There is some room for the heater DC but I need to calculate if it will not violate the LSU 4.9 maximum heater energy.
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Ok i understand The calibration,but i see is not a big difference in lambdaā¦. I must not stop because the problem is still hidden and can still come in future ā¦..for renew a Injector of coil cable and wire I must have equal resistance for each Injector of coil,or there is not a problemā¦.. I hope you can understand what I write because I am not a native English speakerš
thank youā¦its working like it shouldā¦
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The difference before and after the calibration is very small and only around lambda 1.
Iām not sure if I understand what is your problem. I can advice you to use ChatGPT as a translator. It works perfect!
Ecco la traduzione in inglese del tuo testo:
My issue is strange, and I want to double-check to be sureā¦ I drove with version 3 perfectly for a month, and just before updating to 3047, the problem was already present and had appeared on its own. It started with a bit of smoke on deceleration, and after one day, it also appeared at 900 rpm. The lambda reads 0.94, but the engine heats up and smokes because itās running lean on fuel, and the oil level drops slightly ā itās mixing.
I tried with two other LSU 4.9 sensors and got the same lambda values.
The engine sounds great when running, but it shows very high EGT when the issue occurs.
Certo! Ecco la traduzione:
I can run a test, I just need to warm it up to 80Ā°C and see how it behaves now.
Hey Jadzwin
Seems like there is a canbus error on the V3.047e update, my Turbo Lamik shows error code033(canbus error) the EMU shows no error message. I jumped back to V3.044 and error went away.
I didnāt have a good testā¦when hot I disconnected the lambda sensor and did a new calibration and the result was 4068ā¦.itās not normal
It could be a problem with your piston rings and burning oil can influence the lambda readings.
Ivano you missunderstand. The calibration can be done with the sensor connected but the sensor must be COLD (not the engine). So it is easier to disconnect lambda, make a calibration and be sure it is ok. The number 4068 looks valid for me.
The calibration is for improving lambda readings in very narrow rannge 0.96 - 1.04 lambda. It doesnt influence the lambda outside this region. It just remove the small current offset.
I called Lukasz Lamik to ask about this error.
There could be 2 reasons:
- No EMU CAN stream
- Different CAN BUS speed between EMU and Lamik GCU.
3.047 properly sends EMU CAN stream as well as set the proper CAN speed.
Lukasz told me that after upgrade the GCU must be reseted (power of log enough to full reset) to reset error 033.
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Yes but The sensor disconnected and motot hot i have measured the wbo calibrationā¦..motor and sensor cold 4062/3 and motor hot and sensor disconnected 4068ā¦ā¦ but my problem I think is different, the petrol is present ā¦ I will look for the coils, but the engine runs well except 29kpa when smoke
It looks like you have oil blow by due to engine wear damage. However Iām not an engine expert.
If you have turbocharger it could be also turbocharger issue.
75% DC is maximum alowable DC for the sensor at 13.6V
DC = (Veff / Vbatt)^2 where Veff <= 12V
I will increase the valid sensor temp range a little.
Where is you sensor located ?
Can anyone show me a working boost control setting? As soon as I activate PID even with 0.1 settings it starts to jump like crazy. Sadly didnt save the logs
In general the V3 seems much better but it has a long time to go to be working.
Provide a base seting that works for short term fuel trim, boost control, triggers
and PLEASE reintroduce trigger errors. You have to open the ignition dialog to see if you have something sketchy with the trigger. Even make it an annoying popup if you detect a single trigger error. Donāt hide it.
thanks /Emil
The defaullt PID settings are taken from 5 cyl Focus ST engine and should work as initial values.
Below there is a full setup:
As you can observe you have an unit for each PID coeficient so you can more or less imagine how values influence a DC. Please read the help for the boost control.
I donāt understand what do you mean āreintroduce trigger errorā. In V3 the diagnostic of trigger errors is much more complex.
I am so stupid for not saving the logs, but even with the P, I and D terms it was jumping almost from 0-100% dc, i got away with turning off PID and it worked out in the end.
with the trigger errors, I donāt see nothing and it sounds like rev limiter at 6800, would only be visible if I follow the ignition log window. I lost 10 minutes of my life trying to look for what limits the revs.
Trigger errors is the most importanat ones and they should be visible from anywhere!
Popup
Error code
Beep
Without log it is very hard to say something.
For trigger error I can add additional field on status box that will shows RED in the case of any trigger error detected.
I know I was stupid not to save the log. I panicked to finish the customer car, as I had another one after. Please put the biggest red for trigger error. In V2 I had to follow dwell errors (which should NOT occur btw) to see if there was any.
Someone fooled this customer to buy a brand new garret GT2860, We recommended them to get a modern turbo and come back, so might give it a try again, besides this one, v3 testing will be when it is properly released. Thanks again
Boost controller in V3 is superior over V2.
In all our test car we got perfect boost following the target in close loop in virtually any condition.
The official launch will be soon as there are no known serious issues. Some minor bugs are on the list, and DSG help need to be finished.