lookforjoe Posted March 5, 2015 Author Report Share Posted March 5, 2015 If you implemented wideband O2 AFR control (like Piet figured out) you could eliminate your front O2 sensor and re-use the signal pin as an extra ADC (datalogging channel). You could then run the tach signal to the newly available channel and change the formula for front O2 voltage in TP. You could also have some custom logic that implemented the rev-limit for RPMs over 7650. I think that the tach output is 12v, so it might not work. I'll do some more research. I will be using Piet's AFR control - I was waiting until the breakup issue was resolved & I had a stable running situation I have one of Maarten's LogBox's ready & waiting to go in with a modifier for tach input For other's wanting to do that for registering actual rpm over 7650 in TunerPro - do you think the O2 channel would accept the rpm signal without damage to the ECU? I'm most curious about your last statement - Quote Link to comment Share on other sites More sharing options...
venderbroeck Posted March 5, 2015 Report Share Posted March 5, 2015 Tach signal is freq based afaik. You can hook it up to the ECU, but without additional hardware it will be hard to calculate rpm by polling the adc channel. You could use a freq to voltage converter to convert to 0-5 volts. Quote Link to comment Share on other sites More sharing options...
Piet Posted March 5, 2015 Report Share Posted March 5, 2015 The tach signal is generated by the microcontroller of the ECU. It seems bit odd therefore to feed back the tach signal to the microcontroller to measure it. Quote Link to comment Share on other sites More sharing options...
venderbroeck Posted March 5, 2015 Report Share Posted March 5, 2015 Ecu only goes upto 7650. Tacho goes over 8k. I can imagine there's a way to create an internal logable parameter that goes over 7650, but as its all timer and interrupt based it might be hard. It depends on how overflow is handled. Maybe we can catch the overflow before its truncated and present it as the msb of the tach signal in the logging routine. Not sure about that though. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted March 6, 2015 Author Report Share Posted March 6, 2015 At this point in not concerned about trying to get the EMS to utilize rpm scaling over 7650, Aaron and others already pointed out the futility of that. I just want to be logging actual rpm over 7650, hence the modifier for the log box :) Quote Link to comment Share on other sites More sharing options...
Piet Posted March 6, 2015 Report Share Posted March 6, 2015 Yes, but since the tach signal the ECU generates can go ober 8000RPM, we suspect that it must be possible to let the ECU spit out RPMs higher then 8000 RPM in its loggingframes. Quote Link to comment Share on other sites More sharing options...
Tightmopedman9 Posted March 6, 2015 Report Share Posted March 6, 2015 (edited) The tach signal is generated by the microcontroller of the ECU. It seems bit odd therefore to feed back the tach signal to the microcontroller to measure it. I haven't traced it out, but I don't think that the tach signal is coming from the 8051 as there is no RAM variable for RPM that has a different scaling then the main RPM. I think it is coming from the SCL or other FPGA. Ecu only goes upto 7650. Tacho goes over 8k. I can imagine there's a way to create an internal logable parameter that goes over 7650, but as its all timer and interrupt based it might be hard. It depends on how overflow is handled. Maybe we can catch the overflow before its truncated and present it as the msb of the tach signal in the logging routine. Not sure about that though. This is what I investigated earlier and I didn't think it would really be possible without completely re-writing the interrupt, which might affect timing. For instance I've played around with a few different interrupts to give a higher speed to boost/load control calculations, but even minor code additions made the car almost nonfunctional. At this point in not concerned about trying to get the EMS to utilize rpm scaling over 7650, Aaron and others already pointed out the futility of that. I just want to be logging actual rpm over 7650, hence the modifier for the log box What I was proposing wouldn't allow you to tune maps over 7650, but it would allow you to datalog and have a RPM limiter higher than 7650. Edited March 6, 2015 by Tightmopedman9 Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted March 6, 2015 Author Report Share Posted March 6, 2015 What I was proposing wouldn't allow you to tune maps over 7650, but it would allow you to datalog and have a RPM limiter higher than 7650. Now, that would be very nice Quote Link to comment Share on other sites More sharing options...
Piet Posted March 6, 2015 Report Share Posted March 6, 2015 (edited) I haven't traced it out, but I don't think that the tach signal is coming from the 8051 as there is no RAM variable for RPM that has a different scaling then the main RPM. I think it is coming from the SCL or other FPGA. Yes, you are probably right about that. The tachsignal on B21 comes from pin 8 of the 30309 chip. Does anyone know how this chip communicates with the 8051? The only connections it has with the 8051 are with ports: -P1.0 : CC0 -P1.3 : CC3 -P6.1 : RxD1 -P4.7 : CM7 -P7.5 : ADC 5 (rear lambda) -P7.7 ADC 7 (front lambda) -P3.0: RxD0 -P3.1: TxD0 -P3.2: INT0 Looking with my scoop I see constant activity on RxD0 and TxD0. Does it has a serial communication with the 8051 serial port 0? It also has a connection with INT0 (P3.2), when the IE1 flag is set RAM_17 ("Tachosignalzaehler'="tacho signal counter") is incremented by 1 in the bin at $8C9E (manual bin) . Edited March 6, 2015 by Piet Quote Link to comment Share on other sites More sharing options...
Midnight Caller Posted March 6, 2015 Report Share Posted March 6, 2015 (edited) Hello Hussein, I see you have managed to log AFR by connecting the AEM UEGO to the ECU. I have just one question, because I didn't get it from what I've read : Did you splice the rear HO2S wire harness, and connect there the wire coming directly from the LSU probe, or you soldered output white wire that comes from the AEM Gauge there ? I know the gauge has a 0-5V output wire (white), but as far as I know, the O2 narrow band sensor has a 0-1V output, not 0-5V. Thinking maybe you could directly connect the signal from the lambda probe and ditch the gauge, or at least connect it in parallel ? Also, could you tell me a little bit more about how to modify the REV5 ADX to enable rear HO2S logging, so to use it for wideband AFR logging ? My car is equipped with 2 lambda probes (don't know why, every car you've talked about has only one, and mine is from 1998). I'll leave the rear sensor there as it's only for catalytic converter diagnosis, and not used anyway. Any other wires I should connect ? (+12V / +5V / GND) or just the signal wire to HO2S harness ? Thank you ! Edited March 6, 2015 by Midnight Caller Quote Link to comment Share on other sites More sharing options...
tjwasiak Posted March 6, 2015 Report Share Posted March 6, 2015 @Midnight Caller - Never try to connect wideband LSU probe directly to anything which is not dedicated LSU probe controller. Bosch widebands do not work like narrowband sensors. You have to use your controller 0-5V output to connect it to ECU. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted March 7, 2015 Author Report Share Posted March 7, 2015 Hello Hussein, I see you have managed to log AFR by connecting the AEM UEGO to the ECU. I Thank you ! My ADX has the rear O2 channel set for WB02 input, with conversion factor for AEM WBO2 1-5v input. I can give you access to that from my Dropbox later. EDIT: Sent you a link via PM. It is actually available on the M4.4Wikia here. If you're using the AEM, you take the white signal output from the controller and feed it into the rear 02 signal. You need to disconnect the rear 02 or there will be problems. All US Market cars also have two O2 sensors as delivered. Quote Link to comment Share on other sites More sharing options...
Midnight Caller Posted March 7, 2015 Report Share Posted March 7, 2015 @tjwasiak: thanks, didn't know that ! @Hussein: yes, please, if you could PM me a link to the ADX... I don't have rear O2 output logging in my Rev5ADX. Thank you ! Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted June 9, 2015 Author Report Share Posted June 9, 2015 (edited) Been running a revised tune, XDF & ADX (thanks Piet & Venderbroeck) that now can tune for loads up to 2448, record rpm up to 1020, and has WBO2 VE tuning map.about 16.60 i the highest load I have seen, at about 25psi, so we set that range as max load in the tablesRPM now displays over 7650new load axis - with this I have been able to add more timing over 12.24ms, which was the previous cap.rewired the WBO2 input to the tank pressure circuit (Bn - OR-SB splice, B31), as using the rear O2 circuit was giving me uneven AFR responses.Still have not resolved the blowout issues using LS2 D585 coil packs, nor figured out why (some of) the Bosch coils die after a few months hard use.I will be adding capacitors to the GM coil harness, as indicated for MS installs, and see if that helps. I already tried playing with the dwell times, and that made no difference; anything over 21psi I get blowout/breakup with the GM packs. The Bosch coils hold up fine at 26-27psi, they just don't last. I'm also going to try LS9 coils, as those have a dwell table closer to the Bosch packs, and Trent used those successfully on his last build.Had to reboot my DS manual AWD axle - started spraying grease all over the trans & wheel housingChanging more steering parts to eradicate a vibration under heavy brakingI lost 2nd gear at the autocross track at Carlisle - couldn't complete the third set of runs I'm going to try changing out the gear selector assembly. Got a good one from Nick @ ReVolv If that doesn't fix it, then the trans has to come apart. Hard to believe it's a synchro issue, though, it only does it on high rpm hard shifts, otherwise it shifts 1-2 just fine.This past week, the surge tank I installed last year split a weld seam, and sprayed gas.Must have been leaking for days, I used 18 gals to go 180 miles. I didn't really smell it, it wasn't until my wife was in the car on Saturday, and she smelled the fumes. I pull the tank & re-welded the lower rear seam.Now that is resolved, I have found the point at which the AP Racing clutch will slip - peak torque (about 5K rpm) in 4th at 26psi, it happened this morning. As with the old (Volvo) clutch, if I go easy on it & shift after that range it holds fine, but clearly I am now going to have to look at a stiffer clutch setup. Edited June 9, 2015 by lookforjoe typo Quote Link to comment Share on other sites More sharing options...
Ol' Dirty Noodle Posted June 9, 2015 Report Share Posted June 9, 2015 H, like I said at Carlisle I'm 99% the second gear is a linkage/selector issue. Now seeing the gear selector out of the trans I vaguely remember more about Pete's issue and I think he did end up having to replace the gear selector because I believe the old one was sitting in the shop here that did the repair. Curious to see how it turns out as I've had a similar issue once or twice after a few consecutive high temp/hard runs at Bear Mt. or the Farm roads Quote Link to comment Share on other sites More sharing options...
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