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Puffwagon

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Everything posted by Puffwagon

  1. Yes, if you can limit the engine's ability to rev up then that will give the user time to react. There are 2 types of users to think about, the "I put petrol in and it goes vroom" type that can't catch a preventable failure and the others that are alert and aware enough to react to a torque reduction event. Hopefully we can accommodate both but we can only do what we can do. Torque reduction for fuel safety would work as long as all the injectors were 100% switched off for long enough for the engine to drop boost pressure. You wouldn't want a partial cut as it'll still have 3 cylinders firing and they can still be damaged by running lean. We have torque reduction during a gearshift in an auto car, mostly it's done by reducing ignition timing. Perhaps this can be used for something. Rate of change for oil pressure below a certain threshold should work fine.
  2. I changed the maximum input shaft torque to 1200, dunno if that's what fixed it
  3. I used to see my car do that in 3rd gear only (zf6), it was a form of trans truncation.
  4. I'll have to reply tomorrow, ran out of time today.
  5. It's probably the best place for it tbh
  6. Whaddaya mean? My Toshiba Satellite L300 can run at least 6 channels @ 1 update per second 🙃
  7. Moved both cams 1 tooth and the cam timing looks the same as a previous high power dyno run. It also has stuff all cam error at wot now. Worth a mention, the cam timing was installed correctly with the various marks etc. Both cams are visibly on the retarded side now but the car seems happy with it. Will see how the graph looks on Thursday after a dyno run, I won't be convinced everything is working right until after the dyno.
  8. You have to turn the engine off with complete oil pressure loss. I recent had an oil pump body shatter and the engine kept running at wot, over 600awkw at that particular time, until it seized a cam in the head, snapped the timing chain, bent all the valves and damaged the cam and cam journals. A very expensive exercise lol. A complete engine shutdown would have at least prevented the head and valve damage. With low fuel pressure you don't need an engine shutdown. Lots of people run more than one fuel pump. Losing a pump will create the low fuel pressure scenario that puts an engine in danger and the best way to save the engine is to close the throttle. While there may be more than one way to achieve those ends, there are definite things that need to happen to prevent engine damage. If the CHT fmem can take care of everything that's great, at any rate I was just adding ideas to the pile 😃
  9. Hey just a thought, instead of having the pcm do all of the work, what if we used the ancillary box to trigger a relay that would turn the ignition off? This would work for a zero oil pressure situation. Sending an overboost signal to the pcm triggers an injector cut, that would be suitable for low oil pressure. I've dealt with a territory that had a throttle closing issue and it turned out to be some pins not connecting in the main harness. Due to the way the throttle body is managed, you could either send a failed throttle body signal to the pcm for a lean out or as per the first paragraph, use the ancillary box to trigger a relay that disconnects the throttle body, hence closing it. Anyhow there's something, maybe you've already thought about all of it, maybe not 🙃
  10. Hey if we end up with something that can act like an aftermarket ecu in terms of failsafes, we're one step closer to not needed to go aftermarket.
  11. Slight follow up, the intake cam seems to be 11 degrees advanced according to some logs that I've compared. I'm pretty sure that was the number I measured when I assembled the engine with locked VCT. I'll see if I can get it to run the extra cam retard it needs up top with the VCT angle table when I get a chance. Haha otherwise it looks like I might have to use the offset parameter mentioned earlier and do the SD map from scratch....again Edit: I added 10 degrees to the cam timing table and the timing still stayed where it was. It is showing the intake cam error that matches what the table is asking for. Edit edit: There's 42 teeth per phaser which works out to be about 8.5 degrees per tooth. I'm gonna move both cams one tooth and see what happens.
  12. In the case of a complete loss of oil pressure you want an immediate engine shutdown and also a failure to restart. Immediate shutdown is the only suitable way of dealing with a complete oil pressure loss. In the case of oil pressure going low ie 10 psi, a complete throttle shut with the inability to reopen the throttle until the ignition is cycled is suitable. For fuel related things, the only thing we are concerned about is the engine leaning out. A complete loss of fuel pressure solves itself, the engine shuts down, however should be addressed. A partial loss of fuel pressure is where things get dangerous and a suitable fail-safe for this is to close the throttle. An issue I see here is losing the FPR reference line and still having 60psi of fuel pressure, when you should have 100psi. When you return to cruising, the fuel pressure will fall below 60psi with the vacuum, so using a fuel pressure number as a dumb/ on off fail-safe wont work. While we may be able to integrate a wideband signal to activate the fail-safe at a set voltage, we still see the same issue where we can't just pick a number, due to the wideband number being suitable at decel but not at WOT. At a minimum we need a map reference as well as a wideband reference to control the fail-safe, preferably with a TPS reference to cover rapid throttle closing after a run where the fuel might cut but still have a high map value. While the fail-safe may mimic the action of lifting the throttle after a run, it is preferable to not have the vehicle enter a failure mode unnecessarily. Preaching to the choir here but these things need to happen instantly. A flashing warning for those that are a bit slow on shutting the ignition off is something to add but not strictly necessary. Anyhow there's a few cents
  13. Had an issue where it would try and stall after starting. Adjusted auF11706 to 1.8 for the whole thing and it no longer tries to stall. I also went through and logged the idle air integrator and adjusted the park/neutral values and the in gear values. They weren't out by a huge amount but getting them very close made it so much more stable coming to a stop and also changing from drive to reverse etc.
  14. Have you updated the tune to reflect mine and Roland's post's?
  15. Change auF0265 ETC Clip Torque (Requestor)/Transmission torque truncation to 1000, change auF0264 ETC Torque Reduction RPM limit (Requestor)/Transmission torque truncation to something higher than the RPM you want it to stall up to, eg: 6000. This info is on the hp tuners forum and has been for many years.
  16. We literally saw that exact thing happen in this thread just a few posts up. If one of my pumps is not able to suck properly then it will show the same issue.
  17. Yeah I'll look into it, I've gotta up-spec the whole system if I want to make more power anyway. The swirl pot is mostly there, it has about a third of the base removed to accommodate the pumps. Last time I had it out I noticed the pumps weren't 100% level but cbf fixing it at the time. I've got the 40 micron filter in there at the moment, I'll take a look at it because the car did sit around for a while.
  18. Jumping back in here for some info. I put my ethanol content sensor in the return of my car, thinking that it would always have plenty of return. I've noticed it moving around at WOT which seems like it is running out of pump. I'm gonna pull the pumps out and make sure they aren't on the bottom of the pot and also invest in a fuel pressure sensor.
  19. I've got the bare minimum on there now to safely adjust the fuel and boost and it's gone from 18 samples per second for the final spark number to about 55 samples per second per channel. I'll take it for a drive tomorrow and see how it goes.
  20. Cheers, that's handy. I had a look at the picture and there are frig all samples in the histogram. I'll go ahead and remove the unnecessary items and make load high priority. So do you think the reason it is showing varying numbers is because of the logging rate? Perhaps it is hitting a different number occasionally and because the logging rate is low, the average is highly variable which shows up as a variance in the chart? That might explain why I get some weird numbers in Virtual Dyno lately.
  21. I couldn't trace the good chart, the log was too long. I traced the timing dip and it looked as expected, flat across the bottom of the timing map. While I am curious as to why the timing is moving around when it is showing it referencing the same timing cells, I figured I can make it stay flat and do what I want by adjusting the axis like this.
  22. This is with load added into the charts, same pics
  23. Sorry I should have clarified that too, I am logging the actual load, it just isn't in the chart. I'll trace it and see what happens.
  24. Maybe. Dashpot is used for a nice return to idle. Read some stuff here, you can usually download trial versions of aftermarket ecu's with base maps, which are a great learning tool. They sometimes have manuals with them that help you learn to tune.
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