flaco

WOW, today I got a CEL, 442 and 448 (volvo codes, not obd2).

I've had this mod since it was jointly developed by volvo5 and me. Thought it was all good. It might have to do with the weather since it was finally above freezing today. I never had any issues when I was back in FL. We'll see what happens....

Megasquirt maybe?

Can you post a pic of the head of the failed bolts? Curious what grade they were...

Why couldn't a resistive voltage divider be placed on the analog input that is the temperature input. if one knew the correct voltage level that equaled the temperature that is just below the temperature that keeps the ecu from testing for the evap. Would this prevent the evap code from being set? would setting the temp to a fixed temperature would this screw anything else up in the ecu or the running of the engine.

I know this may be a crazy thought, but I was just sitting here and thinking about this possibility.

Thanks, dave

Im sure it can be done to prevent the evap test. This will also prevent the evap ready monitor to be set, so you prob dont wanna go there.

The ECU will disable some tests if certain codes are present. It's possible that once the SAS test is complete and ok, only THEN will the ecu run the evap test.

Keep in mind the EVAP test is disabled (at least on 98s) when outside temperature is below 8C (~50F). So it might be just a concidence due to this time of year...

Have you thought about the wall thickness of the manifold? Looks like thin sheet metal? I mean, at 20 psi with that much surface area it might just transform itself into a baloon...

try mcmaster-carr

COP is not going to give you the same energy as your MSD box afaik.

If your going COP (and getting rid of the MSD!) you might as well go back to the stock distrib system which won't wear out the rotor and cap. :D

See this link, post 12.

http://www.honda-tech.com/showthread.php?t=2740042

T1 race datalogged crankcase pressure on a race motor with a proper breather setup - 8600rpm and 44psi of boost. 0.1psi of crankcase pressure.

You're venting to atmoshpere, therefore the crankcase pressure should be very close to atmosphere. You would benefit form more breather flow IMO.

+1,

2 psi is low but if venting to atmosphere it shows you could use bigger lines.

The fact that it blew out tells a whole lot about the pressure inside the crankcase....

There's a jump in timing from 12.5 to 18 on the right columns, wonder why? Left run looks with a more gradual change.

Orientation is for wiring purposes only.

Have not looked at the ecu you mentioned, but I have run megasquirts on daily drivers(not volvos) all the time.

Since the orlando meeting is coming, seems I got an excuse to dedicate more time to my ms'ed s70 DD.

I will once again suggest increasing the octane level of your fuel to see if it increases your timing or leans out your mixture

The ECU's response to a detected knock event is to first try to lower the boost level, then richen the mixture, then pull timing. If it's a false alarm, there could be issues with the knock sensors, torque specs, or some specific background noise that is triggering them.

Are you sure about that? I havent seen a motronic paper or info about this, but I know on the prev versions (ie lh2.2 /EZxxxk) the ecu would first retard timing (up to 22degress in some cases!), THEN lower boost IF knock was still present. It didn't have fuel enrichment features, altho I can see it easily added to the ecu code.

Time for more gauges,

My link

Or you could just hook up the stock knock sensors to the car stereo... It works GREAT, best $5 ever spent.

Exactly, AFR will change because (correct me if Im wrong) motronic sends a 'fixed' signal to the injectors when the MAF is maxed out, EVEN if your boost is changing.

This discussion is and will continue to be meaningless and go in circles until someone just explains how Turbotuner/Motronic 4.x actually calculates injector pulsewidth.

If someone who knows would explain it, I think lots of people would benefit, because it's clear there is a lot of misunderstanding going on.

I'm just basing my comments on how most MAF based ECU's operate. If I don't have all the facts, fine, but enlighten me rather than just saying I'm confused or don't know the facts.

Hence my comment on my MS thread that the motronic code isn't yet fully understood....

I have to say that if these engines used a MAP system, then the bent rods might be easily avoidable....

And true, motronic works fine, even tho I don't like the way it handles the MAF (and why Im going megasquirt a-la plug-n-play inside a stock ecu case)

BTW the map sensor is inside the ecu, so all I need is a hose from the map to the vacuum tree. No big issues here.

I dont think the maf diameter per se is the limiting factor here, just the stock maf mass flow limit.

Im sure newer maf units have a higher mass flow limit, using the same ID as the stock 850/x70 units.

A quick calculation reveals 231 g/s at standard sea level equals 188.6L/s, thats 6.66 cubic ft per second of air.

If the stock maf is 2.5in (is it?) that equals to a velocity of 59.5m/s = 214 km/h = 133mph.

Also, that speed would equal mach 0.17. If your still interested, theory says that flow is NOT restricted until you hit mach 1. Ignoring boundary layer thickness, that is.

Forgot to say that TT looks like a GREAT tool, it's just the motronic code / hardware limitation that (sort-of) sucks...

So you can still map the fuel based on boost pressure as if the system were map based? If you can do that then it's not so bad, but if [peggiung tha maf at say 18psi means that the ecu adds the same amount of fuel for 18psi as it does for 22psi then that friggin useless.

Megatune software totally sucks compared to Tuner Studio. If you like megatune you should try Tuner Studio. It's a million times better. Iknow they were at least working on support for VEMS but maybe not yet...

I havent used TT, but from what I've seen the above seems to be right. After the MAF is maxed out (be it 10, 15 or 20 psi), then your fuel is constant...

Megatune is ok, tuner studio is too flashy for me. Ive installed and tuned MS on ~10 cars and they all work pretty well. It's the datalogging capabilities and tune-ability of megalogviewer that makes it work tho. MS has limited knock-retard capabilities, but then again, seems like motronic isn't that capable either.

I'd be scared as hell to run a 4.3/4.4 tune with advanced timing up top. If the knock 'noise' is lost for some reason, then say bye-bye to that engine.

aaaaa... perfect setup to run some aftermarket ecu and ditch the stock maf. say megasquirt please!

Yeah IE6-7-8 have issues....

Seems either you must use mozilla or you're screwed around here...

Im on IE7 and I do get the huge blank spaces at the end of posts. A 1-page thread turns into 50 (blank) pages on IE7.

Plus it hangs when you try to open certain threads.

No, I won't upgrade to IE8, it feels just as retarded as using vista.