443 replies to this topic

[slindborg]

Interesting. Oem sensor cal stuff https://delphi.com/c.../12160244ds.pdf

[NickB787]

very clever

[siztenboots]

there is something similar on the throttle , dual range with the smaller range gets amplified for greater use of the a/d resolution range

[slindborg]

there is something similar on the throttle , dual range with the smaller range gets amplified for greater use of the a/d resolution range

Thats only a lot scary

[Hopegreen]

Hi, I have an OBDTuner SC stage 2 since January and I've done only one serie of 30 min in Montmeló circuit in March. The ambient temperature was nearly hot (25 degree) and AIT reached 73 celsius degree without power loss. In "normal" road use AIT is always under 65. This weekend I'm going to one serie of 60 min in Castellolí circuit (splitted in 2 or 3 series of 20 or 30 min each one). I'll be aware of AIT and I'll try to log data. If in UK you are having problems with AIT in Spain we are going to know new limits

Edited by Hopegreen, 26 June 2014 - 08:44 AM.

[smiley]

For those with a tmap, you can simply use a Bluetooth obdreader to read the iat via an android phone and torque. 

No need to run the full obdtuner logging during a trackday.

 

[Hopegreen]

I use Scangauge II to read it all the time, my speedometer doesn't work and I use Scangauge II to read speed, manifold presure, AIT and TPS. I want to do a full logging in track to know everything, I have a wideband lambda also.

A collegue of mine is having some troubles with injectors or something else. After some intensive use  he is reaching 100% of duty cycle with the same configuration as mine, so we want to compare data to bring some light. The fuel pump is new, we are using the blue injectors and we think/suspect that the ECU is adding fuel massively until the injectors become saturated.

Edited by Hopegreen, 26 June 2014 - 09:06 AM.

[smiley]

To push the blue ones over 90% (ecu sees over 90% same as 100%; so full open) you need some serious power.

Normal stage II SC?

 

[CHILL Gone DUTCH]

amazing what cooler intake temps do to the power

 

[CHILL Gone DUTCH]

I use Scangauge II to read it all the time, my speedometer doesn't work and I use Scangauge II to read speed, manifold presure, AIT and TPS. I want to do a full logging in track to know everything, I have a wideband lambda also.

A collegue of mine is having some troubles with injectors or something else. After some intensive use  he is reaching 100% of duty cycle with the same configuration as mine, so we want to compare data to bring some light. The fuel pump is new, we are using the blue injectors and we think/suspect that the ECU is adding fuel massively until the injectors become saturated.

 

have you tried swapping injectors??

Edited by CHILL Gone DUTCH, 26 June 2014 - 09:27 AM.

[smiley]

When I swapped my blacks for blues I noticed injector 1 to be slightly burned.

You may want to physically inspect them as CGD mentions.

 

[Hopegreen]

To push the blue ones over 90% (ecu sees over 90% same as 100%; so full open) you need some serious power.

Normal stage II SC?

 

Is a normal Stage2.

m62, dual pass mod, blue injectors, 3.1 pulley

 

 

I use Scangauge II to read it all the time, my speedometer doesn't work and I use Scangauge II to read speed, manifold presure, AIT and TPS. I want to do a full logging in track to know everything, I have a wideband lambda also.

A collegue of mine is having some troubles with injectors or something else. After some intensive use  he is reaching 100% of duty cycle with the same configuration as mine, so we want to compare data to bring some light. The fuel pump is new, we are using the blue injectors and we think/suspect that the ECU is adding fuel massively until the injectors become saturated.

 

have you tried swapping injectors??

 

The injectors are new in both cars. We will try it but we are quite sure that the problem is the AIT and the ECU corrections. My friend can see in the AFR clock how the mix become rich little by little, I don't have the clock installed yet (I hope today I finish it) but in logs my AFR is very stable compared with his car.

[Bargi]

So back to me!

Looking at Chills IAT logs and people experience like Hopegreen my IATs are higher than they should be.

Given the charge coolant is not going over a max of 40 degrees I think this eliminates the CC system as a problem (eg radiator and CC rad touching)

 

Potential causes?

- TMAP is out/broken (seems to respond OK)

- Laminovers not installed correctly?

Dual Pass mod and been the same way for 3 years. Last year in the heat of Zandvoort I didn't notice any issues.

 

The only other thing that's really needs changing is I have a standard manifold and NA Milltek exhaust with a ported Saab head and the ZZP Stage 2 cams. (full 3inch next week all going well )

Could high lift cams and a shitty exhaust cause higher inlet temps?

[leevx2.2]

I think it could give you higher intake temps as exhaust is restricting flow causing more heat but hey I could be talking bollox lol

[smiley]

 

Could high lift cams and a shitty exhaust cause higher inlet temps?

 

Not sure, but Peter warned me to get to a bigger exhaust asap (i´m also on miltek) for better idle, so I would not be surprised if the low throughput also causes issues on heat.

 

Watching this topic with interest from people who know what they are talking about (not me).

Edited by smiley, 26 June 2014 - 10:21 AM.

[slindborg]

N/A spec cam timing would allow for some moderate overlap at the top of the exhaust stroke, Although its vastly reduced these days to keep the HC's down (unless its a direct injection engine) so a restrictive exhaust side could potentially see a higher restriction for the intake and associated parts, but thats only if you already have a sheeeeet load of air in the exhaust to stop the flow of fresh air through.

 

I'd say a restrictive exhaust wont help, but I doubt it would cause the massive jumps being seen by the electronics (willing to be proved wrong) during certain load conditions... I'd expect to see them high all the freaking time as an example.

[Hopegreen]

FYI

 

I'm using the OEM exhaust with pre-cat deleted and custom tailbox and the flames I throw out are ridiculously big and blue.

There is a video I put here yesterday.

[CHILL Gone DUTCH]

So back to me! Looking at Chills IAT logs and people experience like Hopegreen my IATs are higher than they should be. Given the charge coolant is not going over a max of 40 degrees I think this eliminates the CC system as a problem (eg radiator and CC rad touching)   Potential causes? - TMAP is out/broken (seems to respond OK) - Laminovers not installed correctly? Dual Pass mod and been the same way for 3 years. Last year in the heat of Zandvoort I didn't notice any issues.   The only other thing that's really needs changing is I have a standard manifold and NA Milltek exhaust with a ported Saab head and the ZZP Stage 2 cams. (full 3inch next week all going well ) Could high lift cams and a shitty exhaust cause higher inlet temps?

I would also surgest looking at your ignition may need tweaking quite a a lot, I added over 3 degrees to get the power out of the cam if you send me some files I will have a look how far your ignition is from mine I have the same cams as you but diffrent charger And exhaust But if valves are not opening at right time it could be causing a restriction

Edited by CHILL Gone DUTCH, 26 June 2014 - 11:20 AM.

[slindborg]

Please explain how more ignition advance will fix high IAT's....

[CHILL Gone DUTCH]

Please explain how more ignition advance will fix high IAT's....

I'm not saying it would, I'm making a suggestion that the cams could be creating a restriction with the opening of valves and ignition I'm going to look over some of my old files before I managed to to get my ignition correct to see what the temps were right

Edited by CHILL Gone DUTCH, 26 June 2014 - 11:36 AM.