Chuck W

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Everything posted by Chuck W

  1. You might as well install Delrin SF bushings if you have it all apart.
  2. I ran into that as well. If I remember correctly, 5ms is the max value allowed and the values at that low of a voltage really aren't any concern. Aaron at VAST has programming to control VVT with the M4.4.
  3. Well, after getting back with Aaron, this seems to be sorted. I had inadvertently mucked up the conversion factors for the ADCs turn-on setbits in activating the channels for logging. (Guess I really didn't need to do anything, other than connect the sensors to the proper inputs) That coupled with a small correction in the code and we were in business with things working as they should. I did need to readjust my WBO2 conversion factor to dial the Spartan Output Sequencer back in, but the offset was MUCH smaller than before. Glad to have that sorted out!
  4. Well, this is where I'm confused. The input from the sequencer matches, but then when running, the output in TP lags by that roughly 1.5 AFR. At least that's what is being reported in TP. I haven't been able to verify it yet with a second source (I'm not using a gauge or anything), so I don't know for sure. I do know that it no longer smells rich at idle, which it used to do with the old non-WBO2-emulated tune. It "appears" to follow the AFR Target map, with that offset. I'll try again with the MAP conversion. It seemed to be giving me weird values when I used it.
  5. OK, I looked at those after your previous post. There are some LTFT adjustments being made after the car has been driven for a bit. I've tried a couple conversion factors, and none really seem to be correct. That "(X+40)" is in there trying to adjust for that offset that I'm reading in TP. (Using the Output sequencer feature from the Spartan, that is the adjustment needed to align with the 2 sequencing voltages). It's been a couple months since I've messed with it, but that 0.7V/40 byte/1.5AFR offset is prevalent throughout the range. What are the units for that MAP conversion? (I had been trying to set mine for vac/boost in PSI)
  6. Hi- I had to look back, but I haven't changed anything in the tune/bin since May. I'm a little confused, as I don't remember being able to zero out the LTFT in the binary at all. Are you talking about the limit and range settings? I hadn't heard that those needed to be changed/adjusted. I haven't had a chance to get another WBO2 sensor on there to verify that those offset values I'm seeing are real or not. As I mentioned before, the car drives fine (actually better than before I did this mod), but I'd like to sort this out before I start making any other changes to the tune. (Also, still trying to figure out the proper conversion factor for the MAP sensor, to get it in usable units.)
  7. Searching the thread (I know I'd read it at some point)
  8. Pretty sure that's what is done in my longer post above. At least that's based on the instructions I got from Aaron. The VE map was converted to the AFR map and the Alternate 1 VE Part Load map becomes the target AFR map. None of the signal grounds I have tried are supposed to have any offset in them, and I'm using the Tank Pressure sensor ADC for the input. There is something set-up or configured wrong, but I can't seem to find it.
  9. Well, after messing with it some more, it appears that the ECU is switching at a value that is NOT the Target AFR. I did some investigations on the WBO2 wiring in the ECU. This particular one I had the signal grounded to the same location as the power ground (A13), so I changed to the suggested location from Aaron (B28). No change in the offset. I then moved it to A18 and also tried direct to the battery with no change in the offset. I also tested a second Spartan II controller which again resulted in no change. Basically I have a -0.8V or -1.56 point AFR offset in what the signal coming into the ECU vs what TP is reporting. After adjusting my conversion factor in for the WBO2 in the XDF and ADX as posted above, I get the proper expected calibration outputs from the Spartan's Output Sequencer. Once running, the car runs at approx -1.5AFR lower than target and judging by the NB switching, it's targeting a value that is lower than the Target AFR. Should I adjust the offset on the AFR Part Load map in the bin? I'm not sure what I'm missing here.
  10. I checked the voltage FROM the Spartan 2 into the ECU and they appear accurate to what is being shown in TP. I need to see if I can get rid of that voltage offset I mentioned, but was mainly looking to see if I have configured things properly (conversion factors aside) for the mod. Using the proper maps, etc. It appears to be working, but is either targeting or reporting the wrong AFR.
  11. So, does anyone have any input into the configuration I posted above? I'm going to dig into the internal connections on the ECU again, but I want to verify that I at least have set things up properly in TP. I've been trying to do some digging, but even in this thread info seems to be elusive.
  12. Not sure about the scooter, but the Peugeot has my attention. One I just finished for myself One for a friend of mine, just waiting on a new saddle. One I built for our nanny last year. We probably have 13 bikes in the house, currently.
  13. OK, here is the TL;DR version of my previous post. Just trying to make sure I have things set-up properly for the WBO2 Modulation mod. I changed the 'VE Part Load Map" to the AFR Part Load Map in the XDF with the following conversion. I took the values from that map and pasted them to the "VE Part Load Map - Alternate 1" in the XDF. That conversion factor is what was needed to get the proper readings in TP to match what was needed for the Output Sequencer from the Spartan 2. (Due to the odd -0.8V offset that is showing up, some of the values in the lower right have adjusted themselves) I set the values for XTANS and XPTE to the same conversion in the ADX Here is a section of the log I posted above. This section was at a steady 50-ish mph cruise, and you can see the Target AFR (black) and the WBO2 (XPTE) (red). It looks like it's doing "the thing", but not hitting the target AFR. Except for on some decels, it's always a bit richer than the target. After taking that log, the car was basically driven 22 total hours over the next 2-3 days and performed without issue. As mentioned, I also verified the WBO2 voltage going INTO the ECU and it matches what's expected. Any hints, thoughts, clues would be greatly appreciated.
  14. Anyone have any input on this? I'm mainly trying to see if I have the WBO2 Modulation mod set-up correctly in the tune. It still shows it's running rich in TP, but the car runs great. Just did another 14-hour round-trip (and then some) in the car with no hiccups or issues. The idle is smooth, boosts fine, etc. Hopefully later I can post a "TL:DR" version with some screen shots to make things a bit easier.
  15. You ran into what I did when we tried doing the M4.4 swap on our '97 850 GLT (US-spec) which is the same LPT spec as the '97 AWD cars. They're "M4.4", but not quite. The -936 ECU had some internal differences from the rest of the M4.4 units and the code as also different for the AC controls. Instead of changing the code to work with the 850 EEC, evidently Volvo did hardware changes inside the M4.4 ECU to do the same thing. Maybe they should've talked to Piet first. I tried all of the things, but nothing would result in working AC with a 98MY M4.4 ECU, and the 97MY ECUs would not accept the 607/608. I probably could've used an M4.3 ECU and tuned on that, but that kind of defeats the exercise here. I actually didn't have any luck in our car using a standard 98MY M4.4 ECU with the software mod. The AC compressor would engage for 1 second, and then cut off and never restart. I was not able to flash a 607/608 bin to the -936 ECU and have the car start, nor did flashing the -936 bin to an 98MY M4.4 ECU work. Anyway, I have a -607 bin that Piet modified (Our car is an auto) that has AC controls that *should* work in your car. It is just a base -607, as available on the M4.4 Wiki, so you'll have to make changes for the LPT. If you want to shoot me a message or an email, I can pass that along to you. Turboforslund was able to pull a bin from the -936 ECU and the Piet looked into the AC issue and solved it. We've been running that code in the car for almost 3 years now with no problems. We original did an RN LPT engine swap in it back in '18, and ran into the no AC issue at that time (Had swapped out injectors and turbo too, so wanted to be able to tune). Had to run it on the stock ECU/injectors and the 16T for almost a year so we had working AC in the car. Once we had the modified bin, we've been able to fiddle with the tune AND have working AC. EDIT- I reread a bit in your second post and it sounds like our issue might be a US-spec problem, as you can get working AC on your car with an AC-modded 608 bin. That did NOT work for us. The -936 ECUs were different internally. Your IAT CEL issue is the fact that there isn't one on your '97 engine (at least not on US-Spec 97 LPT ones). I just disabled the diagnostic for it and now no CEL. Seeing as you can get working AC on a software-modded -608 bin, you can probably just use that as your starting point for tuning and copy/change settings and maps.
  16. OK, well I got a log file on the way into work today. The car just runs well, but things aren't matching up in TP. I can tell the mod is doing something, as the car is running more "crisp" than it did before the modulation mod. Less of a rich smell and it's much smoother and snappy.
  17. Thanks for the reply! I haven't been able to compare the "actual" NB voltage from the Spartan 2, as I'm not even using that output from the controller. It's bundled up in the harness currently. I know the WB voltage output INTO the ECU is correct, however. Before I adjusted the ADX conversion factors for the WBO2, the switching point in TP was around 13.4 (Which was the ~1.57 offset from the target AFR). After I made the adjustments to the conversion factor, it still seems to be switching a touch lower than the target AFR. I need to try and get a better log to verify. I do know that when I'm idling, or holding it to a specified engine speed (no load) the WB AFR oscillates around a certain value, but it's still under the Target AFR by about 1.0. The NB value switches in sync with the WB oscillation.
  18. Been messing with the WBO2 Mod on my '97 T5 for a few weeks and something seems "off". It's a 608 COP bin with the WBO2 Modulation mod. I also added an MPX4250AP MAP sensor to the ECU as well. I'm using a Spartan2 WBO2. I did the wiring for the WBO2 inside the ECU, and connected it based on Turboforslund's notes from an older post to the tank pressure ADC. A27 - +12V Power A13 - PWR Ground B31 - Signal from O2 B28 - Signal ground (Per Aaron's suggestion, vs A13 from Turboforslund's post) I took the VE Part Load Map and converted it to AFR with the 14.7/(x*0.0078125) XDF conversion factor. I copied the values from that map and pasted them into the "Target AFR" map on the "VE Map Part Load- Alternate Map 1". I changed the ADX conversion factor on that map to (X/375)+0.68)*14.7. I also used this factor for the ADX parameters 42 (XTANS) and 43 (XPTE). Running for a bit, the "actual" reading from the WBO2 seemed low by about 1.5 (running 13.5 vs 15 AFR that was commanded). I dug into a couple things and did a smoke test and found a couple leaks after the MAF sensor, which I fixed. I also reminded myself of the Spartan 2's Output Sequencer feature. Digging into that, I discovered that the ECU was seeing AFRs of 11.76 and 15.092 (vs the expected 13.328 and 16.666) at the test voltages of 1.666 and 3.333V. I t looked like I had a linear offset of approx 1.56 AFR (0.8V). I made some adjustments to my WBO2 conversion factors and now when I check the voltage/AFR shown in TunerPro, I get the expected values of 13.328 and 16.666 for AFR and the 1.666V and 3.333V. I also verified these voltages going into the ECU by back-probing the connector I have to the ECU for the WBO2 sensor. (I'm not running a separate AFR gauge) From what I can tell, the sensor is connected properly (aside from that 0.8V offset in TunerPro, which shouldn't be on that tank pressure ADC). It still doesn't want to fully run to the targeted AFR values though. Still runs "rich" vs the target The car seems to run OK. We just drove it 6+ hours round trip last weekend, and it was averaging 25 mpg (at 75-80mph). Had we been moving a bit slower, it would've been better. Was fine on power and didn't miss a beat. After that trip, the LTFT_I had settled to around -52, and the LTFT_PT was around 7.81%. I haven't driven it much this week, but we'll be driving it again next weekend for another 8-ish hour round trip. Nothing crazy on the current set-up. 16T, 3" DP and OBX exhaust, COP, greens (0280155968's). I did investigate the fuel pressure, and it seems fine for the N motor. Idle is about 38-39 psi at the rail, so the regulator seems to be OK. Holds pressure fine when turned off. For the greens in TunerPro, I'm running the deadtimes that Piet had posted up from the spec sheet he had found for the -968's. I think they are also what's current on the Wiki. Pretty sure these are the 440 cc/min ones as well, so my injector constant is 0.7188, and I'm using 0.24ms for my TEMIN value. The only thing I noticed is that the values that Piet had given were adjusted to a base fuel pressure of 43.5psi (44.95psi from the spec sheet), so "technically" I should adjust my values back down a bit for my base fuel pressure. I've gotten not pressure readings while driving, as I don't have enough length on my tester hose to be able to see it while driving. Seeing as the car isn't acting up, I'm not sure the pump/delivery is an issue. I do plan an upgrade when I get around to needing to replace it, however. So, either I'm missing something, in the set-up, or there is something amiss with the fueling on the car. I'm getting no CEL's currently and can't seem to find anything that stands out as an issue. Any thoughts?
  19. I wasn't able to use the compare bin between the rev5 bins and the bin from the -936 ('97 GLT LPT) that Turboforslund had extracted for me, either. It required a different XDF, like the -609, and axes, etc weren't compatible. You could always compare the maps in Excel. I've done that for a couple bins.
  20. Did you use Piet's "Load Rescaler" program when you changed it? It'll convert the map up to your old load value, and then anything above that you're going to have to manual tune/adjust yourself. It just duplicates the last values for any cells over the old max load. I haven't used it personally yet, but I do plan on it when I do some more in-depth tuning.
  21. So, I'm not sure why this didn't come up when I was looking at the AC issues with our 97 GLT, but maybe the XDF you put together for me for the -936 will work for what is discussed in this even older post (I swear that I NEVER was able to find it 2-3 years ago).
  22. I think the rev5.xdf works fine for the -459. I've also used Motronic Suite to view/compare, but the maps/axes are laid out differently.
  23. I compared the VE and ignition maps (Were slightly different) also the turbo maps (duty cycle and load set point). I liked how the car accelerated with the -459 vs the -936 turbo maps (I liked the duty cycle map of the -459 more, but kept the -936 set point as a start and modified a bit). The -459 is an LPT bin, but more suited as a starting point, I think. I I originally had the car on blues (same as your whites) but changed to greens when I was chasing down another problem as a diagnostic (and just left them in).