PLEASE help with LM Programer
#1
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PLEASE help with LM Programer
I have been trying to get a cheap A/F gauge to read correctly from my LC-1 yellow wire by re programming the output using LM Programer.
Please tell me what I am doing wrong.
I get LM Programer to connect to one of the ports ( not easy )
I'm told that I need to make 0 Volt equal 20:1 AFR and 1 volt equal 10:1 AFR
Is that correct ?
I clicked on the no 1 output tab in LM programer and then checked AFR instead of Lamda.
Now no matter waht number I put in the boxes. The message that comes up reads AFR must be between 860.05- 2619.71 and bigger than the lower AFR limit.
I'm not getting it
Thanks
Please tell me what I am doing wrong.
I get LM Programer to connect to one of the ports ( not easy )
I'm told that I need to make 0 Volt equal 20:1 AFR and 1 volt equal 10:1 AFR
Is that correct ?
I clicked on the no 1 output tab in LM programer and then checked AFR instead of Lamda.
Now no matter waht number I put in the boxes. The message that comes up reads AFR must be between 860.05- 2619.71 and bigger than the lower AFR limit.
I'm not getting it
Thanks
#3
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You mean before using the input tab
This link shows the screen for the 0 -5V screen to help show what I am trying to explain. Google Image Result for http://www.innovatemotorsports.com/resources/images/Xcal2_five.jpg
thanks guys !
This link shows the screen for the 0 -5V screen to help show what I am trying to explain. Google Image Result for http://www.innovatemotorsports.com/resources/images/Xcal2_five.jpg
thanks guys !
#6
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When I click on AFR and the screen switches over from Labmda the numers read: 1.099 volt = AFR 1647.86 and .03 volt = AFR 1756.22
That makes no sense to me and wen I try to change it I get the message above.
Thanks
That makes no sense to me and wen I try to change it I get the message above.
Thanks
#8
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For some reason I had to go back and check "gasoline" as fuel.
Don't know why/how it unchecked itself,
Regardless the gauge still reads fubar and now even Log works reads wrong.
I'm told I have to do a free air cal again.
Don't know why/how it unchecked itself,
Regardless the gauge still reads fubar and now even Log works reads wrong.
I'm told I have to do a free air cal again.
#12
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I know this is a stupid question but right now it would not surprise me if I had this wrong -
Do I need to make 0V equal to 20:1 AFR and 1V equal 10:1 AFR or is it 0v equal 10:1and 1v equal 20:1 ???
Thanks!
Do I need to make 0V equal to 20:1 AFR and 1V equal 10:1 AFR or is it 0v equal 10:1and 1v equal 20:1 ???
Thanks!
#13
wtf...never heard of this, does it really work?
I tried to coast it down from 70mph once (ignition off) and do a quick recal on the side of the road after first installing and having heater cal problems. It didn't like me too much after that. I got back under the car the next day.
I tried to coast it down from 70mph once (ignition off) and do a quick recal on the side of the road after first installing and having heater cal problems. It didn't like me too much after that. I got back under the car the next day.
Heater calibration issues is strange, especially since it only performs heater calibrations if it loses connectivity to the sensor while powered. I have never had heater calibration issues from performing free air calibrations like i mentioned.
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I've been using a modified version of that method that seems to work well. It requires that the LC1 be on a circuit that is hot in the ACC position.
I go onto a back road and get the engine up to about 5,000 RPM in second gear. Then I release the throttle and wait for the fuel cutoff. After the fuel cuts, I switch the engine off (leaving the key in ACC so the LC1 remains energized) and floor the throttle. I then allow the car to coast for several seconds, pumping fresh air through the exhaust. While still holding the throttle open I initiate a calibration. Once the cal is finished, I release the throttle and (if the car is still moving) switch the power back on.
I go onto a back road and get the engine up to about 5,000 RPM in second gear. Then I release the throttle and wait for the fuel cutoff. After the fuel cuts, I switch the engine off (leaving the key in ACC so the LC1 remains energized) and floor the throttle. I then allow the car to coast for several seconds, pumping fresh air through the exhaust. While still holding the throttle open I initiate a calibration. Once the cal is finished, I release the throttle and (if the car is still moving) switch the power back on.
#19
I've been using a modified version of that method that seems to work well. It requires that the LC1 be on a circuit that is hot in the ACC position.
I go onto a back road and get the engine up to about 5,000 RPM in second gear. Then I release the throttle and wait for the fuel cutoff. After the fuel cuts, I switch the engine off (leaving the key in ACC so the LC1 remains energized) and floor the throttle. I then allow the car to coast for several seconds, pumping fresh air through the exhaust. While still holding the throttle open I initiate a calibration. Once the cal is finished, I release the throttle and (if the car is still moving) switch the power back on.
I go onto a back road and get the engine up to about 5,000 RPM in second gear. Then I release the throttle and wait for the fuel cutoff. After the fuel cuts, I switch the engine off (leaving the key in ACC so the LC1 remains energized) and floor the throttle. I then allow the car to coast for several seconds, pumping fresh air through the exhaust. While still holding the throttle open I initiate a calibration. Once the cal is finished, I release the throttle and (if the car is still moving) switch the power back on.
I didn't want to screw with it since my warm up times are finally sub 30sec, but I'd like to reprogram with LM to make sure things are right and recal.
Learn something every day...thanks Sam and Joe