ECMlink ECMLink not reading things I’m logging

[Zanaqqq]

Okay so last night all my values were reading and my car was running okay. Now half my values I log don’t read anymore and car is running bad. I’ve uploaded a picture of a log where the car was running. I’m running speed density on a GM IAT with AEM wideband

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[Zanaqqq]

A bastard 20g? TD05 compressors don’t come in a 20G flavor unless they have been machined and paired with a 20G compressor wheel.

heres a new log with 3-4 wot 3rd gear pulls from 2k-4500. also i took a vid of the turbo and thats what it said on the front

 

[Justin DuBois]

heres a new log with 3-4 wot 3rd gear pulls from 2k-4500. also i took a vid of the turbo and thats what it said on the front

Really good stuff - ok check out how close you are to target: How did it feel?
The pulls are ending up 16-19 psi. I am plotting VE here so you can see what the cell value is in the Speed Density table.

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First - make sure you are plotting linear wide band and AFRatioEst in the same min and max range - Double click on the name of the channel to bring up the Graph Item Preferences.

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In my case My AFRatioEst has a min and max of 9.6 and 19.6 in the plot. I looked at the LinWideband preferences, and had to change the min and max to make sure they matched each other. I also set one to have a solid line and the other to have a dashed line (of the same color)

Note the alignment between the AFRatioEst target (what the ECU thinks it's doing) and actual AFR from LinWideband. The difference between these is reported as a single value - WB Factor. WB factor is telling you how far apart the target and actual AFR are from each other. The goal is to have a WB Factor of 0% everywhere you can.

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Note the VE. Speed density calculates airflow based on the volume, pressure and temperature of the air consumed. 2.0L RPM, MAP, and IAT.

VE is a table of Volumetric Efficiency. Somewhere in your setup there is an airflow efficiency peak. The default VE table has peak (values at 100) in the 4500rpm column, somewhere around 14-17 psi of pressure. The reality is often different. What you are going to discover over time is where the VE peak actually is. Think of the VE table as a hill that is round and as you run over it you go up and then down again - this will guide the tweaks you make. If you start warping the table in a non-smooth way - you're probably trying to affect something with the VE table that should be addressed somewhere else.

The cells in the VE table can be manipulated + or - from where they are in order to calibrate the airflow/fuel at any point in the map. You use the AFRatioEst as the target, edit a VE cell, and then make another pull to see what the actual impact the AFR is. As a gross calculation - you can take the WB Factor and put that much difference in a VE cell to move the AFR results in the direction you want the line to go.

More later... I need to tell you how this all is related to Global Fuel

 

[Zanaqqq]

Really good stuff - ok check out how close you are to target: How did it feel?
The pulls are ending up 16-19 psi. I am plotting VE here so you can see what the cell value is in the Speed Density table.

You must be logged in to view this image or video.

First - make sure you are plotting linear wide band and AFRatioEst in the same min and max range - Double click on the name of the channel to bring up the Graph Item Preferences.

You must be logged in to view this image or video.

You must be logged in to view this image or video.

In my case My AFRatioEst has a min and max of 9.6 and 19.6 in the plot. I looked at the LinWideband preferences, and had to change the min and max to make sure they matched each other. I also set one to have a solid line and the other to have a dashed line (of the same color)

Note the alignment between the AFRatioEst target (what the ECU thinks it's doing) and actual AFR from LinWideband. The difference between these is reported as a single value - WB Factor. WB factor is telling you how far apart the target and actual AFR are from each other. The goal is to have a WB Factor of 0% everywhere you can.

You must be logged in to view this image or video.

You must be logged in to view this image or video.

You must be logged in to view this image or video.

Note the VE. Speed density calculates airflow based on the volume, pressure and temperature of the air consumed. 2.0L RPM, MAP, and IAT.

VE is a table of Volumetric Efficiency. Somewhere in your setup there is an airflow efficiency peak. The default VE table has peak (values at 100) in the 4500rpm column, somewhere around 14-17 psi of pressure. The reality is often different. What you are going to discover over time is where the VE peak actually is. Think of the VE table as a hill that is round and as you run over it you go up and then down again - this will guide the tweaks you make. If you start warping the table in a non-smooth way - you're probably trying to affect something with the VE table that should be addressed somewhere else.

The cells in the VE table can be manipulated + or - from where they are in order to calibrate the airflow/fuel at any point in the map. You use the AFRatioEst as the target, edit a VE cell, and then make another pull to see what the actual impact the AFR is. As a gross calculation - you can take the WB Factor and put that much difference in a VE cell to move the AFR results in the direction you want the line to go.

More later... I need to tell you how this related to Global Fuel

Wow holy shit bro. Thanks for all the information and help. I’ll definitely look a lot more into it tonight and tomorrow. Also could I possibly pay you Justin to tune the car? If not I understand and it’s all good

 

[Justin DuBois]

Wow holy shit bro. Thanks for all the information and help. I’ll definitely look a lot more into it tonight and tomorrow. Also could I possibly pay you Justin to tune the car? If not I understand and it’s all good

You cannot pay me. Thank me by learning how to do this the right way and then help others.

 

[Justin DuBois]

VE tables and Global Fuel
As mentioned before, somewhere in your VE table there will be a peak - Values at 100 (1.00). I recommend making this the highest value in any cell. It is possible to run a VE table with cell values over 100, 104 - 124 etc.. While mathematically possible to calculate a value that is more than 100% efficient, conceptually - it's weird.

So - if 100 is the highest (most rich) value I put in a cell - what do I do if my AFR isn't matching the target?
A: Global Fuel. Change the Global Fuel in the direction you need until the AFR targets are met when the VE table is using 100. If you have located the one true peak - and set your Global Fuel this way, you won't need to change Global Fuel again.

The hard part is finding the peak when you've never driven over it again, and again, and again just to be sure.

 

[Zanaqqq]

You cannot pay me. Thank me by learning how to do this the right way and then help others.

How do I fix the fact that it’s idling at 1500?

 

[Justin DuBois]

How do I fix the fact that it’s idling at 1500?

Yeah - definitely got to do that

 

[Justin DuBois]

How do I fix the fact that it’s idling at 1500?

How sure are you that the FIAV is non functional? Have you ever had it blumbed with coolant?

I've only configured my car with a working FIAV. I've had to replaced the IAC several times - as the after market quality is is questionable from some vendors. Have you done the key off , key on - IAC in hand check that the stepper motor cycles? This would tell you something about the ECU drivers and the IAC.

The trick of closing the FIAV under the freeze plug just isn't working.
If you can't locate a good FIAV, then maybe a FIAV delete plate would help.

 

[Zanaqqq]

How sure are you that the FIAV is non functional? Have you ever had it blumbed with coolant?

I've only configured my car with a working FIAV. I've had to replaced the IAC several times - as the after market quality is is questionable from some vendors. Have you done the key off , key on - IAC in hand check that the stepper motor cycles? This would tell you something about the ECU drivers and the IAC.

The trick of closing the FIAV under the freeze plug just isn't working.
If you can't locate a good FIAV, then maybe a FIAV delete plate would help.

I got a bypass plate I will be installing when I get it. Also I get getting an idle air malfunction code. Do I just put my old isc back in? It never threw that code before I replaced it

 

[Justin DuBois]

I got a bypass plate I will be installing when I get it. Also I get getting an idle air malfunction code. Do I just put my old isc back in? It never threw that code before I replaced it

That code will happen when the target RPM cannot be achieved. This can happen even when the IAC is functional. Other codes - (like injector circuit malfunction) is actually checking for continuity - and can detect a broken connection, but the logic for idle control isn't like that.

 

[We're on Boost]

Have you done the key off , key on - IAC in hand check that the stepper motor cycles? This would tell you something about the ECU drivers and the IAC.

This is a good test. I think you should install the bypass plate first though. See how it goes with that.
Then if things are still not good, then do the key-on-key-off test.
Here's my video for how to do that test

In the Description field of that video there is a lot of information. The information you need to make sense of the video is this part of it, I'll copy and paste it here:

In the video:
0 to 6 seconds is with the ignition off.
Starting at 6 seconds, the ignition is turned on and off 4 times.
You can see that when the ignition is on, the pintle retracts. When ignition is off, the pintle extends. This is what it is supposed to do.


The sounds in the video are not very loud but it's helpful to hear them, so adjust your volume up a little.

 

[We're on Boost]

Your engine rpm during cold start cranking is lower than I've ever seen on one of these cars.
It's only around 140 - 150 rpm.
So, add Battery to your captured values. Also add CrankingFuelAdjust.