No closed loop, oversaturated injectors, AFR reading issues

Dodo Bizar · Post by **Dodo Bizar** » Mon Mar 24, 2008 11:01 am

Hmmm, wideband closed loop. Sounds like something I want to try/have

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JaredKaragen · Post by **JaredKaragen** » Mon Mar 24, 2008 6:08 pm

That's what my DIY WB is being devoted to =) I just would need to make sure that I keep up on the calibrations of the sensor or things could go wrong...

Dodo Bizar · Post by **Dodo Bizar** » Tue Mar 25, 2008 3:31 pm

Okay, today my first day of 'normal' driving. Meaning a longer distance (170km total) and higher speeds. In the beginning closed loop was not there. But after a while some close looping came back, yeah... still I miss close loop when I drive 30kmh in 2nd gear. And still it is gone in moments were I was used to it. I have a log of it, when asked for I will post. The tipin problem still persists, very annoying in a sprint I noticed today

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Post by **calvin** » Tue Mar 25, 2008 9:21 pm

tipin has to be adjusted

Post by **Bugermass** » Wed Mar 26, 2008 1:59 am

I get the tip in issues, quite often, and yes if it goes to rich it'll cause a missfire and show a lean reading on your wideband. (widebands don't read unburnt fuel it reads oxygen content so if you missfire theres a CRAP LOAD of oxygen since no fuel was burnt..) alotta pppl get that wrong..

Post by **Gaskleppie** » Wed Mar 26, 2008 2:12 am

Okay, today my first day of 'normal' driving. Meaning a longer distance (170km total) and higher speeds. In the beginning closed loop was not there. But after a while some close looping came back, yeah... still I miss close loop when I drive 30kmh in 2nd gear. And still it is gone in moments were I was used to it. I have a log of it, when asked for I will post.

I had a Minime a while ago and saw quite high vacuum numbers during normal driving. Maybe this is because of the size of the engine, I dont know but I do know that closed loop is shut of at higher vacuum readings. In the closed loop settings you have a \"max load for closed loop\". You can try to change that.

CRX2 · Post by **CRX2** » Wed Mar 26, 2008 10:38 am

calvin wrote:tipin has to be adjusted

Correct....

Look at these screenshots. The old one is ROM version 0.34, dated a year ago. The new one is the same one upgraded to 0.54 a few weeks ago. Tip in correction wasn't changed... The values however are different.... I think it's caused by converting the old bin (no .cal!) to a newer version... Would this problem also happen when I used the old .cal file instead of the .bin ?

Post by **calvin** » Wed Mar 26, 2008 11:49 am

the parameters are disabled. They shouldn't show anything tps ign settings, they are not avialable in the old rom(visable/exposed) I have to fix it so it doesn't show the values. But all the settings tps ign are all the same. It was exposed in newer roms. But the main data is still the same But for some reason it still gets data to fill the tables. But the values are wrong. If u understand what i mean. But you can't change anything And you have tps fuel tip in(multiplier) and tps ignition correction for advance users. normally you don't have to change anything there. the lean condition is caused by tps tipin multiplier i think

Dodo Bizar · Post by **Dodo Bizar** » Wed Mar 26, 2008 2:12 pm

I hardly understand what is going on in the screenshots and I get even less of what has to be done to get it right. However to come with some good news: the car was on the dyno today and scored 145.1 hp @ 7500 rpm and 150 Nm @ 6000 rpm. (About 126 whp.) Engine is 1396cc with CR of 9.5 and full I/H/E plus S2 cam. I will post dyno graph when I get to scan it.

Dodo Bizar · Post by **Dodo Bizar** » Tue Apr 29, 2008 6:13 am

Update about problem 1, not going into close loop. I think Calvin was right with his statement that everything worked fine, the short term correction was trying hard, often found at -12% (the limit in my case) , but unable to reach AFR of 14.7. Seems my adjustable FPR, which I changed almost the same time as the latest rom change, was causing the problem. I adjusted the FPR in such a way that full throttle results would give the same AFR compared to the OEM FPR to start with. At idle the pressure gauge would read out something about 3bar, being a litlle high for D-series FPR. Probably this was the problem... at low manifold pressures the fuel pressure might have been high and at 1 atmosphere it was ok. Furthermore I noticed the adjustable FPR I had was kinda temperature sensitive. Now I changed back to the OEM FPR and close loop is back to normal while full throttle AFR values hardly changed. Reason I mounted the adjustable one was to get maximum hp on the dyno... done that, I know my target (a little enrichment at full throttle is needed with OEM FPR). So only problem 2 persists - the tip-in flooding. I think that one will be solved in time by CRX2. And learned my lesson: stick with OEM FPR (or buy a descent one?).