99-00 and 01-05 MS DIYPNP "Enhanced" group buy
Thread Starter
Joined: Jun 2006
Posts: 6,020
Total Cats: 369
From: Athens, Greece
Cool!
1) Staffah requested that the unit did not contain the basic internal knock circuit, as he would add an external one from viatrack.ca - your unit is wired to accept one.
2) Yes, the idle valve supposed to be run in inverse (0 = open, 100 = closed). There are a LOT of parameters that can be tweaked for a variety of reasons, if you have a specific question or problem, post away so that we can help you.
Ps. PM me your email address so that I can send you an XLS build sheet of your unit.
1) Staffah requested that the unit did not contain the basic internal knock circuit, as he would add an external one from viatrack.ca - your unit is wired to accept one.
2) Yes, the idle valve supposed to be run in inverse (0 = open, 100 = closed). There are a LOT of parameters that can be tweaked for a variety of reasons, if you have a specific question or problem, post away so that we can help you.
Ps. PM me your email address so that I can send you an XLS build sheet of your unit.
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PM sent.
One last question for today. How do I change the AFR display from volts to actual AFR? I seem to recall having to edit a .ini file, but cannot remember how for the life of me.
One last question for today. How do I change the AFR display from volts to actual AFR? I seem to recall having to edit a .ini file, but cannot remember how for the life of me.
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Let me add myself
http://www.youtube.com/watch?v=1VQOf...e_gdata_player
This is really great. Second start. This is insane.
Edit: this is 0 time spent tuning only running the preloaded map!!!
http://www.youtube.com/watch?v=1VQOf...e_gdata_player
This is really great. Second start. This is insane.
Edit: this is 0 time spent tuning only running the preloaded map!!!
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got a log if anybody wants to comment.
runs good now have to figure out how to scale the LC1 to match both in TS and Gauge. Tuner studio shows 11's but gauge shows 9's. guess i'm running pretty rich at this point and there is more power to be harvested.
runs good now have to figure out how to scale the LC1 to match both in TS and Gauge. Tuner studio shows 11's but gauge shows 9's. guess i'm running pretty rich at this point and there is more power to be harvested.
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I seem to have this issue with my LC1 and gauge. dash gauge reads correct while TS gauge shows a few points richer...I have calibrated it correctly. I think I'm going to split the 1 signal going to the gauge and see what happens.
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Supporting Vendor
Joined: Sep 2006
Posts: 2,332
Total Cats: 67
Also, make sure you have no ground offset issues.
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I have split the brown wire and grounded on the DB 15 per instructions. Now around idle it is pretty close to the gauge and TS. At boost gauge reads rich which i think is correct. Like i said before when TS read 11.1 the gauge reads 9.1. Pretty sure will have to tune manually now.
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Junior Member
Joined: Oct 2008
Posts: 272
Total Cats: 0
From: Manchester, UK
Dimitris is on the money. The stock NB ECU aims for 13.8 during warm-up. I've logged a parellel install using TS for AFRs while fuel/ignition were controlled by the stock ECU. I also logged the same value for any amount of acceleration too. Cruise, idle etc would sit right on 14.7:1.
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Elite Member
Joined: Mar 2006
Posts: 1,574
Total Cats: 106
From: Schwarzenberg, Germany
-about that random misfire
I just read something interesting on msextra.com in a thread about the injection timing when running sequential...
I had a look at my map an there is the injection timing set to fixed timing at -350° - maybe we should have a go at 370°?
Has someone a dialed in injection timing table? I know that table is different for each car, but maybe it could give a starting point...?
discuss
I started out trying to use negative degree values in the table, the engine ran rough and I noticed surges from time to time.
After adjusting the values by adding 720 so all were positive the issues seem to have disappeared.
I also had to adjust the required fuel when switching from non-timed to semi-sequential. I read that the number of squirts set on the engine parameters form was ignored so I didn't adjust anything. First start after switching to semi-sequential my AFRs were super rich. I adjusted the number of squirts to match the the timed injection table, this cut my required fuel in half. Since then I've been driving around using VE Analyze live, most of the VE settings have dropped from what they were when running non-timed injection. The VE table has also flatten out a lot.
Wheelman (Ken Wheeler)
After adjusting the values by adding 720 so all were positive the issues seem to have disappeared.
I also had to adjust the required fuel when switching from non-timed to semi-sequential. I read that the number of squirts set on the engine parameters form was ignored so I didn't adjust anything. First start after switching to semi-sequential my AFRs were super rich. I adjusted the number of squirts to match the the timed injection table, this cut my required fuel in half. Since then I've been driving around using VE Analyze live, most of the VE settings have dropped from what they were when running non-timed injection. The VE table has also flatten out a lot.
Wheelman (Ken Wheeler)
Has someone a dialed in injection timing table? I know that table is different for each car, but maybe it could give a starting point...?
discuss
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One weird thing with the LC1 just wanted to see if anyone else had this problem. Now then I start it up and drive for the first 20 min it works fine than after that the sensor just starts going all over the place. When i step on it it goes to 7.4 and flashes. Could this be a ground, bad sensor. I was thinking if it is ground it would be the issue all the time. Any thoughts? I am kind of getting tired of the LC1 you have to baby it all the time.
Thanks
Thanks
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