How good are your cranking settings?
#21
Ouch! I forget to say the map i posted have the VE fuel map untuned (rescale problem). With the LC-1 hooked up and 10 minutes on the road the autotune will do the job. If thi isn't possible to you right now, tomorrow i'll post an updatep map with the correct VE values.
I'm running 8 psi on stock injectors and haven't seen any problems yet, but I have no idea of how much % duty cycles are.
I'm running 8 psi on stock injectors and haven't seen any problems yet, but I have no idea of how much % duty cycles are.
I think I may just aim to use the stock injectors while I get used to all this tuning stuff. It is a lot nicer letting the stock ecu handle the idle for now though.
#26
Ok dumb question time - came to me in one of my thinking dreams..
What exactly do these Idle Control pins do? Does it allow the stock ECU to control the IACV and anything at idle on the fuel map will still be controlled by the Adaptronic? I guess it boils down to this - when I upgrade my injectors, can I leave the jumpers on the Factory ECU pin settings?
What exactly do these Idle Control pins do? Does it allow the stock ECU to control the IACV and anything at idle on the fuel map will still be controlled by the Adaptronic? I guess it boils down to this - when I upgrade my injectors, can I leave the jumpers on the Factory ECU pin settings?
#28
rpm rise at start ---- > post-cranking extra idle effort in conjuntion with the base idle effort value (open loop) at the actual engine temp.
rpm fall and stall after start ----> fuel long/short post-crank enrichment, base idle effort value @ actual temp cell or the combination of the two.
Apparently you've a very high post-cranking idle effort in a too short period of time, with an incorrect base idle effort for the temperature at you're attempting to crank.
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09-05-2015 08:02 AM