Joe Perez

iTrader: (8)

I did a little experiment this morning after I arrived at work. With the engine sitting at warm idle, I started slowly dialing back the timing, using the "Fixed Timing" function. Somewhere around 15 to 20° ATDC, I can achieve the exact same conditions at idle as I had noted in my previous logs. MAP between 55-60 kPa, RPM around 850, IAC duty in the upper 40s.

Braineack

iTrader: (62)

that's odd.

Joe Perez

iTrader: (8)

It's odd that massively retarding the ignition timing at idle had the effect of greatly decreasing efficiency, requiring the ECU to drive up the IAC duty cycle and raise MAP in order to maintain the target idle speed?

Braineack

iTrader: (62)

its odd that something might be causing you to massive retard timing.

Joe Perez

iTrader: (8)

I agree, particularly if it is highly dynamic in nature. Eg: massively retarded at idle and on-throttle at low RPM, then magically not retarded at mid to high RPM.

It is, in fact, highly improbable.

As one who is tasked professionally with software reliability testing and failure analysis, I fear the trap of mistaking correlation with causality. I have created one set of circumstances which produces a result similar to the failure.

Braineack

iTrader: (62)

is the bolt on your CAS loose?

or are you still using the death wheel?

Joe Perez

iTrader: (8)

It is not loose. And when I observe static timing in the garage (while not experiencing the failure), I note that the timing is perfectly stable and accurate.


Nope. Different car, different engine, different ECU. This one is built for pure stealth, appearing completely stock even to the trained eye.

Braineack

iTrader: (62)

yeah, dunno. yous smart though, i bet you figure it out. youll need to keep a timing light handy so if it does happen again you can see what is being outputted vs reported.

rleete

iTrader: (21)

Faulty wiring on the CAS?

Joe Perez

iTrader: (8)

I put the timing light into the trunk last night. If this happens again, hopefully I'll be able to visualize it roadside.


No sync errors reported in the log. Also, a fault in the CAS reporting should cause extremely obvious symptoms, such as mis-firing. (I experienced this first hand several years ago on the previous car, which was the saga that led me to build the crank-driven Circular Saw of Reliableness.)

Braineack

iTrader: (62)

I'm visulaizing you visulaizing it roadsize.

oh yeah.

sixshooter

iTrader: (12)

Just pondering possible sources of signals that might effect timing and this crossed my mind.



Is is possible your settings might allow this to come into play? A high IAT could cause a timing drop, but a *false* high IAT could cause a massive timing drop.

Joe Perez

iTrader: (8)

In the logs, MAT and CLT both appear nominal across the entire continuum of normal and abnormal operation. Likewise, the log claims that ignition advance during such operation is at a reasonable value.

sixshooter

iTrader: (12)

and Confuse Us say: "Any squirrel that change direction in middle of roadway learns new definition of run-flat tire."

ZooAtlanta

I need post count up

Godless Commie

iTrader: (2)

^^^^
I sense a ban hammer lurking in the shadows...

redturbomiata

iTrader: (5)

Ftfy

thenuge26

iTrader: (2)

And yet not enough to make an intro thread.

DaveC

ftfy

Sparetire

^Same type of person who lurks on Craigslist. I recently posted this on CL:

Genuine MHI Evo 3 16G Turbo, 2G Ex. Manifold, TiAL 38 External Wastegate, Evo 3 02 Housing Package - 300 - See pic - This fed a 1G stock long block 20+ psi all day. Turbo has very very minor radial shaft play, probably because it has been stored for a long time and has no oil flowing through the bearings. Manifold, turbine housing, and 02 are ported very comprehensively at the collectors. Turbo is a standard internal gate E3 16G, but the mani has been modified to accept a TiAL 38mm near the collector on the #1 runner as well. You can actually run both wastegates concurrently. It was a crazy experiment that actually went pretty well. No cracking yet and it has been through a ton of heat cycles. You can easily plug the external gate port on the mani if you want. The turbo and TiAL alone are worth the 300, let alone the mani and 02 housing. If you don't know the difference between a BOV and a wastegate, this is not for you. If you do it's a pretty sweet deal. TiAl 38s alone run 200+ all day new. Note, this thing will not work with AC as the EWG sits where the fan needs to be. Was a really really tight fit on my 1G, not sure on 2Gs. Without the EWG on there it's the normal OEM footprint. I will sell the Tial alone for 125, the turbo alone for 175, and the manifold for 30 and E3 02 housing for 50. The 02 housing comes with an 02 sensor as well BTW. Those can be pricey from stores, like 75 bucks IIRC.

The post includes pics, and is titled "1g DSM parts".

Questions received from possible buyer:

What does it include?
Is it a 16G?
Will it work on a 1G?
Does it have shaft play?
How much do you want?

I gave up and told the fool that it would not work for him.

Doomed as a species. Doomed.