lookforjoe

There is no problem with the stock ME7 coils or the Bosch Motorsport Coils, it's ONLY a problem with the IPD version - I wouldn't think the dwell time alone could be the cause? IPD describes their coils as having additional circuitry - and when I went back & forth with them over the failures, they felt that was the cause.

The COP components were made by JG Ignition (in Sweden?) and packaged by TTusb for use with M4.x. I doubt they did anything other than package the hardware.

The IPD coils have some additional circuitry that doesn't play well with the non-stock COP. All the coilpacks cracked & failed within a few months of use. Once they cool off they come back to life, which made it a PITA to diagnose.

No way these will last 100k, nor will regular coppers last 30k. These have a 30k service interval, and they do last that long, even on my setup. You can't expect regular plugs to last more than 10-15k, if you're lucky.

Edit: the IPD HD coils don't play well with M 4.4 + COP. Unless you are matching / replicating the control system as implemented in ME7, you'd do better to just get Bosch Motorsport Coils

The correct Bosch plug is a finewire double platinum

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Thanks Robbie

My biggest concern honestly is getting sub zero cold start & warmup setting right. I'm having enough problems resolving that with M4.4. I need to know it will always start and run since it is and will continue to be my DD.

I'll have to contact Homer again - if he's using his for DD and has no problems dialing in for wide range of ambient temp conditions, maybe I'll switch sooner rather than later. Not touching it before Carlisle, though - that would be asking for trouble. Also need warmer weather to get the X1/9 engine reinstalled and finysh the LH2.2 conversion

Still playing with injector constant, latency & warmup tables. Car runs well, just cold start/warmup issues continue

did a pretty hard 4th gear pull, up to 7300 - AFR's & timing values seem pretty darn good.

All MAF curves are highly non-linear, look at this comparison spreadsheet:]

Changing your MAF curve won't do anything for you at values where your MAF voltage is currently maxed.

Yes I went and looked at (rudimentary) graph in the Bosch document right after I said that....

I don't follow the point of altering the curve if it makes no difference? What am I missing? Are you saying that in your case it's not maxxed out, so changing the curve makes a difference?

Your MAF voltage is maxxed.

You can do the following to give you more resolution up top:

When you get a larger MAF, increase your injection constant to make up for the MAF scale increase. This will lower your load values artificially by the percent you scale your injectors. This is mimicking what your did in TT.

Alternatively, or additionally, you can do what I did and make the slope of airmass vs voltage more aggressive uptop. Without a wind tunnel it's hard to know what the flow curve looks like at high air mass values. I just made my curve more aggressive at the top so I move through the upper load values more slowly. It seems to work pretty well.

So, increase the inj constant to reflect the increase in recorded flow (by the EMS) since it will be scaling the fuel delivery accordingly? More air will tell the EMS to deliver more fuel, yes?

For now, I like the idea of altering the MAF scale from the linear graph. Since I'll still be maxing it out - I'd rather not build a new intake just to register an additinoinal 50kg/h or whatever. Do you have a non - linear graph I can look at as an example? I would appreciate it!

On that log it looks like your 65-100 took 6.5 seconds. Is that right? Seems a bit on the slow side to me.

I wasn't doing a WOT pull per se - that included a 3-4 shift and I didn't go WOT until around 72mph. I haven't done any "hard" WOT pulls since I wasn't sure about my AFR's. I'll do a couple when the weather clears again. With TTusb, I was at 4.3sec 60-100, so I need to be sure I haven't lost ground from that.

I'm still maxxing out the recorded MAF by 5500 - only 350g/s (1263Kg/H). Can it be scaled any higher, or is that pretty much it? I'd love to know how much air it's actually flowing up top

I guess now that I have the other tables tweaked for my setup, your MAF table rescale is working well overall with the lowered inj constant (@.2731, haven't tried .26 again yet) - initally it wouldn't run worth a damn with those values.

Added 2% back to the MAF scaling (so back to TMM9's original rescale values 1263@4.998v), and reduced inj constant to .2731. No knock recorded, but I never got into 5th on this log.

Maxxes at 1263 kg/H. Hopefully the LTFT will settle down tomorrow - took about 50 miles or so for it to drop with the last major change.

Still playing with this. Want to get the cold start nailed down. I've played with the warmup tables, and cranking injection - so I reduced the inj. constant, and moved the MAF table back closer to the original rescale from TMM9. May need move it around some more, seems to take a couple of days to settle down.

dropped constant to 2.813 after this, and warmup table lowest load to .328 - 810-1290rpm

Data logs from the two peak areas. AFR's at part load load look pretty good - if a tad rich - in 4th gear all values are typically leaner, which should put them right around 12-12.3.

Hussein,

Any plans to go to a even larger MAF?

I'm not sure there's any point - that would mean scaling back the MAF table even more - is there any advantage at this point? I seem to have enough problems with getting warmup settings as it is, I would think those would get even more pesky with lower resolution. Really getting to be a PITA trying to get the settings right.

Still need to disable TCV P0243 code if anyone has any pointers.

Today - third & fourth at peak load - AFR's more in keeping with what I'm looking for below WOT. Still rich at (lower) part load, though - I can see the soot smoke. MAF table was rescaled an additional 2% (off the 95%) on 2/06.

I highly doubt those STFT numbers are correct, unless you changed the limits of you open loop mode. Do the values match up with the values you get from TunerPro?

Honestly, I've not bothered to compare - I don't reference them in any way, so they really have no value. Perhaps Logworks is misrepresenting them, but I haven't made any changes to how that data is represented.

I enable persistent logging in all my .bins. If I need OBDII I'll just reflash a .bin without logging enabled. This allows me to leave the laptop recording and kill the car, restart it and tunerpro will pick up logging from where it left off. Don't have to worry about when to connect either, running or not it will always start.

Use a hex editor and set 7D22-7D25 to 00.

Sounds like a plan - I'll give that a try.

Second the black magic connect, turn key, connect, fire up. Usually works but sometimes it just won't do it and you ened up looking weird starting and restarting..... I also found that if i idle for say over 5min it will just drop connection, pretty sure just hitting reconnect it comes back no problem.

Is there a reason your STFT moves during WOT?

I have to presume STFT is still active under WOT - that's pulled from the ECU via OBDII when I run logworks.

needs more Vems

hehe

Maybe. If I get over 500AWHP with M4.4, I'm not sure I'll bother with the learning curve of another EMS....

Edit: getting TunerPro logging to initiate is clearly a black art - even if I connect the vag com then open TunerPro, then turn the key & click the communication arrow, it STILL is a crap shoot as to whether it will connect. Sometimes shutting down & restarting/reconnecting does the trick, but I'm trying to get logs from initial cold startup. Since it likes to flood related easily, I'm hesitant to say the least to do 3-4 cold restarts to get TunerPro/ logging under way.

EDIT: Use Hexeditor to change 07D22-25 from '20 F0 01 22' to '00 00 00 00'. For permanent logging. Keep separate bin with standard values for OBDII connectivity. See Aaron's post Feb/08

Log from today in Logworks to compare AFR recorded values 2nd 3rd -4th pull, 3rd 4th shown in the excel sheet. Still too rich at WOT in 4th by almost a full point, and 1 degree of pull 5.9-6.4k in 3rd and from 5.5-6K in 4th - I had raised value to 13.5, and get that in lower gears, so I'll leave it be, since that drop is for less than 1.5sec, and 1 degree off requested is certainly nothing to worry about, IMO.

Need to reset the idle ignition by coolant temp - the values I inserted do not help at all!

EDIT: Reset previously altered Ign idle map, Ign angle map, added a few degrees to the baseline timing map, and rescaled the MAF an additional 2%. Cold start (7 hours since last start - 9:40pm, 18 degrees F) - much better - no stumble and no need to compensate with throttle angle to prevent stalling/flooding during warmup. Tunerpro wouldn't connect for logging when cranking, so no log.

Awesome that did the trick! I did change the 10 to 12 which got it closer but i think I'll have to adjust the formula a lot more as its .5 ish off. I'm sure some math would make it so we could all get spot on numbers but not my strong suit.. thank you!!

Don't think it's that far off with the formula applied.

From the log I ran yesterday AFR's look pretty damn close to what I see on the WB gauge. If it's off, it's maybe .01-02, and that's erring to displaying on the lean side.

A formula would be appreciated. I've connected everything as you stated. Rear 02 set to 1. I previously cut my rear o2 wires so reattached and spliced into the black wire(following the connecter it corresponded with the brown wire are the harness). Kinda hard to solder unless i remove the intake tube. I'll give my wiring a once over again but it doesn't seem to be working.

The problem with using the O2 sensor connector is that they develop resistance problems over time. It would be better to splice into the engine harness side. I had to remove all the inlet side piping to access it outside in the cold weather, so I feel you on that issue...

This is the amended formula Matt helped me with - the initial formula definitely scaled the AFR to display leaner than actual. It may still be off a little, but pretty close and you will be erring on the safe side if you tune with the values it provides.

AEM UEGO WBO2 Formula: (((X* 0.0196078) - 0.2)*2) + 10

I know this is late in the sequence of your project, but. Doing the oil pan and oil cooler upgrade to a 98 V70XC. It's already been converted to FWD, bevel gear removed, auto trans bell housing converted, etc. What year or models water distribution pipe would work best for the cooler conversion. Is the feed pipe pictured a modification necessary for the cooler or other mods you have done? If I need all the parts in addition to the water pipe is VIVA's kit the best option? I don't have the same savvy as you when it comes to knowing where to look for individual pieces.

Any input appreciated

Andy

For converting a '98, you want to use the water pipes & related hoses from a 99-00, along with the oil pressure feed line to the turbo, since that has to clear the water pipe extension to the oil cooler.

'00 pipe is better than '99, simply because the pipe is longer / hose is shorter, and therefore further away from the exhaust.

Could you expand on your exact Pinouts for wideband logging. Currently trying to get my AEM wideband connected, I tried using the stock harness and aem 0-5v analog output but maybe I should just go directly to the ecu pins.

Once you have the AEM controller / gauge and the sensor installed, connect the white 0-5v wire to the brown wire at the rear O2 harness - I did it with a "t" in other words don't cut the rear o2 wire, just bare it and wrap & solder the white wire to it.

Then you need the ADX (if the standard one doesn't have it) with the WB02 in the menu - edit ADX/ values/ AFR tab. I can link you to my ADX since it already has the formula (with adjustment) for variance due to ground circuit. I can add a screenshot later tonight.

I took a look at your log. I think you took too much fuel out of the VE map at midrange, your averaged AFR in some areas is 17.

I think you need to add more fuel at the higher load areas; you don't go below 12AFR until after 6ms of load. I always figure that anything above 4ms of load means you want power, therefore anything above 4ms I have set to target ~12.5AFR.

Lack of timing retard looks good, you could get more aggressive with your timing for sure.

What is the problem with the hesitation? Is it only on throttle tip in? To me it seems you need to increase the values in your acceleration tables. Try a 15% bump in the 80C and 110C across the board.

Thanks Aaron

The hesitation is gone - none in those logs at all. Leaning out the VE map in the 4-8ms range fixed it (feb 02 post)

When you say averaged AFR of 17 - I'm not clear how valid that is since any and all decel raises AFR to the ceiling....

I spent a fair bit lingering in the light/part throttle areas to see if I still got the over rich condition - it's better But still there. I have to look at the CSV log to see it. Judging from the soot under part load, it's still too rich, not lean, so maybe I either need to further tweak the formula or try to find and move the AEM controller ground to the common ECU ground.

Can I set up other mapping tables that will focus on say mid to full load only? It would make it easier to evaluate with all the idle/cruise parts of the log removed.

I haven't touched the accel tables at all so far - only the WOT settings. I found that since I hit 90-100% load at such light throttle (AWD weight and M66 gearing contributing here), the VE map needs to be as lean as possible.

I'm also going to say that I think the readings are a tad lean under load - I'm going to need to do a log in logworks to compare , since the only difference between the two is that the signal ground in logworks is at the ECU ground point, along with all the other logging sensors.

If your LTFT_I has settles at 8µs then you're golden.

I would reccomend setting LTFT_PL to zero in your .bin. Like I've said before I think it is ineffectual at controlling AFRs on a non-stock motor setup.

I took a look at your log and was unable to recover it, sorry. You should get your wideband hooked up your ECU and send me a long (15minute) drive to go over.

Got the WBO2 hooked up & the formula set (thanks Matt) - so if the weather is accommodating, I will be able to send you a log to review tomorrow . Thanks again for all your help with everything!

I never got a code for the TCV as long as I had one connected. no values need to be adjusted for that. There is only one map that you set to the max to stop fuel cut....forgot the name.

Yeah - it's not a code for missing signal, its an actuation code. Not sure what to do with it.

EDIT: made a revised BIN with all stock TCV values. See how that goes.

Installed the wiring from the AEM WBO2 to the rear O2 input wire and hooked up my oil temp sender to Logworks SSI-4 yesterday, it was relatively warm out. I set the formula in the ADX with Simply Volvo's assistance, so I can start logging AFR's in TunerPro today.

Still working on the part throttle / med-high load hiccup. Tweaked the VE & timing some more - leaned out more of the VE map, and added a couple of degrees timing in some of the higher load cells. Warmup has a slight glitch - typically after 15-20 sec it can bog (depends on ambient temp to some extent) & stall if I don't catch it & give it a little pedal to level it back off. Since the warmup table have no temp axis value - I'm wondering if I need to modify the ignition table by coolant temp - that might do it...

Also, since switching to this setup I now get a TCV 0243 code on hard accel runs - I have the basic TCV parameters set to prevent registering a overboost situation, but something in one of these parameters needs fixing. TCV duty is either 49.6% or 0...

Time passed / speed seems skewed - according to this (2-4th log I posted the dash screenshots from earlier) I went from 47.22mph to 91.96 in 2.7sec.

No timing pull. Seems like WOT is recorded as only 85%, pretty sure I was pedal to the metal on this one.

I have reduced throttle angle required. Moved the time for max & min settings the extreme ends of scale. Since I use an EBC, I don't need any of this crap to be active. I have a working TCV connected, as with TTusb it would set a code without that connected. Maybe I should go the other extreme & set LDR thresholds to much higher throttle angles.

I just spent the last 2 hours reading this thread. Absolutely insane. I love my Volvo, but I can't imagine doing half the work you did...Scratch that...not even 10% of your build.

Looks great. BTW is that pic in Letchworth Village too? I got married at Patriot Hills in Stony Point.

Thanks! Yes, that is on the grounds of Letchworth - there are any number of unused buildings boarded up. They are gradually re-purposing many.

Still don't have a backup car for DD, so the fuel mods are still on hold. In the meantime, I followed TMM9, Simply Volvo, Justus, and some others to use TunerPro & tune my own setup. This Wikia outlines the process. You need to download a tune file (BIN) an XDF and an ADX to read, adjust and log data from the tune.

This also means I have a backup ECU in the event of a failure of either setup - hasn't happened yet, but when I drove to Quebec & Montreal last summer in the wagon I did think about the fact that I would be screwed if something failed on route.

I bought an Ostrich 2.0, and with Simply Volvo's help, got the components (DIP, DIP-PLCC, 32pin cable) required to connect the Ostrich with the ECU motherboard after removing the existing chip.

Made a custom short USB male/female adaptor to bring the port flush with the casing. Built in the wiring for the TT COP connection.

A VAG-COM cable is required for communication/logging, so I built mine into the ODBII cable & have it stashed under the console with the port inside the armrest stow area. An LED to indicate activity and an interrupt switch to disable the VAG-COM is added to allow the port to be used for code reading, Logworks, etc.

Some of the advantages include being able to fine tune cold start & warmup settings, timing and RPM settings for idle, MAF rescaling, all of which need adjustment from stock settings on my build. I can now alter cooling fan onset to take advantage of the lower temp thermostat (167f) These can be dealt with to some extent with TTusb, but require getting help from them with modified files, or in the case of MAF settings, coarse adjustments to the entire fuel/ign maps to compensate.

Logging window based on a setup from TMM9 - I'm not logging Boost thru TunerPro yet, so that display value doesn't reflect reality - this screenshot was in 4th gear