ECMlink Global fuel wayyy off

[Imback]

Let me know if these work

 

[lololobster]

Let me know if these work

ok heres how that went, the did seem very happy at the begining but went right back to surging

 

[Imback]

Need to set TPS correctly then start adjusting your BISS screw back in to help lower the idle.

 

[Stapl3]

20deg ignition timing at idle isn't helping your idle surge, I'll say that.

This is so true. 15 years ago I had surge up until closedloop hit at 130-135 degree coolant temp. Locking all those idle cells at 5 cured it.

I now use the secondary tables entirely for idle warm-up. I dictate my timing and target fuel % for a cold start, then it blends over at around 130-135 coolant temp to the other table. After that it's business as usual. It is the opposite of how the tables are to be used, but it works so damn good.

 

[Stapl3]

ok heres how that went, the did seem very happy at the begining but went right back to surging

Why is your Loadscale at 82.8% ?

 

[lololobster]

Need to set tps correctly then start adjusting your biss screw back in to help lower the idle.

tbh i thought expected voltage was .32v so im glad you pointed that out, it still didnt seem to help unfortunately tho

Why is your Loadscale at 82.8% ?

i believe Imback set it like this, not sure why

 

[Imback]

Alright I reread the post just now since I was tired last night. You are currently on low 1050 FIC injectors correct?

2nd you have a AEM inline set up in your pin assignment. Is this the correct wideband? If so is it the newer style or the older one. The newer one uses a 4.9 sensor the older ones use a 4.2. The drop down in ECMLink is for the older style one. Part # 30-0310 is the newer one that uses the 4.9 If it's the newer one.

As for the load scale being off I was skimming quickly through this thread and misread another members post as yours. I'll resend a new update once you answer me on the wideband and the injectors.

 

[lololobster]

Alright I reread the post just now since I was tired last night. You are currently on low 1050 FIC injectors correct?

2nd you have a AEM inline set up in your pin assignment. Is this the correct wideband? If so is it the newer style or the older one. The newer one uses a 4.9 sensor the older ones use a 4.2. The drop down in ECMLink is for the older style one. Part # 30-0310 is the newer one that uses the 4.9 If it's the newer one.

As for the load scale being off I was skimming quickly through this thread and misread another members post as yours. I'll resend a new update once you answer me on the wideband and the injectors.

Yes I'm using low-z old school 1050s with resistor box

The wideband is an AEM 30-4110 with a 4.9 sensor, I chose this input as its the only one that will match my gauge on link

And if I haven't said it, thank you for your help!

 

[Imback]

Once the car is idling regardless if it starts to surge start turning the biss screw in to start limiting the amount of air going into the motor and having the ISC start working. I've never used the newer UEGO with the updated sensor so I wonder if they still suffer the same issues the older ones did with weak voltage output.

 

[lololobster]

Once the car is idling regardless if it starts to surge start turning the biss screw in to start limiting the amount of air going into the motor and having the ISC start working. I've never used the newer UEGO with the updated sensor so I wonder if they still suffer the same issues the older ones did with weak voltage output.

The BISS is only half a turn out from all the way in...
and what voltage issue do you mean?

Either way I will try this edit and report back.

 

[lololobster]

ok here is the log from that file, no more surge but 18.0 on the afr with the same fuel settings and BISS is now fully closed, how could this be if the car passed a vacuum test

 

[Stapl3]

Next time you do another log, before doing it, go to edit - then captured values. Check everything. Your logs lack needed info.

 

[lololobster]

Next time you do another log, before doing it, go to edit - then captured values. Check everything. Your logs lack needed info.

understood, will do

 

[We're on Boost]

The wideband is an AEM 30-4110 with a 4.9 sensor, I chose this input as its the only one that will match my gauge on link

If this UEGO 30-2310 scaling is really correct for your AEM, then you should be using 3.12 volts for the WB switch point.
Because the scaling you are using looks like this in a chart (figured out from the July 14-07 log where your wideband raw voltages run the whole gamut). And look at what voltage the chart shows for AFR 14.72

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On the other hand, if your AEM 30-4110 was bought new anytime in the last 10 years, it is using a 4.9 sensor like you said above, and the user manual is this one, attached. According to this manual, the linear scaling would be done per the chart on page 11. The WB switch point would be 2.37 volts. You would use the P0 column on this chart.
But like @Imback, I'm skeptical of the analog output on the 30-4110. Mine never did work right, although the gauge works fine, and I think the gauge is accurate because I have an OEM narrow band O2 to verify it in closed loop.

Your wideband raw voltages in the July 17-01 log are around 4.8 volts which is like off-scale lean. Looks like that happened because you dropped your 14 volt InjBatteryAdj from 1220 to 690, dropped 530 microseconds. Probably should put those InjBatteryAdj numbers up to more like they were in the 14-07 log. See if that gets the wideband numbers near stoic in closed loop.

 

[We're on Boost]

ok here is the log from that file, no more surge but 18.0 on the afr

I see 18 AFR in the log. Was the AEM gauge reading 18 here also?

 

[Imback]

If this UEGO 30-2310 scaling is really correct for your AEM, then you should be using 3.12 volts for the WB switch point.
Because the scaling you are using looks like this in a chart (figured out from the July 14-07 log where your wideband raw voltages run the whole gamut). And look at what voltage the chart shows for AFR 14.72

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

On the other hand, if your AEM 30-4110 was bought new anytime in the last 10 years, it is using a 4.9 sensor like you said above, and the user manual is this one, attached. According to this manual, the linear scaling would be done per the chart on page 11. The WB switch point would be 2.37 volts. You would use the P0 column on this chart.
But like @Imback, I'm skeptical of the analog output on the 30-4110. Mine never did work right, although the gauge works fine, and I think the gauge is accurate because I have an OEM narrow band O2 to verify it in closed loop.

Your wideband raw voltages in the July 17-01 log are around 4.8 volts which is like off-scale lean. Looks like that happened because you dropped your 14 volt InjBatteryAdj from 1220 to 690, dropped 530 microseconds. Probably should put those InjBatteryAdj numbers up to more like they were in the 14-07 log. See if that gets the wideband numbers near stoic in closed loop.

I cleared his direct access to stock since i didn't want to introduce more variables to the mix since that's how its easy to chase your tail trying to diagnose issues. I also personally don't have injector #'s for the older fic stuff so i just used plane jane deadtime. We can add some deadtime but i just wanted the surge to stop. I'm also curious as to what the gauge was reading and am skeptical on the newer ugeo being plagued with weak output voltage like the older ones did.

ok here is the log from that file, no more surge but 18.0 on the afr with the same fuel settings and BISS is now fully closed, how could this be if the car passed a vacuum test

Either you still have a vacuum leak or your physical ignition timing is too far advanced. Also to do proper setting of the ignition you need a steady idle and the car needs to be warmed up and timing grounded out.

 

[lololobster]

i didnt press "post"

yes the gauge matched

and ill recheck timing tomorrow

 

[lololobster]

ok heres the log from the updated file with the old battery fuel adjustment settings

i noticed in log 1, when i first started the car, it ran great at 1000 rpm steady with good afr and perfect vacuum(however fuel trim at bit high) until the car hit 124 degrees when the rpm shot up to 2500

then i shut the car off, took 45 microseconds off global deadtime and restarted immediately for log 2 where it ran super lean on both gauge and computer and brought back the SURGE

 

[Stapl3]

Use these values for your deadtime in DA. This 'shape' should be retained in DA as this is the personality of the injectors. Any other deadtime changes should be done only globally on the fuel tab.

7v -> 2907
9v -> 1933
12v -> 1126
14v -> 857
16v -> 735
19v -> 630

 

[lololobster]

Use these values for your deadtime in DA. This 'shape' should be retained in DA as this is the personality of the injectors. Any other deadtime changes should be done only globally on the fuel tab.

7v -> 2907
9v -> 1933
12v -> 1126
14v -> 857
16v -> 735
19v -> 630

i will try this, however the data im currently using is from FIC

edit: same result it just went lean quicker

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[DSMPT]

i found my throttle body had ALOT of leaking air around the butterfly valve

It's not leaking, it is set like that. Please refer to the links.
You should adjust the new throttle body properly first before playing with tuning.

ECMlink - Almost able to idle. New 2.4l build. Mechanically sound

Alrighty guys,I've almost got my new 2.4l g4cs build to idle on its own. Car is same setup that worked before, save for a completely new engine top and bottom. All accessories, turbo, throttle body etc is the same.Anywho last time around, I fixed all the mechanical issues like boost leaks...

www.dsmtuners.com

2G - Spyder 4g64 Hybrid Turbo

I must be doing something wrong. I set the TPS to .63v, and the engine stalls immediately at idle, only runs if I give it gas.

www.dsmtuners.com

 

[We're on Boost]

ok heres the log from the updated file with the old battery fuel adjustment settings

i noticed in log 1, when i first started the car, it ran great at 1000 rpm steady with good afr and perfect vacuum(however fuel trim at bit high) until the car hit 124 degrees when the rpm shot up to 2500

Yeah strange, in Log 1 the idle rpm starts creeping up actually when the ISCposition starts to drop down from 120. From there the ISCposition trickles down and the rpm trickles up, and the timing starts to increase due to the higher rpm which makes it worse. At about 1300 rpm the timing really takes off. When ISC gets down to 37 the timing is around 32 deg and it all stays that way to the end of Log 1.

When ISCposition drops, it should lower the idle rpm. I don't know why it is doing the opposite. So that is weird. Have you ever replaced the ISC? Or there could be a blown ISC driver in the ecu.

The runaway timing isn't helping. You should change your Timing Max Oct and Timing Min Oct to some low number like 10 degrees in all the cells with loadfactor 0.3 and 0.4 for rpm from 1000 to 3000 rpm. That's 14 cells on each map.

You are getting FrontO2 cycling back and forth in closed loop like you should except that it is cycling around what it thinks is 13 AFR. That's wrong, it should be cycling around AFR of about 14.7. That might be because you are still using 2.49 volts for the WB switch point. Or it could be wrong scaling all together. When you are using the 30-2310 scaling you should use a WB switch point of 3.12 volts.

with good afr

Well, the car will run good with AFR of 13 like you have there. But the Front O2 graph is cycling and you are in closed loop. Cycling in closed loop should mean approx 14.7 AFR.
So try changing WB switch point to 3.12 volts. If changing the switch point doesn't help anything we might want to try the 30-4110 scaling, which isn't baked-in to ECMlink so you'd have to set up Linear Wideband for it.

 

[Stapl3]

i will try this, however the data im currently using is from FIC

edit: same result it just went lean quicker

Dave and Tom (the creators of ecmlink) did a testing station many years ago testing many injectors and determining deadtime values. The ones I posted are from their testing. They are the all end all of values to use. My personal experience using their values has been an absolute game changer.

 

[We're on Boost]

In log 2, your runaway timing is bringing rpm up to almost 2500 rpm where it hits something like Coasting Fuel Cut (InjOn time = 0.00). But the injectors come back on at about 2000 rpm so it doesn't quite fit the usual formula for Coasting FC offset.
Anyway, try putting 10 degrees timing in all 14 of the cells I mentioned above. It's the ridiculous 32 degrees of timing that exaggerates any other problem you have with idle.

Like this:

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[Stapl3]

ok heres the log from the updated file with the old battery fuel adjustment settings

i noticed in log 1, when i first started the car, it ran great at 1000 rpm steady with good afr and perfect vacuum(however fuel trim at bit high) until the car hit 124 degrees when the rpm shot up to 2500

then i shut the car off, took 45 microseconds off global deadtime and restarted immediately for log 2 where it ran super lean on both gauge and computer and brought back the SURGE

Based on these logs, I suspect your FIAV is bad. As the ISC goes from all the way open down to where it should be, RPM goes up. The only way to have RPM go up like that is for more air to enter the intake manifold. I can only think of a FIAV doing that.