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I do have a low timing map and a way to load it, just a pain in the ass firing up the laptop to do it, especially as a problem with WMI is never planned, i would need something like the Revo SPS or a proper WMI kit with failsafe built in.
Or some sort of soloneid to trip limp mode when something happens.I know the map i was testing a while back for laucnch control on the ME7.5 was set to limit the car to limp mode if i tried to drive the tits of it when the oil wasn't up to temp, i wonder could my mate do something similar for high CF's
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Not sure how much room you have to manipulate the ole ME7s - will ask Bill when I see him next to see if there's anything he can offer here
Picked up a couple of new bits and pieces today, namely some nylon and metal braided oil hose for the inlet/outlets to my catch tank to make it look a little nicer with some accompanying hose finishers, and my new Bosch LSU-4 wideband sensor to fit together with my plugs to see what difference they make. I've also bought some flexi-silicone from Forge for my dump valve return to replace my current setup and tidy things up. Simple is beautiful
I've also got a new MAF in my garage I can try to see if this has any bearing on the lambda code I keep getting, once we've verified the wiring looks alright.
More to follow next week once we take another look
Picked up a couple of new bits and pieces today, namely some nylon and metal braided oil hose for the inlet/outlets to my catch tank to make it look a little nicer with some accompanying hose finishers, and my new Bosch LSU-4 wideband sensor to fit together with my plugs to see what difference they make. I've also bought some flexi-silicone from Forge for my dump valve return to replace my current setup and tidy things up. Simple is beautiful
I've also got a new MAF in my garage I can try to see if this has any bearing on the lambda code I keep getting, once we've verified the wiring looks alright.
More to follow next week once we take another look
OK - been a few weeks without any updates while Dale and I have been busy and I wanted to give myself a breather from the car so as to regain some motivation.
First of all we decided to inspect the plugs to gauge what the fuelling might be doing and swap them out for a new set of NGK BK7REs while they were out. Here's how the old ones looked after 400 miles on the new engine (1-4, left to right):
Once these were in we then swapped my Bosch LSU-4 wideband sensor out for a new one, which it turns out was f--ked. As soon as the new sensor was fitted I was able to see proper readings on my AFR gauge once again
Here's how the old one looked:
With that fixed I then decided to swap out my MAF for a new replacement I had lying around from GSF as a spare when I last went to the Nurburgring to see if this has any impact on my pre-cat lambda fault, bearing in mind I've already replaced this sensor and a few people seem to think a new MAF sorted it. Seeing as I had one lying around its an easy one to cross off the list.
In light of all the reliability issues I've had with my meth I've decided to run without it until I replace it with the AEM kit - I just don't feel I can trust it. My ignition timing offset has been reset to 0 and I've pulled the fuse on the controller, leaving the bottle empty so as it can't seep into my intercooler again...
We also intended to inspect the pre-cat lambda wiring for continuity etc though we weren't able to find a wiring diagram for the ME7 ECU in autodata, only the 7.5 was coming up (though no evidence of a wideband sensor). Does anyone know where we might be able to source one?
So, with a new set of plugs, MAF, a working wideband sensor, and disconnected meth I set out to collect some new logs, captured on a dual carriageway in 4th gear, starting at steady state cruise of ~3,500 RPM before hitting WOT to just past 5,000 (car in front slowed me down)
I was happy to see no significant timing pull (remembering I've overridden requested boost by winding back my manual MBC to ~1 bar) and the car felt less hesitant and smoother than before, also bearing in mind it was ~30 deg ambient heat when collecting these logs.
Keeping an eye on my AFR gauge I'm seeing high 11s/low 12s on WOT and it smells VERY rich, with visible black smoke when you rev hard sat still.
All in all though it appears to be looking OK while I run it in - though curious to gather peoples opinions on the above figures.
The engine has now covered 400 miles so only really another 100 before I'm looking to get the map tweaked as it should be with a bit more boost, I'd just like to know it's safe to continue running in as it is.
I think I'll opt to get the map set to run without the water/meth and just leave this disconnected until I go BT, where I'll replace it with the AEM kit in one hit.
Bill also mentioned concerns that my injectors may now max out on a ported head and 1.85L bottom end so we'll have to keep an eye on this but I don't see the point in fitting my 550CCs and spending out on a whole new map when I intend to change it in the future anyway. If I need to keep the power capped to stay on these injectors (BAM 386CC) then so be it until I make the plunge into BT territory when funds permit.
First of all we decided to inspect the plugs to gauge what the fuelling might be doing and swap them out for a new set of NGK BK7REs while they were out. Here's how the old ones looked after 400 miles on the new engine (1-4, left to right):
Once these were in we then swapped my Bosch LSU-4 wideband sensor out for a new one, which it turns out was f--ked. As soon as the new sensor was fitted I was able to see proper readings on my AFR gauge once again
Here's how the old one looked:
With that fixed I then decided to swap out my MAF for a new replacement I had lying around from GSF as a spare when I last went to the Nurburgring to see if this has any impact on my pre-cat lambda fault, bearing in mind I've already replaced this sensor and a few people seem to think a new MAF sorted it. Seeing as I had one lying around its an easy one to cross off the list.
In light of all the reliability issues I've had with my meth I've decided to run without it until I replace it with the AEM kit - I just don't feel I can trust it. My ignition timing offset has been reset to 0 and I've pulled the fuse on the controller, leaving the bottle empty so as it can't seep into my intercooler again...
We also intended to inspect the pre-cat lambda wiring for continuity etc though we weren't able to find a wiring diagram for the ME7 ECU in autodata, only the 7.5 was coming up (though no evidence of a wideband sensor). Does anyone know where we might be able to source one?
So, with a new set of plugs, MAF, a working wideband sensor, and disconnected meth I set out to collect some new logs, captured on a dual carriageway in 4th gear, starting at steady state cruise of ~3,500 RPM before hitting WOT to just past 5,000 (car in front slowed me down)
Code:
Sunday 26 June 2011 16:19:24
6K0 906 032 AA 1.8L 20VT EU3 05 0002
Group A: '002
RPM Load Inj. On Time Mass Flow
TIME
Marker STAMP /min % ms g/s
54.77 3400 44.4 4.1 28.56
55.97 3440 42.9 4.1 27.72
57.17 3480 39.8 3.69 25.64
58.37 3440 31.6 2.87 20.97
59.57 3440 31.6 2.87 20.64
60.77 3440 31.6 2.87 20.75
61.97 3480 101.5 10.25 81.39
63.17 3720 173.7 20.09 120.86
64.37 3920 172.9 20.91 130.53
65.56 3640 26.3 0 14.14
66.77 3600 99.2 12.3 79.61
67.96 3800 168.4 25.42 120.64
69.27 4080 168.4 24.6 130.89
70.68 4320 169.2 24.19 139.5
72.07 4520 169.9 24.19 145.72
73.36 4680 170.7 24.19 152.61
74.56 4880 170.7 23.78 158.44
75.76 4960 169.9 23.78 161.42
76.96 5160 168.4 23.37 163.67
78.16 5240 168.4 23.37 169.03
Code:
Group B: '020
Idle Stabilization Idle Stabilization Idle Stabilization Idle Stabilization
TIME
STAMP CF CF CF CF
55.17 0 0 0 0
56.37 0 0 0 0
57.57 0 0 0 0
58.77 0 0 0 0
59.97 0 0 0 0
61.17 0 0 0 0
62.37 0 0 0 0
63.57 0 0 0 0
64.77 0 0 0 0
65.96 0 0 0 0
67.17 0 0 0 0
68.37 0 0 0 0
69.76 0 0 0 3
71.17 0 0 0 3
72.56 0 0 0 3
73.76 0 0 0 2.3
74.96 0 0 0 0.8
76.16 0 0 0 0.8
77.36 0 0 0 0
78.56 0 0 0 0
Code:
Group C: '118
RPM Temperature Load Absolute Pres.
TIME
STAMP /min °C % mbar
55.57 3440 36 0 1140
56.77 3440 36 0 1130
57.97 3440 36 0 1100
59.17 3440 37 0 1080
60.37 3440 37 0 1080
61.57 3440 37 0 1070
62.77 3640 38 46.7 2010
63.97 3840 37 39.6 1990
65.17 3760 35 0 1200
66.37 3560 37 0 1040
67.56 3760 39 73.7 1980
68.87 4000 38 80 1970
70.16 4200 38 81.6 1960
71.67 4440 39 77.3 1960
72.96 4640 39 93.3 1940
74.16 4800 40 87.1 1930
75.36 4920 41 80.4 1930
76.56 5080 42 80 1930
77.76 5240 43 85.9 1920
78.96 5240 43 0 1850I was happy to see no significant timing pull (remembering I've overridden requested boost by winding back my manual MBC to ~1 bar) and the car felt less hesitant and smoother than before, also bearing in mind it was ~30 deg ambient heat when collecting these logs.
Keeping an eye on my AFR gauge I'm seeing high 11s/low 12s on WOT and it smells VERY rich, with visible black smoke when you rev hard sat still.
All in all though it appears to be looking OK while I run it in - though curious to gather peoples opinions on the above figures.
The engine has now covered 400 miles so only really another 100 before I'm looking to get the map tweaked as it should be with a bit more boost, I'd just like to know it's safe to continue running in as it is.
I think I'll opt to get the map set to run without the water/meth and just leave this disconnected until I go BT, where I'll replace it with the AEM kit in one hit.
Bill also mentioned concerns that my injectors may now max out on a ported head and 1.85L bottom end so we'll have to keep an eye on this but I don't see the point in fitting my 550CCs and spending out on a whole new map when I intend to change it in the future anyway. If I need to keep the power capped to stay on these injectors (BAM 386CC) then so be it until I make the plunge into BT territory when funds permit.
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No much help on the readings, but I never thought I'd hear the day when you say that ^^
IMO I wouldn't want to run in unless the fuelling is correct as you want to be revving a fair bit to get those rings bedded. Also essentialy being a brand new engine I wouldn't want to break it straight away. What sort of fuelling are you getting if you disconnect the N75/ MBC you have?
Think you may have misunderstood Joe. The meth was added on top of the map with additional timing advance, which I've now reset to 0 and the logs above show no timing pull on WOT in 30 Deg+ ambient heat.
My AFR shows high 11s/low 12s on WOT, remembering that boost is currently still capped to 1 bar by my Forge UNOs during run-in
My AFR shows high 11s/low 12s on WOT, remembering that boost is currently still capped to 1 bar by my Forge UNOs during run-in
Ahh ok so it was never written in the map. You say now you've deleted it as such and you're still having problems, it's sounding more like a mapping issue. My AFR's on WOT at 5000-6000 odd are 10's. Capping boost as such, as Wak said, is like having a 12" penis and trying to tell the girls you have something smaller.
Are you still running the N75 valve too? Quite possibly capping the boost is confusing the MAP sensor as N75 is requesting 1.2 bar for example and the MAP sensor is only seeing 1 because it's capped at the UNOS... Dunno just a thought.
You have to remember the difference in hardware since my map was applied, namely a ported head and overbored bottom end which is bound to have an effect.
No evident problems - it's not missing like it was when I took you out, I'd just like to know whether or not my lambda sensor is really f--ked and if the above figures are safe.
The map itself is still requesting 26 PSI peak boost and is being throttled by the Forge UNOs which is also not ideal but necessary for running in
No evident problems - it's not missing like it was when I took you out, I'd just like to know whether or not my lambda sensor is really f--ked and if the above figures are safe.
The map itself is still requesting 26 PSI peak boost and is being throttled by the Forge UNOs which is also not ideal but necessary for running in
Update: now my wideband is giving me true readings I've been able to do a few more miles tonight and taken a good look at what's happening.
The hesitation/misfiring I'd been referring to is a direct consequence of the car running extremely rich under certain heavy loads, i.e. WOT in 5th at 2,500 RPM for example.
In these specific circumstances I see AFR go as low as 9.9, and the ZT-2 controller itself will only read as low as 9.5 so the hesitation is essentially the car drowning in fuel. This also ties in with the 25% max fuel correction I saw logged before clearing some faults as I mentioned before.
Luckily this only happens in very specific circumstances - most WOT runs within the peak powerband return mid 10s to 11s, some low 12s which seems OK and the old plugs weren't too discoloured. The bad news is that the methonal would have only been drowning it further so I'm glad I've disconnected it.
Other than this the car is now running well, with 450 miles covered since the rebuild. I'll take out 10% fuel tomorrow in Lemmiwinks and monitor from there, continuuing in 5% increments if necessary just to help even things out.
The hesitation/misfiring I'd been referring to is a direct consequence of the car running extremely rich under certain heavy loads, i.e. WOT in 5th at 2,500 RPM for example.
In these specific circumstances I see AFR go as low as 9.9, and the ZT-2 controller itself will only read as low as 9.5 so the hesitation is essentially the car drowning in fuel. This also ties in with the 25% max fuel correction I saw logged before clearing some faults as I mentioned before.
Luckily this only happens in very specific circumstances - most WOT runs within the peak powerband return mid 10s to 11s, some low 12s which seems OK and the old plugs weren't too discoloured. The bad news is that the methonal would have only been drowning it further so I'm glad I've disconnected it.
Other than this the car is now running well, with 450 miles covered since the rebuild. I'll take out 10% fuel tomorrow in Lemmiwinks and monitor from there, continuuing in 5% increments if necessary just to help even things out.
Lemmiwinks
remember that will take out 10% across the whole rev range not just at a specific spot where you want it reduced, i.e. WOT.
what a toy !! love it ! love the pic at the start with all the boxes ready to be installed !!
Had a word with Bill last night to talk over these latest figures etc and having now covered 450 miles advised that I crank up the boost some more. As the map is still expecting 26 PSI peak boost and the UNOS is capping it at 14 then it's not a surprise it's massively overfuelling as the crude ME7 doesn't know any better.
Unwinding it out to ~20-21 PSI peak the car feels like a completely different animal and pulls very nice and hard once again. I'm back in love with it once more
AFRs have levelled out much better with high 11s/low 12s on WOT across the rev range.
Here's some logs I managed to collect - accelerating WOT through 2nd, 3rd and 4th, though the time sampling rate is poor:
Beginning to pull a few CFs now but nothing too concerning, with ambient temperatures of mid 20s when these were collected.
Peak IATs of 48 Deg C without WMI seems pretty good to me too for 21 PSI
The car has now covered a smidge over 500 miles so it's time to drop out the mineral oil and refill with some Fuchs/Silkolene Pro-S and a new filter before I look to get it back over to Badger5 for a few tweaks to the map, and possibly swap out my Devil's Own WMI kit for the AEM.
Unwinding it out to ~20-21 PSI peak the car feels like a completely different animal and pulls very nice and hard once again. I'm back in love with it once more
AFRs have levelled out much better with high 11s/low 12s on WOT across the rev range.
Here's some logs I managed to collect - accelerating WOT through 2nd, 3rd and 4th, though the time sampling rate is poor:
Code:
6K0 906 032 AA 1.8L 20VT EU3 05 0002
Group A: '002
RPM Load Inj. On Time Mass Flow
TIME
Marker STAMP /min % ms g/s
0.99 3000 36.8 3.28 20.5
2.19 3480 162.4 16.81 125.89
3.39 5000 191.7 22.14 195.33
4.59 6040 181.2 19.68 207.58
5.79 4320 150.4 16.81 147.47
6.99 4920 191.7 23.37 194.5
8.19 5440 191.7 22.14 200.11
9.48 5880 172.2 23.78 196.06
10.78 4680 191.7 23.78 182.5
11.99 4800 181.2 25.42 172.94
13.19 5080 191.7 24.6 199.67
14.38 5320 191.7 23.78 198.58
15.58 5400 33.8 2.46 8.08
Code:
Group B: '020
Idle Stabilization Idle Stabilization Idle Stabilization Idle Stabilization
TIME
STAMP CF CF CF CF
1.39 0 0 0 0
2.59 0 3 0 0
3.79 0 3 0 3
4.99 0 2.3 0 3
6.19 1.5 3 3 5.3
7.39 1.5 3 2.3 5.3
8.59 1.5 3 2.3 5.3
9.88 0 0 0 0
11.19 1.5 3 3 3.8
12.39 1.5 3 3 3.8
13.59 1.5 5.3 2.3 3.8
14.78 1.5 5.3 2.3 3.8
15.98 0 0 0 0
Code:
Group C: '118
RPM Temperature Load Absolute Pres.
TIME
STAMP /min °C % mbar
0.59 2960 38 0 870
1.79 3200 38 95.3 940
2.99 4600 38 92.5 2220
4.19 5680 37 95.3 2020
5.39 4960 37 0 1200
6.59 4720 39 91.4 2180
7.79 5280 41 94.9 2110
8.99 5760 43 95.3 2030
10.28 4480 42 68.6 1430
11.59 4840 45 1.2 2430
12.79 5000 45 1.2 2240
13.98 5240 45 94.9 2130
15.18 5480 47 91.8 2080Beginning to pull a few CFs now but nothing too concerning, with ambient temperatures of mid 20s when these were collected.
Peak IATs of 48 Deg C without WMI seems pretty good to me too for 21 PSI
The car has now covered a smidge over 500 miles so it's time to drop out the mineral oil and refill with some Fuchs/Silkolene Pro-S and a new filter before I look to get it back over to Badger5 for a few tweaks to the map, and possibly swap out my Devil's Own WMI kit for the AEM.
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Good news robbie. I always found that mine overfuelling with less boost, makes sense really.
Time to crank it up and give it the full beans.
Time to crank it up and give it the full beans.
Cheers Phil - yeh makes me wish I'd upp'ed the boost a little earlier now really but nm.
I'd forgotten just how aggressive the car is, absolutely savage boost delivery which makes for plenty of smiles per gallon
Even after changing to a new MAF I still keep getting the B1 S1 lambda error so I'll need to check the wiring next but other than that all seems to be good, with no oil consumed in 500 miles.
I'd forgotten just how aggressive the car is, absolutely savage boost delivery which makes for plenty of smiles per gallon
Even after changing to a new MAF I still keep getting the B1 S1 lambda error so I'll need to check the wiring next but other than that all seems to be good, with no oil consumed in 500 miles.
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