I just noticed that the ? help on the RPM/TPS page says that timing at idle is varied to help control idle speed. Not just the ISC. So maybe this is where the unexpected timing numbers are coming from, and why they don't match the chart we can...
The 17-02 log looks pretty decent.
I've been looking at the part after the throttle blip where the rpm gets down into the 700's at 8.4 seconds.
At the same place the wideband gets maxed out full lean (even more than maxed out - it hits 4.14 raw...
This is a very useful explanation. I just changed mine to 470. It does seem to be helping. Log attached.Unfortunately, I didn't read your entire post before I started logging today, so I didn't capture the ISC position before startup. However...
Basically, your ecu cuts the fuel to 0 (InjOn) whenever you take your foot off the gas (IdleSw=1) and your rpm is greater than your target idle + FCoffset. (There is actually a delay of about 0.7 seconds to do this cut).
Then as your rpm drops...
Yes, we already replaced the ISC with a RockAuto inventory item. Seems to be responding as expected.Thanks for this. I'll try that.Exactly!Yes, I believe they are the real deal. We will probably take it to the 1/4 mile drag strip sometime...
I removed and disassembled the throttle body again last night. I messaged the brass plate with a file to remove some high spots to help give it a better seal, and smashed the throttle plate screws with a punch to ensure they can never fall out...
You might have a vacuum leak or you might have a bad ISC. I don't think you've replaced yours have you?
The ISC has a test or 2 but it's almost a waste of time because a bad ISC tests good usually from what I've seen.
Anyway, in this last log...
P is for Projected:Found this on the EVO forums.
"The B(P)R7ES will foul less... they are a warmer plug. The P = Projected plug which is kinda like making it even a little warmer... it should technically foul less with the P but it may knock...
Yes, I think if you have it adjusted so that the closed loop trims are a little negative ("pulling") in this region just before and as you go into open loop, then, as soon as it goes into open loop it should immediately switch from trying to be...
In the install pdf they have a paragraph about the return orifice. It says "The DMR-RA is equipped with a removable flow orifice. Radium Engineering has optimized the size, shape, and material of this orifice for all single and multi-pump...
Do you know what model of fuel pump is in there? If we knew what pump it was, we could use the flow chart for it to estimate when it will be going over the edge.
Exactly. I typically use fuel trims to tune VE in open loop closed loop anyway, but when they didn't match it was confusing me.I just looked again at one of my recent logs, and I think 1.05 Lamba would help make the AFR agree more closely with...
My tuner always has me ground my AFR gauge to the same point that the ECU grounds at, for the gauge and ECMLink to read the same. I moved my gauge ground, and it did, in fact, start matching up to my ECU readings. I run a LC2 from Innovate, BTW.
You might someday want to make a heat shield for the alternator.
Here's my alternator heat shield thread.
It was kind of a high effort way of doing it, but it is still on the car and so is the same alternator I had then...
Thank you. I will certainly make this change... I was scared of grounding anything directly into ECU harness, just in case the ECU ground was not great, I didn't want to put any extra load on that tiny ECU ground wire. Grounding to the same...
Yeah that picture #7 that Steve showed. My AEM wideband and the other 2 AEM gauges ground to a 6mm bolt on the same piece of sheet metal, and it seems to work fine. It's at the orange arrow in this pic:As for your wideband sensor location...