CMSport

awesome, thanks for that. I'll go hunting. *edit* silly question... IAT turned off

all good.. attached this time G4+ Atom GTti Rev A.pclr

integrale8v, as in the tune file? Did I misinterpret Adam saying post a map... ?

Hey Adam, log file of warm up and snap shot of the fuel window attached. Appreciate any ideas! Two things I noticed this time were the accel fuel % value was very high at first start up. I then noticed that the TP main value was going a bit crazy, particularly at first start up, then it calms down a little as ECT nears 80degC but never just sits at 0% Makes me wonder whether the TP sensor is faulty and causing the ECU to think there's a sudden throttle opening and activating accel enrichment? Otherwise I'm a little stumped right now...! Cheers Tim Log 2017-11-27 8;15;59 pm.llg

should have anticipated that one... unfortunately I didn't log it and it's still relatively warm after a little road tuning so will have to wait and log another start up soon

Hey guys and girls.. I'm trying to get my head around a very rich warm up situation. I have pretty well sorted the idle mixtures when warm to sit very close to stoich on petrol. It starts really well but as it's warming up the idle mixtures sit at around 0.68 to 0.7 lambda and I can't seem to pull it back without backing off the fuel table by 20 counts then steadily increasing it as it warms up. I have set the warm up enrichment table to zero everywhere and this seems to have had little to no effect... I'd be very grateful if anyone has ideas on this Cheers Tim

OK thanks, that comforts me a bit - why then do you think the base table that the ECU calculated first up was lean? it started out in the low 20% region and I ended up with more than twice that number. Is this normal to expect?

*edit more context added* Hey guys, a quick question on modeled fuel table numbers... I'm totally fresh to the world of mapping with modeled fuel equations, using VE as the display variable so you'll have to excuse me for being a little lost on this one... Firstly, I expected that, after putting in my engine/fuel delivery parameters, that the initial modeled base fuel table might be at least close to where it would need to be... is this an incorrect assumption to have made? The car started on the crank enrichment and then suddenly stalled. it clearly sounded like it ran out of fuel. I increased the VE numbers until it would start and run, then continued to increase to keep afr in a happy range. and ended up with around 65 at idle between 1000 and 2000rpm. engine is a pretty stock 993cc Daihatsu 3 cylinder... stock cams and intake etc 4-valve head, nothing fancy This seems rather high to me, as I had expected idle VE to be in the range of 10 - 20%. I do note though that the injector PW is still in the low 1's which is roughly where I thought it should be. I'm so so used to looking at a table of injector pulse widths so if someone could reassure me that this doesn't sound outrageous and I need to go searching for a cause, that would be much appreciated! Cheers Tim p.s. I'm running ID1050x injectors and it is blowing my mind that I can hit 1.0 Lambda at NORMAL idle rpm on a 993cc engine... amazing

Awesome, thanks Simon! The distributed setup on cam angle sensing has survived for the past 30yrs so I'm happy to trust its degree of accuracy... [pun intended] I feel there should be a note in the IGN setup help dialog screen stating this, as it does in fuel setup, regarding sequential inj... just to add my $0.02 Cheers Tim

Hey guys and gals, just wondering if someone can confirm for me whether I can successfully setup direct spark IGN on cam sensing alone? I am converting from a distributed spark setup, where I have ground 2 teeth off the 3 tooth wheel to provide a cam pulse 1x reference and the second being a 24 tooth position sensor. The information I seem to be getting on repeat is that, if I want to run direct spark, I must use a position sensor running at crank speed. What seems conflicting to this logic is, in the help menu, sequential injection similarly requires 720deg crank position sensing which can be done with a suitable cam sensor. To me, the same position sensing should be able to be used for IGN and Injection sequential firing... or have I missed the boat somewhere? Cheers Tim

Thanks for that, I was hoping that would be the case! Cheers

Hey guys, I'm rather impressed with the amount of information on this forum and have so far managed to answer all my questions from the search function so thanks all however, this one doesn't seem to have been covered.. I'm throwing out the distributed spark setup on my little Daihatsu Charade 3 cyl and upgrading to a set of Toyota/Denso COP sticks (keeping with the 24 - 1 tooth cam triggers in the process, hopefully that will still work ok??) and wondering if I can just ignore the IGN feedback pin, labelled "ICMB" on the attached diagram? My assumption is that this is merely a feedback loop for the ECU to say that all is OK and ready to fire but I can't find any specifics on the internal wiring of the igniter to confirm this. Any help would be appreciated! Cheers Tim