706 replies to this topic

[Exmantaa]

Ah, I never saw a powergraph of your new 2.0 engine with the upped rev limit.   

Looks like exactly the same drop at high revs, so the plot thickens to a hidden OBD setting...

[ArticMonkey]

Ah, I never saw a powergraph of your new 2.0 engine with the upped rev limit.    Looks like exactly the same drop at high revs, so the plot thickens to a hidden OBD setting...

I asked the question.... Normally there should be no ignition retard above 7000rpm, however there can be some extra protection systems active inside the ECU but these should normally never be triggered. You can easily see if these systems are triggered by looking at the ignition line in the power measurement, if this drops more than what is programmed, the ECU is intervening. Please send me the power measurements where the power drops above 7000rpm and I will see if I can find the reason I've since sent my power charts for him to look at.

[CHILL Gone DUTCH]

Ah, I never saw a powergraph of your new 2.0 engine with the upped rev limit.    Looks like exactly the same drop at high revs, so the plot thickens to a hidden OBD setting...

Or wind resistance as its on the road

[smiley]

Ah, I never saw a powergraph of your new 2.0 engine with the upped rev limit. 

 

 

I can email you the log of that run if you're interested.

 

[Exmantaa]

Yes log please.

 

Ignition log of martins's run was very constant >7K and certainly not something that could explain the massive torque drop. (That is IF the run shows the effective commanded ignition angle...)

 

All OBD logs are done on the road (all done in same gear?) so wind resistance is a factor.but that only goes up ^2 with speed. This drop is MUCH higher factor. And Chills Harrop graph does not seem to have this....

[CHILL Gone DUTCH]

I'm on 2.2 not a 2.0 but I do get a strange dip lower down the rpm range Are we all on stage 2 cams Zzp

[MartinS]

I got this from Peter-

 

[color=#1f497d;]Hi Martin,[/color]

 

[color=#1f497d;]There are limiters, but normally these will never be triggered. I have seen them triggered on long power measurements on a rolling road, but with outside use I have never seen them triggered.[/color]

 

[color=#1f497d;]You can see if one of these limiters is active by looking at the ignition advance line in the power measurement. If this drops together with the power and you did not have this programmed and there is no knock retard active, an engine protection system has been triggered.[/color]

[color=#1f497d;]The ignition line in the power measurement graph is what the ECU is really outputting, all corrections are visible in this line.[/color]

[color=#1f497d;]If the ignition is not dropping and fuelling is OK, than it is not the ECU taking protective measurements.[/color]

 

[color=#1f497d;]In the latest power measurements I did get from you, the ignition is not dropping, not sure about the fuelling because no wideband info available.[/color]

 

[color=#1f497d;]Kind regards,[/color]

[color=#1f497d;]Peter[/color]

[MartinS]

My car could have a wideband lambda fitted (the wiring is et up and the middle exhaust section already has a bung for one) but I dont have the knowledge to use the information it may give.

Would I just be better off getting my car rolling road tested and tweaked at the same time by someone who knows what there doing?

 

Martin S

 

[Sutol]

If one of these triggers were activated would you get an eml?

[fezzasus]

 

Ah, I never saw a powergraph of your new 2.0 engine with the upped rev limit.    Looks like exactly the same drop at high revs, so the plot thickens to a hidden OBD setting...

Or wind resistance as its on the road

 

 

Not unless you're driving into a hurricane. 

[fezzasus]

My car could have a wideband lambda fitted (the wiring is et up and the middle exhaust section already has a bung for one) but I dont have the knowledge to use the information it may give.

Would I just be better off getting my car rolling road tested and tweaked at the same time by someone who knows what there doing?

 

Martin S

 

 

Martin, a wideband can be wired directly into the EGR plug and the information read by the OBD software. Therefore you don't need to interpret any of the information yourself. Wiring the wideband up allows the software to make more accurate fueling adjustments, and for the magnitude of how rich/lean you are running, to be judged.

[siztenboots]

not sure a wideband would give reliable data with some much oil being burned , fuel charge getting diluted and different flash points oil vs petrol.

 

what I could do is compare Martins map with someone else that can rev over 7000

 

[CHILL Gone DUTCH]

Most saabs will be reving over 7000

[smiley]

Most of those will have uprated springs for safety sake.

 

[fezzasus]

not sure a wideband would give reliable data with some much oil being burned , fuel charge getting diluted and different flash points oil vs petrol.

 

what I could do is compare Martins map with someone else that can rev over 7000

 

 

Which is why Martin needs to disconnect the cam breather from the inlet and do another power run.

[Exmantaa]

 

not sure a wideband would give reliable data with some much oil being burned , fuel charge getting diluted and different flash points oil vs petrol.

 

what I could do is compare Martins map with someone else that can rev over 7000

 

 

Which is why Martin needs to disconnect the cam breather from the inlet and do another power run.

 

 

= Temporary block-off the centre port in the valve cover...  nothing else to dismantle.  

[vocky]

I seem to recall Peter mentioning that the standard ECU map runs out of parameters at 7000 rpm, so there is no fuel / ignition table available and thus no power past 7k

 

 

 

 

[Rosssco]

I seem to recall Peter mentioning that the standard ECU map runs out of parameters at 7000 rpm, so there is no fuel / ignition table available and thus no power past 7k

 

 

 

 

 

The website spec says:

 

"Real 7800 rpm support; all the necessary tables are extended from the standard 6400 rpm to 7800 rpm"

 

http://www.obdtuner....PgOverview.html

[MartinS]

As an update-

 

Got a new pcv valve fitted, but its a very simple tube with holes in so unsure how it could have been broken. But, there was a problem with the gasket fitted (pictures attached next) that Back on track think is almost certainly the problem. This has been resolved and I am now just trying to rack up some mileage to test the oil consumption.

To help with this, the oil was topped up to the 2nd mark on the stick, a catch tank was fitted and the pipe coming off it goes into another bottle so I can see exactly what's caught and what would go into the SC inlet, mileage was recorded when al this was done.

Today I am deliberately going out to rack up at least 100 miles and do a full new fuel map and ignition map (hoping that the lack of oil may have changed things), on a short run Saturday noted that  all fuelling was being adjusted from between -2% up to -11% at the top end.

Once these have been done will do a power run and log file.

 

Laminovas were clean and the inlet of the throttle body was clean.

 

Martin S

 

Edited by MartinS, 26 October 2015 - 07:58 AM.

[MartinS]

How it was, Back on track  think gases/oil etc were getting by where you can see its been scraped by wear/movement of some sort.

 

 

Its not the neatest work, but they have enlarged the hole and used gasket sealant to guarantee a proper seal. Only time wil tell if this has worked.