Tightmopedman9

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Everything posted by Tightmopedman9

  1. I've been doing a bit of playing with wideband regulation and PID tuning. I have a comparison of 6 logs from the dyno with different PID settings for each. RI = Reglersteigung: I (0xF1C2) RP = Reglersteigung: P (0xF1C3) KI = Lambda I Factor (assumed) KP = Lambda P Factor (assumed) KD = Lambda D Factor (assumed) Dashed red line = STFT Green line = AFR Reddish brown line = target AFR In retrospect, I probably should have taken all the extraneous data of the graph, but I didn't think of that until after it was done and I don't feel like doing it again... This wideband control utilizes a separate map for the VE table and target AFR map. We were fighting with some sort of fuel defciency, and knock enrichment fuel (the yellow line) disables STFT.
  2. He is using a precision, but Steveo and Ryan Carey are using a 7064. I welded a 3/4"ID drain above the oil level on a pan for Junies (modman), that worked well.
  3. Look at your injector pulsewidth at idle, now look at the deka spec sheet. The idle pw is well into the non linear range of the injector. You'll never get the car to idle consistently well, unless your turn off fuel trims at idle and idle significantly richer than stoich
  4. For the VVT controller, remember that you'll need to retrofit the multiphase cam wheel from ME7 on both cams. To do this you will have to get rid of the distributor and emulate the stock cam signal. Use the load output signal originally designed for output to the auto trans, I think it would be more suitable than tapping into the MAF.
  5. http://www.ngk.com.au/spark-plugs/technical-information/heat-range-explanation
  6. You should post logs in .xdl format, looking at small pictures of the data monitors view isn't really too helpful. Get new plugs. The stock Volvo turbo plugs are too hot, you need to go a step cooler. Try the NGK BKR7E, stock #4644 @ O'reilly's, Autozone, Napa etc.
  7. Regarding immobilizer equipped cars, what is required hardware wise in the vehicle to disable the immobilizer?
  8. I was only talking about basic control. To achieve CVVT control you need a PID control loop with extremely precise timing, code optimization for such a routine I think would be fairly difficult. The control signal to the VVT is a 250Hz square wave. The duty cycle of this signal controls the speed at which the cam advances or retards. In order to target a specific degree you need to accurately measure the cam position relative to the crank and adjust the duty cycle in relation. This requires a multiphase cam wheel, like the ones found on stock VVT ME7 cars. Assuming you could build the control circuitry the next problem you'd face is where to mount the cam wheel. You can't put one on the intake cam because of the distributor, nor could you put it on the exhaust since you already have a single phase sensor there. Getting rid of the distributor is easy with COP, but you would have to emulate the stock cam sensor wheel.
  9. Yes, it is basic control only, switching power to the cams from the rear O2 pre-heater circuitry based on a load and RPM setpoint with hysteresis. It makes a fairly significant difference in low-end power and the switch point is imperceptible. If you're determined on doing this yourself, your time would be much better spent learning how to code 8051 ASM and implementing a routine in the ECU vs a standalone control solution.
  10. Did you modify your .bin to change the logging of RAM 5A (ZWNEU) to RAM 36?
  11. Basic cam control is possible, send me an email and I'll tell you about it.
  12. FABF, FAC0, FAC1 and FAC2 are for SAS, which I'm not looking to keep. In fact, I was planning on putting the logging and pre-start listener, along with anyone other bank 1 code additions, in place of the SAS routine. I'm not exactly sure what the original purpose of FDCB was for, but it also isn't related to the EVAP routine.
  13. Yup, just load the .adx and collect a log like you normally would. While recording open up the data dash and you'll see one large dial spinning. Thanks! The longer the better, but as long as it 20 minutes or longer it's fine.
  14. Would anyone be willing to help me? I'm looking for free XRAM space so that the stock EVAP check routine can be restored back to original. Mercuric removed the EVAP routine and re-purposed its' ROM space and XRAM variables for the pre-start listener and logging routine. I'd like to add back the EVAP routine as it was originally, but I need to find free XRAM spaces first. With the EVAP routine added back a CEL will now trigger for any EVAP related issues. I think this will help many with troubleshooting air leaks and erratic fuel trims. If you wish to ignore the EVAP errors you can simply disable the checks via a check bit. What I need is two cars, an automatic and a manual, to collect an XRAM dump about 20 minutes in length under varied driving conditions, including WOT. An XRAM dump is similar to a normal log, but instead of outputting just a few parameters, it outputs all working memory. Here is a link to the XRAM .adx: https://www.dropbox.com/s/bsodxv0gqn3jxt6/xramstream_rev5.adx?dl=0
  15. Sorry, didn't clarify. Fuel cut would only be a problem if the fuel was cut during an injector pulse.
  16. A fuel cut during overboost is not a good idea. You would be compounding a high boost situation with lean combustion. As I said earlier, it would be trivial to implement such a routine in code, there is no need for external circuitry to accomplish the task.
  17. What you're explaining would be very complex, both in code and hardware. Intercepting the injector signal and modifying it is no small feat, it requires high powered drivers with appropriate transient snubbing circuity. The code that would increase duty cycle would need to consider air mass entering the engine, which requires more than a MAP sensor alone. In fact, it requires a MAP sensor, IAT sensor and a theorteical VE model which changes dramatically for every engine/turbo/exhaust/intake setup. It would be very easy to do this with the stock ECU and just some simple code modification. In fact, I've done this before in a few different implementations. I coded a routine that would open the TCV in the case of a boost overshoot as detected by the MAP sensor. I scrapped the idea as I figured it would only be helpful if the tune was off enough to cause excessive boost, which is easily corrected by fixing the tune. I'm currently working on a routine that will open the TCV if 3 knock events occur within 512ms of each other. At this point the CEL will flash rapidly and the TCV will remain open for 5s. I could add boost overshoot functionality to this routine as well, but I'm not sure I see a need to do so.
  18. I've been having issues with pushing large amount of oil out of my valve cover vents, despite redoing the baffles multiple time. I've been reluctant to drain my catch can back to the oil pan, so I've been spending a lot of money on oil I'm building a new engine and I will be modifying the oil drains for above oil level return.
  19. For your crankcase ventilation system you have no additional valve cover vents, correct? You're only running the stock block vent, the old turbo drain return as a new vent and the stock valve cover vent, right?
  20. Nice! What ended up being the problem with the original code?
  21. Just make sure its T. bridgesii I've never encountered the speed limiter by setting the limit to 255km/h, but thinking about it I'm not sure if I've ever gone that fast. I just assumed that setting the limit to FF would disable it, but never looked at the code. Did you encounter the speed limiter at 255?
  22. If not related directly to M4.4, please start your own thread.