Jump to content

roulli

Members
  • Posts

    220
  • Joined

  • Last visited

Recent Profile Visitors

4,109 profile views

roulli's Achievements

Just passed my test!

Just passed my test! (5/10)

  1. Yes.All races were great The only thing that's really annoying in Spa are these stupid double fences around the track, in order to be F1 compliant. What a decay of the view..
  2. probably too much advance at tip-in, which happens at around 35 ITB-load (watched in the VE table) I'll have to increase resolution between 20 and 35 ITB-load in the ignition table and reduce advance to 15° at tip-in, while keeping it high at coast down. Don't think it's a flat spot since the impact in the drive line occurs instantly, once the toe moves faster than 3 angstrom /s... Thanks Nick for the advice Hope to try it out tomorrow P.S. I set AE while accelerating from idle. If there was a time delay, after tipping the throttle, I increased AE until response was instant. Patrick spark advance 0ct22.tiff
  3. Hi Roger, I wouldn't play with autotune, if I wasn't sure the sensor wasn't delivering accurate feedback. I understand sensor swap as follows: Changing the wideband sensor on a given controller requires a calibration process. O2 sensors that are AEM branded are factory calibrated with laser trimmed resistor in the connector. No further action is required. Its plug&play. You may however also perform a fresh air calibration with the controller, as per AEM instruction... With your Zeitronix controller, the calibration procedure might be different in case of a sensor swap. But sensor calibration with the controller is a must, I think. It nothing to do with the voltage calibration between the controllers 0-5v output and your EFI controller. By the way, we saw your car in Spa... I was just amazed how aggressive and fast the GT40s sound and go compared to the GT40s I have seen in Goodwood in recent years. That one off lightweight TR4 racer in the 6h race was such a beauty...
  4. Yep Nick, mine was also more than 10 years old, exposed partly to excessively rich mixture and some oil burning . So it's ok I think, since the sensing tip is said to be sensitive on contamination. As I mentioned, I swapped as well the controller a) because there was a difference between the AFR-value on the gauge and in tunerstudio, which I can hardly relate to the sensor b) wanted to upgrade to the state of the art LSU 4.9
  5. Hi since years I have to open the throttle with extreme smoothness, in order to avoid an abrupt impact in the drive-line. It's actually annoying during sporty driving. And now this aspect hasn't improved after using "quasi-fuel cut-off" Is there a possibility to smoothen this out with tuner studio? How is this accomplished on modern cars with ITBs? Patrick
  6. Hi, I want to confirm that after having exchanged the old AEM wideband controller with LSU 4.2 sensor by a a new AEM-X controller with LSU 4.9, all AFR values are coherent again and much less fluctuating. This confirms the wideband system can die slowly but surely. I've also transposed Roger's extremely low VE values at low loads (coast down/ closed throttle) to my TR6. And it works great! No more popping in the exhaust and hopefully even better fuel economy. Thanks Roger for the inspiration Patrick
  7. If you're not sure that the injectors are firing, I'd get rid of the fuel pressure in the fuel rail and use the test mode in tunerstudio, with the engine off. If you won't hear the injectors ticking, then you know at least sth.is wrong with your wiring. If you hear the injectors ticking, it's most probably a setting that is out of range. Patrick
  8. Mike, A) The VE table tells the injector how long they have to fire as a function of rpm and load. The AFR table does not define how long the injector will fire. It defines targets of AFR as a function of rpm and load , the ECU may try to achieve in a steady state situation, by means of altering the injection time as defined initially in the VE table. Why may? You decide how aggressively the the ECU tries to alter the injection time (initially defined in the VE table), so that the AFR measured by your wideband sensor eventually equals the AFR in your AFR table (the set target). If you tell the ECU not to regulate the injection time in direction of a target AFR, the engine will simply run as per the VE table. There are 2 possibilities to regulate the actual injection time (starting from the injection time as it is defined by the VE-value) 1) Autotune: With a VE table that suits your engine already quite well, you drive the car (with Autotune switched on) ideally in many different steady state situations. Autotune will then try to alter the VE settings such, that target AFR will be achieved under given steady state condition. You may then safe this altered and theoretically better VE table. This function is useful, but you need a rather good VE-table as a base. 2) EGO Control: Under steady state driving, EGO Control will also adapt the injection time, but it will not impact the vaue(s) in the VE table. This function can always be used after tuning, since you will most probably not get a 100% perfect VE table anyway.
  9. Hi Roger, what kit/ AFR controller have you got? what is the brand/model of that beautiful blue car right of your Spiti? Patrick
  10. Hi Roger, I'm sorry, I don't fully understand, what you fettled with the plugs. But if the AFR sticks at fully rich,it might be the wideband sensor (O2) sensor. If it is the O2 sensor, autotune might arrange your VE table based on bad AFR values. I assume you know that yourself, that's why I think I probably missed sth. with your problem. You may remove the O2 sensor from the exhaust and test it at free air. It should go fully lean, then wrap it in a rag sprayed with brake cleaner and go slowly fully rich. If the sensor doesn't do that, you know at least that it is knackerd for sure. What brand of AFR controller you have got? AEM with 4.9 Bosch sensor? Hopefully you'll make it to Spa. I'll be there on Saturday, most probably. Good luck Patrick
  11. Yes, I've noticed in the past that if the 6 butterflies receive a good sync. the AFR values fluctuate much less. I've just made the test with the O2 sensor in free air. Goes total lean, then goes total rich, once the sensor gets wrapped into a rag sprayed wet with brake cleaner. Probably the O2 sensor goes bad slowly over time and get useless prior failing completely I guess that this test won't be selective enough, to detect a troublemaker early enough.
  12. Mike, thanks, I've got the manual. I will check if the position of the switch is correct..
  13. Concerning my low load figures: 1) In order to reduce popping noises in the exhaust,when coasting down, I gave it some fuel as it seemed worse with less fuel. I never dared to use the fuel cut off functon. And my idle is not on closed loop. 2) And then at light throttle I need the fuel to avoid hesitation As you can see, I played with "required fuel", that's why I need 150 at full load. This renders a bit more resolution in the VE table If I compare my table with Roger's table, which seems to work pretty well, as he hasn't melted anything on his long journeys, one could conclude that referring to 1) possibly I could reduce fuel in the "coast down to light throttle"- transition ( why not combined with fuel cut-off). Also Roger's harsh step from idle to the right seems to make sense, as it will help to stabilize idle, or at least avoid that the engine wants to idle at higher rpm . Maybe my measure to reduce popping in the exhaust, by giving it more fuel richens the mixture so much, that it cannot ignite anymore in the exhaust. But then, why does AFR show totally lean, with all that fuel? I will try to give it very little fuel as well, so that there is nothing that can ignite in the exhaust system, when coasting down. I was contented with this VE table for years as fuel consumption is between 28 and 33 mpg, but now since the AFR gauge starts to show weird stuff (lean at idle (15,5 to 17) , rich at cruise (12 to 13) ok at WOT (12,5), without a change of the VE- or AFRtarget-tables, I'm getting concerned to look into this subject. If it turns out the 4.2 O2 sensor is bad, I won't replace it (120,-EUR) but probably buy a new gauge with the 4.9 O2 sensor (220,-EUR). These sensors won't leave for ever anyway.. VE table .tiff
  14. Hello Roger, i don't understand in your VE table above the fact that you can inject so little fuel at low ITB loads (blue cells). I mean, there seems to be a strong step between loads below 40 and up to 3300rpm - and the rest of the VE table. This cannot just be idle. My 6 cyl. needs much more fuel to idle... How is it possible that your engine runs with so little fuel? Concerning the wideband sensor , I do not trust my old AEM with 4.2 sensor either . After roughly 20.000km it seems to read too rich + the values in Tunerstudio read about 1,2 AFR leaner than on the gauge, despite using the calibration values from AEM. Will probably go for the newer AEM X series with 4.9 sensor, as the Zeitronics is not easily available around here. Regards Patrick
×
×
  • Create New...