andpdas

I have tried changing both clamp table and proportional. It went pretty well on the exhaust right cam. but not on left cam. I have swapped to the stock ECU and took some logs. but both right and left exhaust cam were stable. I think it is not a mechanical problem. Should I use separate PID settings for right and left exhaust cams? And do you have any idea why does my left exhaust cam are going up and down. https://drive.google.com/open?id=1AjfPYF8nR7Jw-arvEXf-mMwlgSiQ4q1u https://drive.google.com/open?id=11oXq1Vj5YbyYr2Lu0Oi89E_y6qlxHNX5

Thanks, I'll try it!

I have Subaru STI 2012 EJ207. My Engine has both intake and exaust VVT. At first, I have used the default cam settings "Subaru Quad AVCS". But it didn't be stable. I am using custom pid settings but sill not stable. I have read the help page in the PCLink about the custom PID settings. I also understand about how the PID works. But I can't make it stable. Could you look at my settings and see if I had messed up something. Or, any prefered values? GVB-22L - コピー.pclr Log : https://drive.google.com/file/d/16AIBPA81snG-T_0r1Q5aQA6OrRvFkNTV/view?usp=sharing

I think your guess was right. I have changed the lambda around .75 and it worked fine! Thanks !

Thanks for your answer. I am trying to make it more leaner. But I am scared to blow my engine. @Adamw How much lambda are usually used in each boost conditions. Ex. 0 MAP 0.9 Lambda, 0.5 MAP 0.8 Lambda, 1.5MAP 0.7Lambda 2. Exhaust cam 35 deg @ 6500 rpm is a bit higher than usual in normal ECU. I will change and retry it !! Thanks. Thank you for your advice for the knock threshold. I wasn't noticed that my ignition timing was retarded. I learned that retard will be in per cylinder and will not be described in the Ignition timing(BTDC) log. Thank you. By the way, My Map limit was set to 265. So I tried with changing it to 300. But it didn't work. I will try collecting more logs in various occasion. Thank you anyway !! I thought the lambda is way much richer than my sensor can notice.(LSU 4.9) Because it is using 3400cc/min at peak. I have changed my target Lambda leaner but the actual Lambda didn't change at all.(Stuck at 0.67) So I will carefully try to make it leaner around 0.7 and check it works. Thank you.

Car : 2012 Subar STI EJ20 Tubo I tried to run my car to rev limit but the RPM doesn't increase from around 7000 RPM. I have checked all my guesses bug I couldn't find it. My llg file was too big to upload so I exported as CSV. Original llg is in my google drive. Does any one have any guesses? https://drive.google.com/open?id=1Qq5PQjLNRBmAzj4iTX6zCXBPa5sqRhpE GVB-22L.pclr log2.zip

I am tuning Subaru STI 2011 with G4+ Fury. EJ207 Turbocharged engine. I am planning to add a intake air temperature sensor to my car. In the PCLink help, it says that Bosch 0 280 130 085 is recommended for turbocharged vehicles. I can see that Air Temperature Sensor (IATB) looks similar to this sensor. I already have a 1/8" NPT mounting boss in my car so Air Temp Sensor (IAT1-8) could be easier to install. I found that Bosch 0 280 130 085 's thermal time constant is around 5sec. But I couldn't find the thermal time constant value for IAT1-8. Is IAT1-8 is fine for turbocharged vehicles? Or should I use the IATB? http://dealers.linkecu.com/Products/temperature Best regards.

Hi @cj @Adamw Thank you for your advice. I'll try starting with changing PID settings. BTW, The reason of the engine temp jumps up is I have changed the trigger pull up for coolant temp.

I have 2012 JDM Subar WRX STI Spec.C (Ver 11 I guess...) Engine : EJ207 quad AVCS I have setup all the VVT stuffs. Including Camshaft position sensor's offset using the cam angle test. I took a log and it describes that, intake cams are correctly at the target position. But Exaust cam pos is hunching(going up and down around the target cam position) I have both tried cam control mode as SUBARU Quad AVCS and SUBARU AVCS EJ20. Both of them had the same result. I have my Link Fury as Piggybacked to my OEM ECU. But I have disconnected all the cam position sensors, cam solenoids etc.. from the OEM ECU. Does anyone have any guesses? Log 2018-04-19 1;31;19 am.zip G4+Fury-initial51.pclr

Hi I have changed Trigger 1 arming threshold table as you described. And it worked fine! Thank you so much for your kindful support. I really appreciate. Best Regards

@Adamw I have disconnected trigger 1 and the trigger error disappeared. The engine went up to 8000 rpm and worked fine! Thank you so much! But now I have my OEM ecu which been disabled most of the functions. Are there any solution for this problem? Best regards.

Hi Adamw Thank you so much. I'll try changing the trigger mode to "EJ25 AVCS". I'm able to disconnect trigger 1 from OEM ecu. But I'm not sure I can start my engine with it. But I will try to do it. I have a question. Should I disable the VVT before I test these? I have just copied the VVT settings from OEM ecu. Best Regards.

I noticed that I am receiving the camshaft position error. Error: 2nd Cam pulse Error: Extra pulse But I have no idea whats going on. And I don't think the trigger scopes are inverted. Although the timing of camshaft signal rising is different. But the camshaft signal falling timing are both(900 rpm and 2000 rpm) same. ( If you meant this as inverted signal, it's my misunderstanding. sorry )

@Adamw Hi I have swapped my Left Intake Camshaft Sensor to a brand new one. But I'm still getting trigger errors when RPM goes over 5000 rpm. I have tried both, piggy back left intake camshaft sensor and also independent ( disconnected pin A21 from stock ecu and enabled pull-up for trigger 2). I have also tried changing the trigger edge to rising too. but it didn't work neither. So I think, the possibility you raised, which no 1 and no 2 could not be the reason. What should I try next? I have attached. - the my settings file - log file that I drove and tried to reach up to 5000+ rpm - trigger scope around 900 rpm - trigger scope around 2000 rpm. (only this looks weird ) - trigger scope around 3500 rpm. - trigger scope around 5000 rpm. * all of these trigger scopes are collected in neutral gear. Best Regards PS. Althow the idle is unstable, I just haven't setup the closed loop idle control correctly. So please don't care about it. this.pclr Log 2018-03-21 3;26;47 pm.llg Trigger Scope Log 2000RPM 2018-03-21 3;06;57 pm.llg Trigger Scope Log 900RPM 2018-03-21 3;06;40 pm.llg Trigger Scope Log 5000RPM2018-03-21 9;31;10 pm.llg Trigger Scope Log 3500RPM2018-03-21 9;31;25 pm.llg

Thank you for looking the thread. The reason that I choosed the piggyback instead of indipendent Fury. Is because One is the CAN and DCCD. Also, my engine needs a lot of output and inputs. Like tumble generator, secondary air conditioning valve, charcoal canister, air conditioner system, e-throttle, power steering, inter cooler water spray system, input and out put camshaft VVT(subaru call this AVCS) etc... So I need Thunder to support all of these input and outputs. But I only wanted to control stuffs that makes more TORQUE and HORSEPOWER!!! Thats why. thank you! Thank you so much. I will try the no1. although I have already disconnected the pin A21 from the stock ECU. But I haven't try the power and the ground from the sensor independent of the stock ECU. Even that didn't fix it, I will change LH input camshaft sensor to new-new one. Even the wage of swaping these sensors are expensive, The price of the sensor is not so expensive. I'll change it to new-new one just in case. Best Regards.