- Wiring complete,sensors working,i can see the gauges in Megatune,but there is no RPM signal yet (can wrong calibration (60-2 instead of 5 window) cause this?)
- primary_trigger=FF (or FE if falling edge is used). The primary_trigger=01 is for multitooth (eg 60-2 missing-tooth) setup
- secondary_trigger=02
- TPS reads 10% after calibration,is this normal?
- of course NOT! increase tps_low
wishes for next v3.x ECM
- tachometer output (weryimportant for 5 coil config)
- primary trigger: VR crank 60-2 (changeable to HALL with dip switch if possible, so only the endplate needs to be removed)
- High voltage flyback (2+6diode)
- All 8 ignition/injector channels
- EGT and Knock
- 4bar MAP sensor onboard
- Programmable Shift light output (a p259 channel)
- baro (altitude) compensation: MAP measurement at startup. Separate baro sensor is not justified when you have WBO2: when we tune at (say) 200m above sea level, we add +10% fuel in the VE table, so ego_correction=-10% (-25 on display) that is good to appr. 5000m, and normally the WBO2 based ego correction will take away as much of the extra fuel as necessary.
under investigation:
- WBO2 analog output (for DVM or other ECM), eg.
- lambda=0.6 .. 1.45 => 0.6V .. 1.45V
- 1.45V .. 1.499V not used
- O2%=15..21% => 1.5V .. 2.1V (or should it be max 1.96V so the DVM can be left in 2V mode? maybe configurable)
- below < 0.55V: measurement error (eg. WBO2 sensor not heated). Alternatively this condition could be mapped to >2.5V for better margin, but when WBO2 controller is unpowered, 0V is "easier" to maintain
- Warning light output: activates when any measured data (that I list here) exceeeds it's programmable warning treshold:
- CLT: engine too hot
- EGT: exhaust too hot
- MAP: boost too high (BoostController misconfigured, or pneumatic problem)
- ...
Problem after engine was put back:
- 4 out of 10 startup is unsuccesful. LCD displays silly things and car runs like shit! Sometimes after succesfull starting LCD displays some kind of table data instead of realtime datas (as usually), but no keyboard is connected.
- you forgot to mention that this was after you pulled the engine and the ECM was also away for weeks. Check what could have been misconnected, or damaged. Check GND, GND5 and flyback too. Try to disconnect the LCD (maybe VCC occasionally shorts to GND in the LCD ?)
- Check firmware version (a report is neglected without this information and impossible to help)
- and verify firmware integrity
- or reflash with a new firmware
- check the config (publish mcd, mct: a report is neglected without this information and impossible to help) and compare with old known-good config
- logs can also help to identify the problem
Questions,PLEASE ANSWER ALL OF THEM!!!!!
- MAT retard??very useful and indispensable on high output turbocharged engines where MAT can vary.
- For more programming room IAC settings can be simplified.
- My coldstart problem : Tried to lower my -40Cranking PW to 10,no start,injection style All banks,than slowly increased to 1.5,and it catches.No start for firs ignition sequence tough,only for second.Now im trying to use priming which i really hate!5ms with 0% tempscaling.
- After setting up idle to 0.98-1 (with warm engine) and riding 50-60kms,sometimes it richens up to 0.91.Whats happening there???
- Made some logs and with megalog viewer i can see some suspicious PW pikes at mindless points.(no change in tps)
Comments from Emil:
I never found the pikes, its a pretty long file and i haven't got too much time now, Could you provide time: entrys from those pikes?
I also suspect that you air temperature sensor catches heat from the engine bay when idling for a longer time, and after driving the sensor is reading a realistic temp (beginning of log 25degC, minimum while driving was 1.7degC), how is that sensor mounted? You can see the result of this at time: 3510
[This is a example of a pretty good budget sensor install], We had huge problems like this on Boströms BMW, IAT raised to 50+ degrees while driving slowly.. This caused a very lean situation when driving in dense traffic.
![[This is a example of a pretty good budget sensor install]](http://www.vems.hu/files/MembersPage/MattiasSandgren/BmwSevenTwentyEight/bmw_728_iat.jpg){kind=link}
Hi Emil,
first of all thanks for your reply!
My IAT sensor is mounted at Audis stock manifold,stock place.
After throttle valve in intake manifold.
I always tought that when driving slowly (so IC not working) IAT can be 50+ celsius.But i see the problem at 3510....
But anyway i think between 7 and 37C is only 7 percent fuel enrichment,i my problem is not this....
Gve Spikes are at:
2677
2695
My other problem is that tps acc is always 100% so no enrichment,why?in MT i set some numbers there ,are the too big or out of range?
Thanks again,Peter
I tried various Acceleration Enrichment settings,nothing worked,i monitored it with realtime display and even with the crazyest numbers and fastest throttle opening there was no affect.My mixture of course leans out and car hesitates if i accel hard.
how can i find information about firmware upload??
Config and tables
With mtt files created for 1.0.23 firmware:
http://www.vems.hu/files/MembersPage/NanassyPeter/Nanassy_mtt_files_v3_1023.zip
The config.txt didn't seem seriously damaged at brief review, variables seemed mostly sane.
- alternate=14 # means all 5 injectors are fired simultaneously during cranking
- cwl=D7 # therefore this cold pulsewidth is extremely long: might appear as 21.5 msec in MegaTune but in fact 200 * 0.1 + 15*0.5 msec=27.5 msec
- cwh=0B # while at warm, 1.1msec sounds a bit low (but possible)
Send the config.mtt and tables.mtt files with TerminalProgram ("send file" option, or even copypaste is possible)