Sunday, November 28, 2010
Saturday, November 27, 2010
O2 Feedback Box - Power FC
The setting here relates to the INJ map. Any cell with an INJ value below the setting value will be subject to O2 feedback/correction provided the function is turned on.
Before I showed how most people use the INJ map, for fuel adjustments, and then ReCelc Base and set all the values back to 1.000. As you can see, this will make every cell in the map subject of O2 Feedback Control if the function is on and the default setting value is used.
You need to pick the setting value so that you are only applying O2 feedback correction to cells very near stoichiometric. I use a value of 1.035, which corresponds to a commanded AFR of 14.2:1 (assuming 14.7:1 as base AFR value).
This would work well when using the INJ map as a target AFR table.
However, in practice this function works extremely poorly. It is very slow to respond and wildly overshoots stoichiometric.
I find that at idle, the car will fluctuate between 12.5 and 16.5 AFR with this setting turned on. Unfortunately, the settings that control the response of this function are protected and hidden on the Power FC.
On more advanced ECU's such as the AEM EMS, these functions are tunable.
Since the function essentially doesn't work, I just leave it off permanently. With the function off, you no longer have a real consideration with how you use your INJ map.
Before I showed how most people use the INJ map, for fuel adjustments, and then ReCelc Base and set all the values back to 1.000. As you can see, this will make every cell in the map subject of O2 Feedback Control if the function is on and the default setting value is used.
You need to pick the setting value so that you are only applying O2 feedback correction to cells very near stoichiometric. I use a value of 1.035, which corresponds to a commanded AFR of 14.2:1 (assuming 14.7:1 as base AFR value).
This would work well when using the INJ map as a target AFR table.
However, in practice this function works extremely poorly. It is very slow to respond and wildly overshoots stoichiometric.
I find that at idle, the car will fluctuate between 12.5 and 16.5 AFR with this setting turned on. Unfortunately, the settings that control the response of this function are protected and hidden on the Power FC.
On more advanced ECU's such as the AEM EMS, these functions are tunable.
Since the function essentially doesn't work, I just leave it off permanently. With the function off, you no longer have a real consideration with how you use your INJ map.
Thursday, November 25, 2010
IACV - Decel (like hitting the brakes)
The IAC also has a lot of control over how the car decelerates. If you disconnect the IAC, the engine braking is much more. You let off the throttle, and it is like you hit the brakes. This is because the IAC is not allowing any air at all into the engine and it would prefer to stop.
ELD - Idle Up 100 rpm
On the USDM GS-R, the ELD only kicks the idle up by 100 RPM (750 to 850). So does the power steering switch and the A/C compressor
Wednesday, November 24, 2010
Pomen
Bro/Sifu,
My Kancil got this problem just after doing the top overhaul of my Engine. Went into the same pomen/mechanic and he said something about oil seal leak etc. after all that he had done, its still leaking. my last drive just 2300km and the indicator warning already on. need second opinion from other sifu out there.
TQ for your reply
My Kancil got this problem just after doing the top overhaul of my Engine. Went into the same pomen/mechanic and he said something about oil seal leak etc. after all that he had done, its still leaking. my last drive just 2300km and the indicator warning already on. need second opinion from other sifu out there.
TQ for your reply
Saturday, November 20, 2010
ELD & ALTC
ELD, ALTC, and U
by mattminerDOTcom » Thu Apr 05, 2007 10:56 pm
So, Ive been looking into the differenced between USDM and JDM ecus and one of the major ones is the lack of ELD and ALT on the JDM ecus.
So i started looking into what these actually are. Ill start with a summary of what each does.
ELD: this is an amneter in your fusebox. it tells the ecu what sort of load is on your electrical system. It meters any current draw through the fusebox. (so, if you have ABS, amplifiers, etc etc this is NOT metered)
ALTC: this is an output on the ecu that tells the alternator to relax, like at idle. for some reason though, if you apply a large load this output is triggered for about half a second, like for example, when you flash your high beams.
now, if the ELD sees alto of load, its supposed to keep ALTC from kikcing on. BUT if you circumvent the fusebox in any way, the ELD doesnt see that loud. hence the problems with dimming lights with bumping systems, etc etc.
My simple fix was to cut the ALTC wire on my ecu (pin A16 obd1, B5 obd0). Now my alternator works like normal (governed by its internal voltage regulator) and my voltage is much more stable. its very obvious with my larger fuel injectors when there is a voltage fluctuation, as my AFRs change, as well as my voltage gauge, causing a funky idle.
Also, one more point, to those of you looking into upgrading your alternator to a high output unit, make sure you ask to see a graph of output vs RPM. youll be surprised to see that most of the high output alternators actually have less current capabaility at low rpm then a stock one! they need to be revved up to acheive their full capcabilities.
anyway, hope this was informative, just wanted to put it out there.
-M@
by mattminerDOTcom » Thu Apr 05, 2007 10:56 pm
So, Ive been looking into the differenced between USDM and JDM ecus and one of the major ones is the lack of ELD and ALT on the JDM ecus.
So i started looking into what these actually are. Ill start with a summary of what each does.
ELD: this is an amneter in your fusebox. it tells the ecu what sort of load is on your electrical system. It meters any current draw through the fusebox. (so, if you have ABS, amplifiers, etc etc this is NOT metered)
ALTC: this is an output on the ecu that tells the alternator to relax, like at idle. for some reason though, if you apply a large load this output is triggered for about half a second, like for example, when you flash your high beams.
now, if the ELD sees alto of load, its supposed to keep ALTC from kikcing on. BUT if you circumvent the fusebox in any way, the ELD doesnt see that loud. hence the problems with dimming lights with bumping systems, etc etc.
My simple fix was to cut the ALTC wire on my ecu (pin A16 obd1, B5 obd0). Now my alternator works like normal (governed by its internal voltage regulator) and my voltage is much more stable. its very obvious with my larger fuel injectors when there is a voltage fluctuation, as my AFRs change, as well as my voltage gauge, causing a funky idle.
Also, one more point, to those of you looking into upgrading your alternator to a high output unit, make sure you ask to see a graph of output vs RPM. youll be surprised to see that most of the high output alternators actually have less current capabaility at low rpm then a stock one! they need to be revved up to acheive their full capcabilities.
anyway, hope this was informative, just wanted to put it out there.
-M@
Friday, November 19, 2010
Monday, November 15, 2010
Wednesday, November 10, 2010
OS Giken
On the OS you have to take the small ring gear off of the old diff housing and transfer it over to the OS. If you don't the speedo will not work. The gear isn't terribly hard to get off, just tap around the edges of it gently with a punch and hammer. Go from side to side to make sure it's coming off of the diff evenly. Then place it in an oven and heat it up a bit to expand it and drop it on the housing of the OS. You may have to tap it a bit but it will go on no prob
http://www.nsxprime.com/forums/showthread.php?p=1086459
http://www.nsxprime.com/forums/showthread.php?p=1086459
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