I am currently using the “Custom Air Flow Correction” feature to adjust the airflow in response to the increased load when the A/C compressor is engaged.
Have there been any changes to how this is handled since updating to version 3.068?
The idle speed does not drop to the target value even when the A/C is turned off.
Am I overlooking something? I recall it working correctly prior to the firmware update.
The log sequence is: engine start → A/C switch ON → OFF.
The issue was resolved by replacing the ISCV.
I briefly reverted to version 3.065 during the replacement, but the control transition feels smoother with the latest firmware. Everything is functioning perfectly, including the lambda control.
Hello, I am trying to update to the new software 3.068 in V3 Studio. This is an older ECU updated to 3.061 but is not recognized in the V3 Studio software. Thank you, Stratos
I cannot see the reason too. I opened the V3 Studio 3.068 software to FW update to V3. The ECU was already connected to V2 software to the same Laptop. So i tried the older V3 3.061 with the EMU V3 software and the ECU was connected.Yes, the device is recognized .
HI @Jadzwin_ECUMASTER.
If there’s any chance in the next software release you might be able to include the BT Toggle Switches and BT Rotary Switches in the ‘Show assigned inputs’ screen, and the ‘User Names’ screen, that would be useful. I’ve got the edash working on my head unit now. Not a huge issue, more of a ‘nice to have’.
Is the AC setting in the AirflowCustomCorrection operating conditions in the Idle settings the same as the current AC switch operation?
I am currently using a function to adjust fuel delivery prior to A/C clutch engagement.
It would be very helpful if the ‘AC’ in airflow correction could be switched ON and OFF like the clutch operation at the timing before the ‘Time to engage’ of the clutch operation.
That was an oversight on my part. I’ve confirmed that AirflowCustomCorr does indeed track the clutch status even with the AC setting enabled (applying correction before the clutch engages).
The issue is that I want to delay the cut-off for AirflowCorr and fuel when the AC clutch disengages.
To achieve this, I would like to request either adding AC as a selectable element within the ‘Function’ settings or adding a delay option to the AirflowCustomCorr configuration.
Confirmed with the scope that the ignition outputs are disabled above 15000 RPM. Fuel injection continues up to the hard fuel cut limiter set to the maximum of 20000 RPM.
Yellow is an ignition output, purple is a secondary staged fuel injection output, blue is a main injection output.
Interestingly if I change to Fuel Cut Type limiter the rev limiter does not take effect on the secondary injection events and I can rev up to 20000 RPM with fully functional ignition and secondary fuel injection outputs.
15500 RPM. Main injection is disabled by the rev limiter which it should not be until 16000 RPM as calibrated. Secondary injection continues. Ignition continues. The fuel cut percent log variable indicates 38 % fuel cut.
It seems like the EMU Black can support both ignition and injection up to 20000 RPM with no issue for 24-2 trigger.
Is it the rev limiter strategy that saturates or is limited to 15000 RPM?
Is this so that all supported high tooth count trigger wheels can be accommodated within timing limits?
Can some sort of adaptive max rev limit be implemented based on what trigger is used?
Can an option for a simpler hard cut rev limiter cut be implemented that supports higher RPM? Or can an option for completely disabling it and relying on the hard cut fuel limiter be implemented?
