Volvo S70 T5 Turbo
Motronic 4.4 Ecu 19T 21psi cca 340Le
Engine: B5244T LPT 9:0:1
2445 ccm
5 cyl
Na camst
Rs500 intercooler
S60R Fuel injectors 42lb
Walbro 255 Lph pump
TD04HL-19T Turbo
3" exhaust
Msd ignition(distributor)
New Project: 1998 Volvo S70 B5244T + vems V3
Engine: B5244T LPT 9:0:1
2445 ccm
5 cyl
Na camst
Rs500 intercooler
Siemens Deka 630
Walbro 255 Lph pump
TD05HL-06 20G hibrid
3" exhaust
Volvo T5 COP's Bosch 0221604001
Inline 5-cylinder, sequential ignition with camsync
Primary trigger: 60-2 w/ VR sensor.
Secondary trigger: Single tooth w/ Hall sensor.
The rising edge of the cam wheel hits the sensor after cylinder three fires and before cylinder one does.
Firing order is 1-2-4-5-3.
Ign. outputs will connect as follows (for 2+6 igbt configuration, + PNP transistor
Ignition outputs
- cyl 1, EC36/34
- cyl 2, EC36/35
- cyl 4, EC36/33
- cyl 5, EC36/36
- cyl 3, EC36/24
Sensor:
TPS is standard Volvo S70 , 3 pin.
-Standart Vr sensor 2 pin
-Hall sensor 3 pin
-Bmw Mat sensor
-2 Bosch Lamda
-IAC 3-pin
Coil pin-out:S70 T5 Cop
Pin---Designation
1 Trigger
2 Not Used
3 Ground
4 +12v
ign TDC-delay (primary trigger settings) is too low !
- ign-tdcdelay = 20 is wrong....
Correction hint: 144+20=164 crankdeg = 15*6 + 74
- first trigger tooth should be 15
- "TDC after the trigger": ign tdcdelay = 74 crankdeg
- of course, rotate ignoutputs by 1 to match the desired spark position
- verify by strobe
Validation shows possible problem
- sectrig HALL-dirac filter: preferrably disable it !
- iac ignadv change should be lower (+2, -6 crankdeg or similar; even +1 -3 or crankdeg is more than enough is IAC air-valve is set up properly, +0 -0 should be good too)
With hall dirac filter the problem shows less times
Benchtest
We applied some changes to the config, because "TDC after trigger" = 20 crankdeg is not a good setting (see above ... Since we changed 144 crankdegrees, you might need to rotate the ignoutput sequence by 1 event, strobing will show it).
After that, we benchtested the config.
We benchtested the ~160 kPa and 3000 .. 7000 RPM range most extensively where your cylinder seems to misfire. The ignition and injection outputs fired properly.
Test config: http://www.vems.hu/files/VolvoS/tested-v3.3_u004521-A-2013.05.06-12.
http://data.hu/get/6564404/v3.3_u003132-2013.05.21-00.44.37.vemslog
http://data.hu/get/6564478/v3.3_u003132-A-2013.05.21-00.46.20korrekciofentgyujtas.vemscfg
Hi Marcell,
could you please take a look on my log file?
On WOT runs from 1st to 4th everything is fine, but in 5th gear @ 3000 rpm the engine misfires => lambda goes lean (this is a consequence of misfire: unburnt oxygen in the exhaust), stutters.
- Ignition is not strong enough. Ign current (peak current, or average current, RPM and dwell) should be measured.
- maybe longer dwell (possibly in function of MAP, see dwell_map in ignition settings) can fix it (or burn the ignition coil).
- check individual-power (if it's just 1 cyl or multiple cylinders)
The other problem is the startup. Doesn't matter if the engine is hot or cold I have to crank the for a long time to start. What could be the problem?
- it can be ... almost anything. If trigger is good (RPM shows up properly), than ... Either air, but more likely fuel or spark.
- Needs experimenting and tuning (if you find values that result in improvement, save the log or config and take note of fuel pw).
Sziasztok
Kis segítségre lenne szükségem.
Hiba : kis alapjárat ingadozás 100rpm egyenletlen járás.. Lambda 1.00 ha dúsítom kb 0,85re egyenletes alapjárat minden tökéletes.
Teljesen általános jelenség 1.5msec injector pulsewidth alatt:
- With low injector pulsewidth, especially ~1.6msec and under that, even with the ECU configured for perfectly consistent injector pulsewidth, the fuel injected by injectors vary a bit: between injectors, and also from cycle to cycle => hard to tune... With most injectors of that size, often impossible to get perfect idle at 1.0 lambda (factory engines idle with 1.9 msec injector pulsewidth or above - obviously with smaller injectors).
- in the old days people swapped injectors between cylinders, but with the individual injector trim, that's hardly necessary any longer (except maybe in extreme cases with very big difference, mostly for diagnostic reasons)
- Start with lambdatarget=0.87, but tune VE for 0.84 so that EGO takes away some fuel (the good way is to tune slightly rich, so that EGO only takes away some fuel when all is good).
- check the injector order and play a bit with injector timing (the sweet spot makes idle a bit better at somewhat higher lambda)
- See injector trim / individual injector pulsewidths: add +100usec injector pulsewidth for each (additive term!), and see how much you can take away before stumbling (take notes for each)
- After you find how much "margin" each injector has, you can set them reasonably (add less for injectors that allow less; add more to those that require more). If you're lucky, you can slowly increase lambdatarget up to 0.9 (or maybe even 0.95).
- Some installers who need very high power, but want to pass emissions: use staging, or a smaller set of injectors for the time of emission tests.
- But of course check "Validate" in VT, and the usual things...
Üzemanyag problémára gondolok .injektorok tesztelve egyenletes porlasztás, mennyiség megegyező mind az 5 hengerre .
Van e valami tippetek mi okozhatja a problémát?
Köszönöm
Új projekt
Volvo 2,5 RNC DUAL VVT
http://data.hu/get/7927288/v3.3_u003132-2014-08-01-14.51.48proba.triggerlog
http://data.hu/get/7927289/v3.3_u003132-2014.08.01-14.32.44.vemslog
http://data.hu/get/7927296/v3.3_u003132-A-2014.08.01-15.55.05.vemscfg
Sziasztok! Ezzel kapcsolatban kerestelek titeket. Az autó sikeresen beindult. Ezt nagyon köszönöm nektek. Van még valami probléma amire nem jövünk rá. Olyan az autó mintha visszafogná valami. Készítettem egy logot illetve egy triggerlogot, kérlek nézzetek rá. Köszönöm a segítséget!
Üdv Kitti