About 100cm from head…pretty long 4-2-1 manifold on NA engine
it’s possible but I don’t think about the engine, I don’t have a PCV valve and I would see the blow by if it’s strong ,the turbo disconnected and smoke the same
it’s the third time I have the same battle with the smoke
to be sure what amperes do the original coils prefer, and try to check everything with an oscilloscope…the injector cables are modified I’ll try to check,and wbo value when start and warming,i deleted the last log but wbo ri isn’t stable
Could you please publish the log file with the problem (not a screenshot) and the time where it occurs ?
Probably the exhoust gases temperature drops under 700C and due to the high flow at full throttle cools down the sensor. I’ve already lowered the minium temperature where the lambda is valid (no error) that will solve your issue.
Worked a charm.
Simple power down, wait for Lamik to turn off and then power on. All good.
Thanks for helping
20250418_1543.emublog3 (1.4 MB)
this test wbo calibrating is alwais no calibrating
Lambda and egt is pre turbo
I entered a false oil temperature and disconnected the fuse of the original sensor that does not see correctly but is used for the exhaust cam and oil passages via data can bus
are you planing on developing the knock control further in the future?
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I’ve looked on your log and WBO data looks perfect. No issue.
Btw. the LSU 4.9 nor 4.2 cannot work as a preturbo sensors.
Hi, sorry for late reply.
Log time stamp is 3:30 for the stall.
20250410_1254_40.emub3 (66.5 KB)
20250418_2239_stall.emublog3 (1.6 MB)
It looks like something wrong happens with the cam 1 trigger.
The cam sync changes the engine phase and engine dies.
Try to change the pullup for cam 1 sensor to 820Ohm
After a lot of double-checking, I finally found the issue. My car started using the migrated file. The problem was that the main relay output was set to inverted. Now i need to get two things running. My aircon (virtual inputs and to upgrade my data logger.
Let me take you back to the moment I started stressing — this might help someone else too.
I connected my trickle charger to the car and also plugged in my notebook’s charger before upgrading to V3. Normally, my notebook’s battery is full, so I don’t use the charger, but this time I did.
First, I connected to V2 and made a backup. After the backup completed, my notebook stopped recognizing the USB port and disconnected. I rebooted the notebook, and it was fine again.
During the firmware upgrade, a message popped up: “Buffer overflow error 54.”
At that point, the car’s ECU was stuck between V2 and V3 — the car wouldn’t start, and I couldn’t access the ECU at all.
I rebooted the notebook again and reopened the software. A message appeared saying the ECU was trying to go into bootloader mode but kept failing — no connection, nothing worked.
Here’s the strange part: I unplugged the notebook charger, and suddenly the ECU connected, the bootloader started, and V3 uploaded without any issues.
Just to confirm, I plugged the charger back in — and boom, the issues came back.
Turns out, with the charger connected, my USB ports were acting up.
So here’s a tip:
If your notebook is giving you strange issues during a firmware upgrade, try using a different notebook or unplug the charger before assuming your ECU is damaged. You might save yourself a lot of stress and an unnecessary repair.
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this morning i had a good test and in the afternoon i share log and scope…i made some changes but i have to understand which of the two changes is the right one that solved 80% of the problem
Can you make that functions can override output pwm signal?
i have water to ic and when intake water temp reaches high temp i need set coolant fan at 100% pwm
I tried and it didn’t work in functions.
i tried use ac function, and discovered that when ac active, in logs its activates coolant fan, but pwm for coolant fan stays same 0%
option in coolant fan “turn on when ac active” is enabled.
Audi S3 8L EMU Black (PNP Adapter from Poland)
My V3 is up and running — all sensors are working and the engine runs as expected.
I still need to figure out how to trigger the air conditioning. On V2, it was configured via CANbus and assigned to H-Bridge 2A (pin 6A, G3). and virtual input how do i go about in V3
(This is an automatic translation by Google)
There are some things I don’t understand about the V3 settings, so please let me know.
-About the kP scale and kI scale of short term trim
I think this parameter is a correction for the set PI, but are the values entered in this table 100 as the base and increased or decreased from there?
In other words, if you don’t want to change the scale, do you have to enter 100 in all the tables?
-About InjectionAngle
In the ECUs I have used in the past, the compression top dead center was set to 0 and the angle was measured in the opposite direction. In other words, if you want to end the injection 40 degrees before the intake stroke, the angle is 400.
However, when I look at the one recorded in the base map, the value 310 is entered. When I saw this, I thought it would count from the compression top dead center and count in the forward direction.
Which is it actually? (If you want to end the intake stroke 40 degrees before TDC)
As all scale tables in V3, this table is 0 based. So 0 means no correction, -100 mens kP = kP * 0, 100 means, kP = kp*2, and so one. I add it to the help for kP and Ki scale tables.
The ignition angle defines the end of injection in degrees before TDC of compression stroke.
Here is an example of 40 degs (you can see also where is a spark executeg for all cylinders)
About to start configuring my emu black… do i use V2 or V3?
very confused as what i need to do
I understand the kP and kI correction scale very well. Thank you.
Injection Angle
What value is needed to achieve the timing of this image in the injection angle table ? (in the case of end of injection)
The value of injection angle (end of injection) is just 40 deg