[rusEfi] 2004 Mazda MX5 1.8 VVT #50

What engine are you torturing? Is it inside some car?
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Re: 2004 Mazda MX5 1.8 VVT #50

Post by Crazy Striker » Mon May 27, 2019 3:13 pm

You may find it very close to yours as I used it to solve my coil issues

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Re: 2004 Mazda MX5 1.8 VVT #50

Post by MgFoster » Tue May 28, 2019 1:19 am

-Coolant temp multiplier looks right.

-Cranking advance I would think should be closer to 10 deg. And then I would put the 500 rpm row in your ignition table closer to 10 deg in the 62-99 kpa rows.

-I would run 8.0ms of cranking dwell.

-2.0 ms of cranking pulse width seems very low for 265cc injectors. I would suspect to see it more in the 4ms range. It sounded like it wasn't getting enough fuel to start, and then once it starts, your VE table is VERY rich.
Screen Shot 2019-05-27 at 9.16.24 PM.png
Screen Shot 2019-05-27 at 9.16.24 PM.png (135.98 KiB) Viewed 314 times
This is the VE table that I first used to run autotune on and it was definitely off, but a good starting point.

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Re: 2004 Mazda MX5 1.8 VVT #50

Post by Crazy Striker » Tue May 28, 2019 10:11 am

I've made the changes.
Are you still using manual idle or have you succeeded in finding good PID values ?

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Re: 2004 Mazda MX5 1.8 VVT #50

Post by russian » Tue May 28, 2019 11:47 am

Here are the idle PID numbers I am using on NA6

Code: Select all

	engineConfiguration->idleMode = IM_AUTO;
	// below 20% this valve seems to be opening for fail-safe idle air
	engineConfiguration->idleRpmPid.minValue = 20;
	engineConfiguration->idleRpmPid.pFactor = 0.01;
	engineConfiguration->idleRpmPid.iFactor = 0.00001;
	engineConfiguration->idleRpmPid.dFactor = 0.0001;
	engineConfiguration->idleRpmPid.periodMs = 100;
a thing I've learned recently is how much shorter periodMs helps, so maybe try 50 or 10?

A fun thing about NA6 air valve was that below 20% this valve seems to be opening for fail-safe idle air
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Re: 2004 Mazda MX5 1.8 VVT #50

Post by MgFoster » Tue May 28, 2019 3:14 pm

Ive run manual idle so far and its worked ok. Might venture into tuning PID since i'm about to hook up AC and I bet the idle will fall too low with manual idle.

Are you planning on running turbo? Are you going to switch over to RusEfi permanently or are you planning on still running the stock ECU long term?

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Re: 2004 Mazda MX5 1.8 VVT #50

Post by Crazy Striker » Tue May 28, 2019 4:21 pm

I'm actually planning to install a M62 supercharger on it so I will have to run RusEFI permanently. I will do it as soon as possible.

I've tried your values, the car starts pretty well now but I may have a software bug as I'm unable to reach over 2900rpm without having trigger errors and loud bangs, you can see it in the second video I've attached. It worked fine before, revving up to 4k as in first videos. Only 10 minutes between the two videos.only change was switching between manual and auto IAC. Some values may have gone wild when burning ECU
It may be time to flash new firmware
First, everything runs fine
https://youtu.be/SQrHDjmcveY

And then ...
https://youtu.be/0e3-cfs7JtE

The sniffer log when the issue happens
2019-05-28_20_24_01rpm_1068_maf_0.0.png
2019-05-28_20_24_01rpm_1068_maf_0.0.png (44.75 KiB) Viewed 283 times
Gwendal

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Re: 2004 Mazda MX5 1.8 VVT #50

Post by MgFoster » Tue May 28, 2019 6:24 pm

That is very strange.... I think a log would be more helpful than a video in this case. Is it losing trigger sync? Looks almost like a rev limiter. Also, get some gas!!

Take a log and upload that as well as the tune.

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Re: 2004 Mazda MX5 1.8 VVT #50

Post by Crazy Striker » Tue May 28, 2019 6:30 pm

I added the log just when you were replying
And here is the tune file :
2nd tune CrazyStriker with synchro isues.msq
(141.31 KiB) Downloaded 19 times
Gas has been done don't worry ;) I try to avoid filling with 93, waiting for my injector filters to come to install 420cc and run E85

Thanks for your help

Gwendal

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Re: 2004 Mazda MX5 1.8 VVT #50

Post by MgFoster » Tue May 28, 2019 7:02 pm

New firmware and starting from an older tune seems like as good a place to start as any.

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Re: 2004 Mazda MX5 1.8 VVT #50

Post by mck1117 » Tue May 28, 2019 8:19 pm

Crazy Striker wrote:
Tue May 28, 2019 4:21 pm

The sniffer log when the issue happens
I'm assuming that it happens even when the sniffer isn't connected (the sniffer does have some overhead on the ECU, so it isn't quite "free" to use - but should be fine to use under normal conditions). What firmware are you using? You flashed the file called rusefi_release.bin not rusefi_debug.bin, correct?

One thing you can try is use the ST-link utility to do a full chip erase, re-flash the same firmware, then connect to tunerstudio, which should reconfigure the ECU the same way (which may fix a corrupted configuration, if that's the issue).

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Re: 2004 Mazda MX5 1.8 VVT #50

Post by Crazy Striker » Tue May 28, 2019 8:26 pm

Yes it was happening with only TunerStudio connected.
I will try the full erase and hopefully test if it is working tomorrow.
I'm so close now 😅 can't wait to drive on RUSEFI

For Russian, I was wondering if you would be interested in me building a PNP ECU based on the new TLE8888 architecture which could fit in a board the size of the NB2 connector. I've studied all the schematics for RusEFI boards including TLE8888 and it seems very promising

Gwendal

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Re: 2004 Mazda MX5 1.8 VVT #50

Post by MgFoster » Thu May 30, 2019 7:48 pm

Get it fixed?

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Re: 2004 Mazda MX5 1.8 VVT #50

Post by Crazy Striker » Thu May 30, 2019 9:57 pm

It was the ending of my school year I was quite busy and didn't get the opportunity.
I'm off for some hiking in French Alps until Wednesday. I should then be able do dedicate some time to it.

Gwendal

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Re: 2004 Mazda MX5 1.8 VVT #50

Post by Crazy Striker » Thu Aug 15, 2019 3:51 pm

Hi folks !

Sorry for the time between posts, I've been in an intership in Belgium this summer (it's not completed yet) and didn't have the opportunity to work on my rusEFI.
As I'm home for a week I just reflashed the board with latest ST and rusEFI Firmware and prepped the board for next week, as I will probably take it to Brussels where my car is ofr now. If everything goes well as it was before the trigger bug, I will attempt the trip back from Belgium on rusEFI with my spare stock ECU in case it goes wrong.

I'm also getting further with the supercharger, I designed the bracket and pulley and still need to get the pulley and adapter machined.
If you know a good chinese CNC machinist who can produce cheap prototypes for my pulley it would be great.
I've choosen the intercooler and piping too and will buy all the parts pretty soon.

Keep you updated

Cheers

Gwendal

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Re: 2004 Mazda MX5 1.8 VVT #50

Post by Abricos » Thu Aug 15, 2019 6:47 pm

Check eBay
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Re: 2004 Mazda MX5 1.8 VVT #50

Post by Crazy Striker » Mon Aug 19, 2019 9:56 pm

Hi folks!

So I'm gonna stop polluting other threads for my personal interest :)

For my supercharger application I need two throttle bodies :

-1 in the stock location with the IAC attached to it, it will be the stock one
-1 before the supercharger to be able to put it under vacuum

So it will be : Air filter - TB n°1 - SC bypass exhaust - Supercharger - SC Bypass Intake - Intercooler - BOV - TB n°2 - Intake manifold

This is quite complex but needed for some reasons :
- Idle is difficult to tune with only the pre SC TB because of the huge throttled volume
- Noise is unbearable with only the intake manifold throttle body as the supercharger will spin and push air everytime even on partial throttle
- Bypass is needed for heat, SC longevity and noise reasons
- BOV is needed to deal with the long transient response of the bypass and avoid pressure wave on the intake manifold TB

So for the pre SC throttle body I choose a 7502444 unit for E46 20i and 25i (because it is dirt cheap, cheaper than a mechanical TB) with a diameter of 62mm. To drive this ETB I will be using a VNH2SP30 module from AliExpress driven by my Hi impedance outputs (as @russian suggested). The ETB position will be controlled by the stock TB sensor which will act as a command as well as the overall TB position for the Frankenso.
This will remove the need for a complex linkage prone to breaking and will eventually allow an easier idle tuning as well as a mean to get in boost gradually following the operation of the bypass valve (which is on/off and driven by TB vacuum).

Does anyone ever tried such thing and even if you didn't, what do you think of this system ?

Have a nice day

Gwendal

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