Adam, Thanks as usual for detailed answer. You are right, this is with distributor cap and all cyl allocated to knk trim 1. Does this mean my ignition actually is retarded in this log? -even thought the ign angle and ign table is the same where the knk trim seems to retard ign? These engines have tendencies to make lot of noise, and seems to knock quite easily. But yes, many say it shouldnt be a problem. Therefore I hope Im on the safe side, and hoping to push it a little back having the knock system helping me. 2.66 liter, 11,7 compression, 98 shell v-power. Attached another log, at this point I could, for first time hear audible pinging. This is at a very bad tune for the engine, biiiiiig torque dip before coming alive. bank!.llg

Hi, Trying to make my knock retard system work. Have worked on a threshold setup etc, its a very noisy engine, so finding it quite difficult, but feel I`m close to something now, so I turned the knock control on and set ign retard limit to 3. When testing a little during driving, the knock counter count, and the cyk I knk trim applied retard, but the actual ign and ign table is the same. I had a dyno run this summer where I noticed this working, but that was the ect ign trim table working. But have to say I`m a little unsure about the settings on this, any obvious errors in setup? Bosch donut sensor on block, not stock knk sensors on these engines. 4 cyl NA engine, bmw s14 Attached a log while doing a pull on road. pull.llg

Hpacademy has a nice webinar on setting up rpm limit on g4+

Adam; sorry about that, ofcourse no ios Funny how the simplest details can be overlooked! only tried with my ipad. would love to have an small well functioning (all functions) tablet, so this wouldnt do that job anyway!

Downloaded the app for IOS the other day, but Link was not listed as source. The source list was less than the one pictured in the configuration PDF file.

I’m wondering how the logics between DC og VE numbers in the fuel table is. Reason is I did change my exhaust header this winter, no other changes to the engine. -except new wbo2 which now is via can. It started running very rich, across all areas of the fuel table. after adjusting it reasonable ok, on road and track the afr’s are quite good now. Will go for adjusting and measurements in dynapack also soon. But the strange thing -to me at last.. Is that the injector duty is actually a little higher at the max torque and hp areas, while fuel table is 15-20% lower. Is this logical?

Thanks for tip! That ALM test function was smart and would be very handy. Mine is an aem x series, lsu 4.9 and is set up by can. Not done this myself,but its not like the older 0-5v tables to set up, so I just have to assume its ok. ( just hardly used car, its pre-season) Have had link ecu for many years, and new details on engine every year, but always just ran open loop.

Thanks. yes, its s bit out now, changed fuel pressure and a very different header and exhaust system which should affect this NA tuned engine a bit.. also the lambda sensor and gauge is new. will go for rolling road and map better, but excited to test this function, and did when moving the car. Might be my gain numbers are very low then

Hi, Just started experimenting with this, but cant see/understand how it works, and least not compared to what I thought after seeing the webinar about it. Logged a little bit,and the fuel corr show negative numbers 10-15% all the way it seems, even though lambda and target is not to rich all the time. Feel I got something wrong somewhere? Attached a small log file. Log 2018-03-26 11;21;01 am.llg

Hi, sorry for hijacking this thread, but I'm just wondering about some of the same. -effects of this charge temp and this stuff. reason being that my engine feels like its varying on power, and the injector duty cycles varies between 62 and 70% Afr is fine. Engine was mapped in an engine dyno without any airflow to filter or anything. Question is, if some settings are wrong and engine stills run fine on afr. -could this be because of the modelled mode? Will it compensate automatically for what it thinks is right, and not see anything on afr, since the duty cycle varies that much? Could airflow to filter affect this? Duty cycle should theoretically be a result of power, and 8% is a big difference, same with injector pulsewith. -having a hard time to explain It is a na separate itb engine, bmw s14,with quite aggressive cams and overlap. sorry for hijacking your post, trying to understand more about tuning

Thanks! Sounds good

The fuel pressure was logged through the dyno, not the ecu. But the ecu thinks the pressure is 3 bar then ofcourse,since thats what the setting is set at,and the equation is out from. My injectors should be more than big enough,and I'm running stock FPR. Could install a sensor ofcourse, but I feel its working ok for now.. Running wbo2 all the time and have big fuel pumps, so think the supply is under control. M3 S14 2.66l NA making 315 hp and 325nm, and just broken in.

Hi Adam, thanks for reply. havent had opportunity to check the pulsewith yet. Engine was in dyno, now removed, awaiting install in my car. Regarding the VE numbers; what are normal numbers for a good engine? We checked the injectors flow because of the high numbers,and it was looking to run leaner and leaner,so suspected injectors could the restricted or something. -they were not, but at 3 bar they gave around 550cc, should be 620 @ 3 bars. Also the actual fuel pressure is more like 2.7-2.8 The ecu is programmed to 620cc and 3 bars. Guess this could explain some then? Brgds, Nils