Tightmopedman9

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Tightmopedman9 last won the day on July 26

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About Tightmopedman9

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    ever been to the southern part of the gulf for the Bonita run?
  • Birthday 09/04/1989

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    Tightmopedman9
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    VASTtuning.com

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    Denver, CO
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    NEC

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  1. The ECU you are running is programmed to alert you to knock. This is a non-stock feature and was added by Mercuric. The CEL will toggle when the cumulative amount of ignition retard due to knock surpasses a set value. The value is 15º unless you changed the value in the tune before flashing. This doesn't necessarily mean that the ECU is currently detecting knock, but it does mean that the ECU detected knock in that general RPM and load range in the past. Knock is the #1 killer of engines. Your engine could be knocking due to lean fueling, overly advanced ignition timing, or too much boost given your mods. Just because your tailpipe is black doesn't mean you're running rich under load, the only way to know if you're running the correct AFR is to install a wideband gauge. The CEL not triggering when the temperature implies that the problem is related to too much boost and/or ignition timing. Improper spark plugs won't detect as knock, that isn't your problem. @tighe it's VAST tuning now 😉
  2. Saw Brandon off today, I'm glad to see the car finally leave, but a little sad that I won't be able to work on it anymore. Really makes realize how much I miss my own car. Who's up next?
  3. Sorry for the confusion, I typed up that response hastily and didn't really pay attention to what I posted. I was able to find my notes from the 'fix' and the problem was that the compressor would click on once, and immediately turn off, never to turn on again until the car was restarted. Maybe it was just a problem with their AC pressure sensor malfunctioning, but they did mention that they tested high and low side pressure when the problem was occurring and both were in spec. Probably disabling the pressure error shut off isn't the best course of action, but if you want to do so you can set 0xCAC6 & 0xCAC7 to 00. It could be that you need to increase the cold start factor at higher coolant temps, while leaving the lower coolant temp values the same.
  4. Reduce your acceleration enrichment at low coolant temps, there is another accel enrichment table at 0xCFA4, same size and axes as the other tables. Also, reduce the values in afterstart enrichment at 0xD8B4, single axis table, 16 values long. It is impossible to get the 850 MAF to sit in the center of the 540i housing, it is off by more than .75". I stopped recommending this housing because it is a pain in the ass to tune. Avinit, I like the hole in your board so that you can solder the pins to the board in situ, very smart.
  5. I hate how the engine always rotates when using the harbor freight support straight across the engine. That's a good idea for the center support. Where'd you get it?
  6. That's just for the amount of fuel injected when cranking.
  7. @ejenner2004 is ME7. None of this thread pertains to your car.
  8. Why not use the ACT disc? That's what I used and it is a much beefier disc than the SD693.
  9. This LDR routine talk is exactly why I created the 'boost quickener' mod. Any time you floor it and the current load is 1.25ms (can be defined) below the target specified in the target load map the TCV is held shut and the P and I factors of the LDR routine are set to 0. When the load is within 1.24ms of the target load the LDR routine resumes. This guarantees maximum spoolup and minimal overshoot. Regarding the MIL flash due to knock, I need to update the patch file as I made some mistakes in the code. I've reworked it and will upload a new file soon.
  10. That was just a quick idle and throttle blip from my car. Clutch still isn't working so I can't get running drive logs from it. I shouldn't have posted that, because it really makes the control look much more ineffectual than it is. The new routine directly replaces the stock I factor RPM vs load lookup. I quickly ditched the single axis, non RPM dependent lookup and replaced it with a AFR deviation vs RPM lookup map. The AFR deviation axis is in units of AFR and the scale of the axis is determined by your AFR gauge. I still need to play around with the AFR deviation axis and tuning of the factor, but the above map seems to give pretty good control of the AFR, even if the tuning of the 'VE' map isn't so spot on. At idle I find that with an I factor of 1, and the P,D variables set appropriately, the AFR will stay within .1 of the target. I think the next step in wideband control would be feeding the AFR into the ECU via serial input instead of analog 0-5 voltage. I'll send the code to Piet and Venderbroeck if they want to incorporate it into their wideband regulation mod. I'd appreciate any feedback for tuning of the map.
  11. I'm going to redo the map lookup with a better map lookup. I'll use an interpolation factor and the axis will be the AFR deviation in .15 increments. I'll include a ROM variable that is equal to the slope of the wideband curve so it will be easy to port to different tunes. I'm starting to wonder about the effects of exhaust gas velocity though; maybe I should create a 8x8 RPM vs AFR deviation map?
  12. It worked. I just need to figure out how best to tune the map. The AFR swings look over exaggerated in that shot, but I have the axis set to a pretty narrow range, from 10-16. Right now the lowest I value is 8, but I bet I could set that even lower, perhaps even to 0.
  13. Have you looked in the DAMOS? A quick search and I found TVSA0G,{Verzögerungszeit für Schubabschalten 0. Gang (LL)}. 6x1 map located @ 0xCAD9 in 608. Conversion = 11.9040 * X, 1=12ms. X axis is 0,1,2,3,4,5. There appear to be other fuel/time related tables in the SA_WE map group as well.
  14. I investigated those XRAMs a while ago, but found no references to them outside of that function. I added F814 and F815 to the logging stream, but never found the values to change. Thinking about these values made me investigate them some more and I looked at some old XRAM logs I have. Looking at the values I found for F814 and F815 in those logs, F814 corresponds to the values from the I factor map and F815 the P factor map; not much of a surprise there I guess. I traced the logic (and probably failed, lol) and I think the easiest thing to do is to change the MOV DPTR @ 0xBB57 to an LCALL of a new function which takes the difference between the current AFR and target AFR, uses it as the variable for a single axis map lookup, then places the value in F814 instead of the 2AEF routine. PUSH ACC MOV DPTR, #07FEFh ; Adaptive I-part setbit MOVX A, @DPTR JNZ RUN_ROUTINE ; If setbit = 0 jump to end of routine POP ACC SJMP REPLACE_DPTR RUN_ROUTINE: MOV DPTR, #0FDAEh ; Target AFR XRAM MOVX A, @DPTR MOV B, A MOV DPTR, #0F962h ; Rear O2 Voltage MOVX A, @DPTR CLR C SUBB A, B JNC NEXT ; If result is negative complement and +1 CPL A INC A NEXT: MOV B, #0Ah DIV AB ; Divide result by 10 for use in single axis map lookup MOV B, #0Fh CJNE A, B, NEXT2 ; A = AFR Deviation/10, B = 16 NEXT2: JC SKIP ; If A >= 16 no carry is set, skip setting A to 16. MOV A, #0Fh SKIP: MOV DPTR, #07FC0h ; Dynamic I factor map location MOVC A, @A+DPTR REPLACE_DPTR: MOV DPTR, #0F814h ; The DPTR we replaced RET This is the routine I came up with real quick. The divisor by 10 is to scale the deviation so that we can have a 16 byte length map lookup. You would probably need to change the divisor based on the absolute output range of your AFR gauge. I based 10 on the AEM UEGO which ranges from 7-20. I'll give this a log and see how it goes.