rob82

If your laser cutting a missing tooth crank triggers make sure that the missing tooth cutout is not as deep as the other teeth. It can be an issue on some ecu's using reluctor style sensors as the voltage induced can be slightly higher than other the other teeth which can upset the filtering. As for hall vs reluctor, most hall sensors are just an reluctor sensor with a Schmitt trigger output that produces a square wave. Most basic ecu's deal with square signals better than sinusoidal signals that increase voltage with increasing revs. But with some high end ecu's you can get better signalling with reluctor sensors as the filtering can be performed through software.

Trust me injection timing has very little effect on most engines. On an aspirated engine with the right size port and a decent helmholtz resonance point you may see +/- 3% fueling change from optimal to worst injection timing point, and the effect of injection timing diminishes when moving away from the inlet timing resonance points. Trust me most tuners don't tune these tables because a. They don't understand how to or b. They couldn't be f**k because it make little difference. I had a supercharged v8 with an autronic running wasted spark and id1000 they had the injection phasing 360degrees out due to the wasted spark, the difference was f**k when retuned..... Made a tiny difference (2-3%) to wot afr at low rpm, that was it. Also Paul is wrong - scaling the injector trims when changing injectors is the proper way to tune. I though you would have understood that from my previous post....

I'm not sure which trims you are referring to as there is a few in the PFC. I was referring to the injectors trims when I made my previous statement. I'm not sure why PFC went the route of using trims and not just giving the tuner an injector flow parameter. Either way the value that you get is a calculated scaler of the actual injector flow rate. Combine this with the latency values gives you a pretty good understanding of how much the injector will flow for a desired on time. Now for a maf based system using transfer table, you know the quanity of air entering the engine, all you need is the desired air/fuel quanity. This comes from the main fuel map, a value of 1 revers to an afr of 14.7:1 a value of 1.24 is 14.7/1.24=12:1 afr. Now with everything tuned correctly all you need to do isvchange the main fuel table value to what afr you desire.... Well that's the way I tune anyway. I usually spend more time in the maf transfer table making sure I get that correct, then slightly trim the main table to make up for any slight imperfections. Don't concern yourself with processor speeds it makes very little difference for the type of control systems and calculations you will need on an rb. Trust me I can get a old 8bit 68hc11 delco computer to run a vn-vt v8 better than all the bells and whistles mpc555 32bit float motec running at a close to 100 times the instruction speed. Software is everything... Just because you can't get to all the tuning parameters in a PFC doesn't mean it is flawed. I believe the issue you are seeing is probably due to slight reversion, what bov are you running?

The r35 afm's look almost identical to the Subaru wrx afm post 2002. Mazda also use similar denso sensors. They have a sampling port that meters air perpendicular to the flow of the incoming air. This means that they are almost impervious to reversion. I've tuned a lot of Subaru and Mazda oem ecm's of all sorts without any revision issues.

Absolutly no affect on the inj timing - only duration.... As status said those that know how to tune will use the appropriate tables!

D-jetro are no where near as good as afm based pfc's. I've tuned plenty of d-jetro's and they never tune as nice. You need bov's that will vent under vacuum (less than 20 kpa of vacuum) - this is how the factory valves work. This will minimize reversion. You could also try the afm's that 1400r is selling. I personnally haven't tried them but I have used similar item in other ecu's with no reversion issues.

If it's commanding the low ignition values then it's software based; hence a software issue. Hopefully it's an easy fix. Maybe it's something to do with how quick they allow the ignition to transition between commanded values.... A few of the high end ecu's like autronic can change how quickly ignition timing can be ramped in and out, wouldn't surprise me if PFC had similar background variables. This is usually only required on high compression engines where transient knock can be an issue.

Have you got a valid Vehicle speed signal on both PFC's. Generally when you have delta idle ignition maps, you need to lockout their effect via either vehicle speed or rpm or both.

Bring you min injector on time up a little - they are probably be operated outside the non linear range of the injector... Unfortunately it is not an exact science... Especially when your not taking into account latency.

Sounds unlikely - not impossible if your experiencing valve float combined with the oil film surface tension between the bucket and the shim. I'm not saying that anti lag causes valve float as it usually active at low rpm where valve float is unlikely to occur.

Nothing wrong with this approach at all... There is no need having a higher octane level than is what's required to make the desired torque. Especially when you are increasing your bsfc with a lower density fuel. I didn't loose any power on an evox when going from an optimized e85 tune to a 50:50 mix of e85 and bp 98oct. And that was running close to 2bar of boost.

Haven't tried them myself but have heard similar horror stories with the moran injectors,which is concerning considering their volumes.

I've always wanted to tried the evox ev14 injectors as they are dual spray, only problem is they are only around the 550cc mark. You can get whatever spray angles you want if you have a good contact at Bosch motorsport. But like some of the coils I've priced you will pay through the ass. I've made over 350rwkw, on multiple xr6t's, on the Bosch 968 440cc injectors on 98oct fuel but both alpha and delta angles for that head are perfect. That was on a fairly conservative dd dyno. That's a bsfc of around 0.4 which is off the chart compared to most engines!

Were they cleaned and flowed before use?

Poor linearity for the pulse times you will need to run, bad dynamic control, poor atomization when compared to the ev14 injectors.

Indy blue and whites are rubbish to tune with. I really don't think people know just how good the latest ev14 style injectors are. I wouldn't consider anything else if your looking at 1000's or above.

Do you know if you can slightly retard the base cam position so you can gain top end power or is the cam ground slightly retarded from hks?

The sensor shouldn't cool down as most 02 sensors have there own heating circuit. The main issues with closed loop at idle is the slowed exh gas velocity which makes the switching from rich to lean slower. If you have a good ecu with decent injectors there should be no reason you can't run closed loop mixture control at idle.

Yep seen the same results. The STD plenum length is just spot on for an engine developing power below 7000rpm. You may start to see gains with the shorter runners above that but as far as torque and response go stay with the STD plenum and get over removing the cross over when doing the plugs.

If it doesn't relearn the closed throttle tps then it will never know when to start/stop using delta ignition control, that is what sounds like your problem. Delta ignition control is not something that the PFC learns it is a way of quickly recovering or removing rpm by adding or subtracting ignition timing. I still don't think you get what lambda is, no matter what ratio of ethanol you use it will alway target lambda 1 in closed loop mode that's all a narrowband sensor is designed to target. It doesn't matter what values you have in the bottom most cells as it doesn't reference them when in "idle mode", only when you get enough tps on board ilk it revert to using the main map.

Im pretty sure PFC's have delta ignition control on the rb25's. I've seen this issue before on an s14 where it wasn't learning the closed throttle value so as you slight increased the revs by applying throttle it would reduce the timing to try to control the rpm. Once you get enough throttle on board it flicks over to the main timing map. As elite said try a higher throttle value I wouldn't go above .55v though otherwise your idle strategies and decal fuel cut won't work.

How do you change the target lambda in datalogit? Are you referring to o2 feedback lambda?

Injection timing and injector latency are two completely different things. Injection timing if using end angle: is the angle at which the injection will end. Ie at 3000rpm if you end angle is 360deg btdc and the injection on time is 5ms then you will start injection at: (60/rpm)x1000 =20ms (for 1 rotation at 3000rpm) so 5/20x360= 90degrees therefore injection will start at 360+90=450btdc. Injectior latency: is the mechanical delay of an injector from the time that it's energized to when it is actually delivering fuel. It is more critical at low openings as your injector opening time is quiet small. eg if your idle injection time is 2ms and your actual latency is .8ms but you enter in say .5ms the your error in delivered fuel is (0.3/2.8)x100 = 10% if your injection on time is say 6ms your error is (0.3/6.8)x100=4%. See how it is more important at idle.

Hmmm using the injector ground to drive another circuit isn't the best idea. Did you check the impedance of the ssr? You may be increasing the load on the injector driver fet. Also Most pump controllers operate around the 300hz and above range. You'll need to be doing 36000rpm to get that kind of frequency using the injector drive so you may run into pump issues also.

Most OEM stuff is mechanically limited, by either having enough piston to valve clearance or mechanically limiting the advance/retard (I know this for sure on all EJ sereis motors, 4G63, 4B11, BA-FG falcons, have played around with some toyota and nissan VCT but never tested/Checked for piston to valve clearance). Also you dont need to drive at 100% to make valves's hit pistons, if there is no mecahincal limit, all you need to do is drive the spool solenoid(if that is what is used) at say 60% for too long to cause it to go to full advance/retard depending upon the engine type...... I'm a little nervous here - I would have more confidence in an OEM ECM that has the cam phasing control loop optimized from factory to limit the max phasing, but I'm not quiet sure I would trust and aftermarket ECM..... There maybe more about the system I dont know - care to elaborate trent? I've also want to get my hands on the V-Cam setup.