rusefi.com

[... MAP sensor is installed on the frankenso board and hose routed through firewall to a spare port at the throttle body. I'll add a photo later, out of town right now. I'm not intimately familiar with the 1.6l intake and TB, but I had some trouble with noisy MAP when using a spare port towards th...

Congrats on getting it back up and running again.
Just out of curiosity: how much did you list it for?

More Germans on here - Willkommen
Nice choice of car. I'd love to see some pictures.

Schoene Gruesse aus Amerika!

@kb1gtt: Don't forget now

If I understand this right, this is an adapter-board for the 72 pin connector and will not fit into our standard ECU housing- correct? Anyway, it looks much better than what I was planning on doing- just flying wires to the connector. Do you think it's ready to order? I want to get soldering on the ...

Beautiful work. Almost makes me want to buy an E36
Do you have any additional I/O integrated? In my experience once you have your custom ECU, you'll soon want it to read/control more stuff.

Are you going to convert to manual before going all rusefi on its' behind, or are you keeping it auto? I don't think the tranny control needs much from the ECU, so I *guess* you'd be OK keeping it auto.

On the NB1 the ECU is under the steering column in the driver-side footwell. I believe the same is true for the NB2.b

Awesome!
OBDII Port is right above the fuse panel.

How is progress coming along, prepping for Halloween Hoopties at the end of the month?

I also think these stock ECUs (and with that their cases) are cheaper than the ones we need for the current edition of Frankenso. Added bonus

Pasting this header leads to the same result I had before: The three logs posted by @russian on Sept. 19th don't make much sense. - PID duty is now an integer value that changes in steps of 5 or so. - PID I term is locked at 0 (could be if I-adjustment is 0) - PID pset is 0 - ... And all the other v...

In the last round of logs, what are the different debug outputs? I don't think it's what you posted earlier any more. Also: - Have you tried to run more "P" with the timebase set at 10ms? I still think we need a lot more "P". See if you can get it to overshoot, but not oscillate ...

Going back to a much older part of the alternator discussion: Miata High-Speed-Feedback Alternator Control (For NB Miatas): It appears that the value of 10ms for the frequency (or rather period) of the feedback loop was misleading. It appears that the HF needs to be done at 20KHz - now that's true H...

What I don't understand is how hard this seems to be. The voltage regulator on an internally controlled alternator is not a very complex device, yet it keeps the alternator output amazingly stable. We're trying with rather sophisticated PID and fail abysmally. If memory serves me right, an internal ...

There's a German saying: "Der Blinde fuehrt den Lahmen" - "The blind man leads the quad". That appears to be what we're doing here. Nobody here really seems to have much experience with tuning PIDs. I learned some theory about 30 years ago, but no practical tuning. So, from my- v...

I agree - the response has definitely improved. Those oscillations with P=20 are no fun though.
Just for testing sake, I'd say keep the P=20, get rid of I for now and start increasing D until the oscillations stop.

If we're running the loop only every 100ms, I think taking 50ms (0.05s) to get to 99.5% accurate should do the trick.
I agree that the smoothing should be done in code in the end. For now I vote for the KISS principle....

Just general advice for tuning accel enrichment: You need to have your static behavior tuned properly before trying to tune accel enrichment. Meaning ALL the VE cells that will be used need to be tuned well. Otherwise you won't be able to tell, if your deviation from intended AFR is due to poorly tu...

I'd say plop a 1.0uF cap after the 10k resistor. This should give smooooooth values. Maybe a little slow to react, but shouldn't be too bad.
And with "more P" I meant increase the value from 5 to maybe 20?
I'll take a look at those other debugs.

So until 15.4s everything looks pretty much like I'd expect. P is trying to fight the good fight, but is dealing with a very jittery input signal. I is slowly catching up to get us to where we're going. And since we're not really overshooting, D isn't really called into action much. I'd say we need ...

We have to be able to figure out the alternator thing. Can you post a log that shows rpm, vbatt and PID output for alt. control?

I'd also advise to keep VE constant while tuning lag. I.E. set all the cells in the VE table that surround the area you're tuning in to the same value. Minute changes in MAP and RPM under constant load shouldn't really have any appreciable impact on VE, so let's keep it flat for tuning's sake.

So if I can still think somewhat straight after midnight, this seems to indicate, that your injector lag, at least at voltages of 14V and below, is >1.1ms - correct?

Didn't think of AC mode for measuring DC - duh! All I have is screenshots. So no resolution. I doubt it's the 5V regulator since that should also be running with the discovery board removed. From the image we can see that the ripple period looks just a hair longer than the minor divisions. Timebase ...

We only had the ripple (noise) with the discovery board installed in the frankenso. There was not ripple on the frankenso board itself after removal of discovery board. Also, running the discovery board by itself and just pulling the pin to GND with a 5k resistor there was no ripple on that pin. The...

I think we can start by tuning all injectors together. In OEM applications they seem to be fairly similar in lag times. Once you have that baseline, you can try and tune individual injectors, but I'm not sure that we would be able to see the reality of small changes for single injectors over the noi...

puff wrote:... the second line should read 'with'?

Correct.

We're talking one-time calibration in both cases. Injector lag is very important for tuning, especially with large injectors, where pulse-widths in idle and partial-load are very small. A rather tiny change in actual lag-time of 0.1ms or so can cause a huge change in delivered fuel if it's not being...