cygnusx1

New discovery about using EDIS PIN2 to run the tachometer. When I turn on the A/C compressor, the tach dies. Maybe the magnetic field of the A/C clutch dampens some of the VR signal. Or something else....who knows. Once I turn off the A/C clutch the tach comes back after 20 seconds or so. My VR wires are well sheilded but they do run across the front of the A/C clutch by about 2". The back (plug portion) of the VR sensor is about 1/8" from the clutch pulley. The car continues to run fine either way.

I calibrate my O2 sensor about every two months or so in fresh air so it should be OK. My engine has always liked to idle that rich. If I lean it out near 13, it starts to get misses. My idle timing is already around 27btc. I understand the timing trick, Wzardblack, that's the same trick I was using with the VE table to stabilize the idle. I was building a little rich "ring" around the idle point so when it would fall out of the idle point due to a miss, it would slide back to where it was comfortable. I didn't try it with timing though. I'll give it a shot. At 12.5 it will idle rock steady all day at 1000rpms + or - about 20. Sure does stink though!

Yup. That's going to work well. Looks great! Just make sure you are centered with the wheel so you don't get a close side and a far side to the sensor as the wheel turns. Mine is off center about 3-5 thousands and it still works fine.

Yes, the having an idle turbo on your exhaust manifold is worse than having a supertrap muffler. It's pretty cool that you have the opportunity to watch how elevation effects your AFR's. I think that is info that is hard to come by for our motors. It would be interesting if you could datalog it. I'm sure the Pike's Peak race teams are well versed in this stuff!

Daniel, are you running a turbo? I think the situation is different between turbo and N/A. EDIT: You are running an N/A so I would tend to err on the richer side with a turbo at altitude.

Using the default math built into MSII for 2-Point Bar Correction, I feel it would be more appropriate to use the following numbers. At total Vacuum %: 80 Rate %: 20 EQUATION IN MSII (at total vacuum%) + (rate% * 100)/100 = baro correction EXAMPLES: At sea leavel: 80 + (20*101kpa)/100 = 100.2% correction (normal) At 10,000feet: 80 + (20*66kpa)/100 = 93.2% correction (leaner) For less correction, use a higher (at total vacuum) and lower (rate). For more correction, use a lower (at total vacuum) and higher (rate). Both numbers need to add up to 100 I hope I redeemed myself for forgetting the operations order of algebra for a minute. The mystery for me is that if you operate in closed loop, the O2 sensor should maintain your AFR map no matter what the altitude without additional corrections? No?

Here is a good read: http://web.archive.org/web/20051214181804/http://www.saabclub.com/242/altitude.htm#physics

Wow, great post and might be sticky worthy until ACT changes the design. I have the same pressure plate in my car. Fortunately, I will be doing the Z32/Fidanza swap in a month or so and will definitely be inspecting the rivets. Another point. If they were to stretch unevenly all the way around, it might effect the clutch chatter that the ACT clutches are known for. Could it be a related symptom?

Yup been out of school too long and too many exhaust fumes. Forgot that the division operation came second after the parenthesis. Time to go back and review some basic math! See what computers and calculators can do to your brain? http://members.aol.com/algbrahlp/eqcalc.htm This online calculator gets it wrong too. So if I drive to the top of a mountain and get a 89kpa barometer reading, my VE table will multiply by: 147 + (-47*89) / 100 = 105.2% So, richer at higher elevations? That seems wrong. It should go leaner. Let me see if I can work on "new, correct, defaults".

I use two point baro correction in MSII with dual map sensors and the default values. Here is an excerpt from the Megamanual which has me confused. 2-Point Barometric Correction - if you have selected two-point corrections, you can set the baro corrections here (if you have selected 'tables. baro correction is set under 'Tables/Barometric Correction'). Correction for barometric effects is performed using the linear function: Barometric_correction = At_total_vacuum + (Rate * barometer) / 100 At Total Vacuum (%): 'At total vacuum' contains the total correction at a barometer reading of 0 kPa. Rate (%): 'Rate' contains the percentage per 100 kPa to scale the barometer value. Using the default values of 147 and -47, we see that for a barometer of 100 kPa, we have 100% correction (i.e., no correction). Barometric_correction = 147 + (-47*100) / 100 = 100%. Note that the values of 47 and 147 are not coincidental - they cancel at 100 kPa to give no baro correction, as you would expect. This confuses my little mind. I have been out of school for a long time but I didn't think it was THAT long. 147 + (-47*100) / 100 = 100% How do they get 100 out of that?

hidden kill switch or switches.... that will stop them from driving it away gauranteed. Of course it might get vandalized or towed but you can't stop that without breaking the law yourself.

I did some re-reading of the Megamanual because it has been a long time and I have learned a lot more since I last read it. Here are the things that I found out. You can set AE to happen only at certain RPM ranges. I had mine set so it could go into AE at 1000rpms which is apparently too low. I raised it to 1200rpms and stop AE after 3500rpms. Now it won't fire the AE at idle. I also raised my threshold for the MAP and lowered the threshold for the TPS. I blend the two about 50-50. My new theory is to keep the low MAPdot's fairly rich and the high MAPdot's lean. Then do the opposite with the TPSdot's. Another thing I noticed was that the AE would go lean after an AE squirt. What I did was lengthen the AE taper time. Now it goes slightly rich when I punch the throttle and gradually fades back to the correct AFR after the AE event. Another thing I did was to disable the AE totally. I did datalog runs, followed by Megalogviewer analyzing the VE table compared to my AFR table. I ran through four datalog-tune sessions back to back until the car ran great without AE. Then I added a little AE to get the throttle response where I wanted it. I also discovered that the car does NOT like 14+:1 AF ratios pretty much anywhere. Anytime I get running in the 14+ range, it feels really weak and I get some holes in the powerband. I guess you can't have your cake and eat it too. 13.6 seems to be as close to econo-supercar as I can get. Smooth idle only exists at 11.5 - 12.5 AF ratios.

Here are part numbers for the coil pack above. I pulled these cross-ref numbers from an Ebay ad, so double check before you order. CHRYSLER # 4609140AB STANDARD # UF261 / UF-261 AC DELCO # C535 / C-535

Last night EvilC and I measured my 1.5 car garage. It's 188" wide wall to wall. That's about wide enough for two Z's side by side, if I clean it out to the bare walls! Wait until I tell the wife! Car guys must have garages.

LOL. I have yet to see a bad module also!

Check out how smooth this engine idles with the EDIS-6. EVILC was trying to balance a Nickel on the valve cover but it's so hard for him to part with a nickel. Some engine bay surfing.

What you block off on the intake depends highly on what you want to do. You will need different ports depending on how you chose to handle things. I kept the IAC on my manifold and I use ports for vacuum for HVAC and the brake booster. Then I use other ports for the fuel pressure regulator, the dash gauge, and the megasquirt reference. Underneath, I still use the factory PCV valve. So you see, it depends on what you are going to use for what. I suggest not permanently blocking anything until you know just what you are going to use. I plugged E, G, H and the EGR port. F pulls out with a pair of pliers.

I wonder it it's X-Tau that is making the spikes? I read that X-Tau uses a separate mapDOT than the Acceleration Wizard (correct?). I haven't found the mapDOT for X-TAU yet but I could simply turn off X-TAU.

OK I studied the datalog myself and see that everytime I got rich spikes was because AE was triggered by MAPdot. However, my MAPdot threshold was set to 15kpa/s and it triggered AE way below that threshold. Is MAPdot threshold working? See below AE is triggered and MAPdot is only 8mPa/s. Threshold was set to 15mPa/s. Throttle is shut.

THE ANSWER http://forums.hybridz.org/showpost.php?p=930882&postcount=18

Could someone take a look at this short datalog. At idle, the AFR will sit around 12.5-13.5 or so. All of a sudden, the RPMS will drop simultaneously with a really rich spike. I have been doing some tuning and I might have gone too sensitive with MAPdot. Although in the datalog, I don't see a correlation of MAPdot to the spikes. I am thinking it might be the influence of a MAP glitch or accel enrichment glitch. I am not touching the pedals and the A/C and fan is not on or cycling. Anyone see any "spike" signals causing this sudden idle drop and rich spike? I see a correleation on the datalog in RPM-deltaT-MAP-AFR Accel Wizard and General Lag Factors shown below datalog200809092058.zip

Ahhh that definitely was the case. The car was still cold when I was testing it initially. My mind is not as far gone as I thought. Thanks Matt.

Joe, I was talking about a tooth wheel mounted in front of the cam sprocket, not the actual cam sprocket. I don't think oil would affect the signal picked up by the VR sensor. It's a magnet that produces an AC wave as ferrous metal passes through it's field. It's basically a simple generator. As long as the timing chain was tight, and the construction of the VR sensor could handle the oil and the heat, it should work. Several vehicles already use cam sensors. I'll have to search to see if there are any special precautions in that method. Lo and behold....http://forums.hybridz.org/showthread.php?t=123287

In theory it should work perfectly. The cam spins at half the RPMs of the crank. There would be two missing teeth on the trigger wheel. Each one would fool the EDIS into counting one complete revolution of the crank. Ignition timing would be dead on. Yes, 72 teeth would be closer together so you might think that the VR may have trouble reading them, however, they are spinning at half the speed of a 36 tooth wheel.

OK I took time tonight to double check everything. There are NO issues AFAIK. I got the timing light to agree with the Trigger wizard by going to -6.00. That tells me that my tooth wheel is mounted off by 6 degrees I suppose?? Anyhow, the trigger wizard agrees with the light, the megatune gauge agrees, and so do all the tuning tables. I guess I saw an anomally last time where one table was reading differently. Here is the MSQ and Datalog from tonight. The MSQ has one pass through the VE analyzer in DataLogViewer. MSII-V3-EDIS6.zip