Firmware upgrade needs some care (eg. VT or VT ini files older than the new firmware does not make sense, so mandatory: use new VemsTune, and Upgrade ini files from web), and upgrades usually go smooth when done with care.
See GenBoard/UnderDevelopment/FirmwareChanges, and describe why the upgrade was done
- eg. some feature justified the upgrade (eg. newer than 1.2.31)
- or major retune was necessary anyway
- or ...
The following is a minimum set to help understand how the upgrade went:
- vemslog from old (often not exactly the same conditions as after upgrade, but at least some "working" log during operation, eg. some good behavior idling + running)
- vemslog from new (some part, at certain second, is with the issue or questioned. Take note about exact details - eg. fuel injector final pulsewidth if ).
- describe other (config or wiring or hardware) changes
Obviously all are essential, these make it possible to review if the upgrade was likely as intended (or perhaps with old VT or old VT inis or something overlooked), to be able to investigate the issue(s).
Current fw is 1.2.38. [log and config here]
- What was old fw ? 1.2.31 ?
- Maybe related to some unintentional side effect of upgrade ?
- important: upload old config and new config please, so we can compare.
- Unfortunately I don't remember the fw you put in the #15379, but I needed to upgrade for the lack of AC request idle up function.
Is it possible that old ECU had low voltage flyback for some reason ?
- using (the nonstandard) low-Voltage flyback makes injectors turn off slower => results in more fuel, especially around idle
- The standard (30V flyback, or even the active flyback) makes injectors turn off faster (for better precision in case the injector turnoff deviates within the set, or depending on circumstances, which is not unusual), and that would cause leaner operation (need adjustment / tuning).
- Wolf: didn't know about the possibility of having low or standard flyback, so can't help.
- The standard (30V flyback, or even the active flyback) makes injectors turn off faster (for better precision in case the injector turnoff deviates within the set, or depending on circumstances, which is not unusual), and that would cause leaner operation (need adjustment / tuning).
Related: MembersPage/WolfTm/WidebandIssueAfterUpgrade
(although open loop behavior is not explained by WBO2 calibration or reading issue).
- Any reasonable tuning is done so that it is slightly rich in open loop (without WBO2 feedback) and
- ego correction removes some fuel (by WBO2, sensing the slightly rich condition, if works OK). Normally, even without WBO2 reading, no harsh effect if tuned reasonably (but cruising is nicer with WBO2 of course, and logging is always nice)
- at extreme altitude above see level, the MAP sensor removes fuel, but if no baro-correction set up, slightly more fuel is needed to compensate for the lower exhaust backpressure. The extra fuel added during normal tuning might not be enough above certain altitude.
- Wolf: Engine was tuned slightly richer in open loop on dyno, then activated +/-5% closed loop for safety/fine tuning.
- at extreme altitude above see level, the MAP sensor removes fuel, but if no baro-correction set up, slightly more fuel is needed to compensate for the lower exhaust backpressure. The extra fuel added during normal tuning might not be enough above certain altitude.
- ego correction removes some fuel (by WBO2, sensing the slightly rich condition, if works OK). Normally, even without WBO2 reading, no harsh effect if tuned reasonably (but cruising is nicer with WBO2 of course, and logging is always nice)