Haltech guys come in..
09-24-2008, 09:35 AM
#21
What are the actual codes you are getting?
You should be able to read the O2 sensor value in ECU manager (just choose a number gauge and pick the A-O2 B1 and A-O2 B2 AFR channels) and under vacuum those should read near the target value. I think by now you've rewired to use your wideband so both banks should read the same (off of the single aftermarket wideband).
You should be able to read the O2 sensor value in ECU manager (just choose a number gauge and pick the A-O2 B1 and A-O2 B2 AFR channels) and under vacuum those should read near the target value. I think by now you've rewired to use your wideband so both banks should read the same (off of the single aftermarket wideband).
yeah that works fine. They both read the same from the single wideband. However..Im also metering o2 correction on a number gauge..and even with it enabled and set at 20/-20%-- 0psi-- 40%tps-- and 4000rpms I dont think its working. The o2 correction % stays at 0 and never moves.I figure at idle it would move a little?
09-24-2008, 09:37 AM
#22
yeah that works fine. They both read the same from the single wideband. However..Im also metering o2 correction on a number gauge..and even with it enabled and set at 20/-20%-- 0psi-- 40%tps-- and 4000rpms I dont think its working. The o2 correction % stays at 0 and never moves.I figure at idle it would move a little?
09-24-2008, 09:40 AM
#24
Also, I can't seem to get the wideband gauge and the ECU readout the same. Do you know the actual calibration for the ECU? Whenever I put in 0v/7.35 it goes to 7.4 instead of 7.35 and when I go to 5v/22.35 it goes to 22.4 and the gauge and ecu never read the same.
09-24-2008, 07:37 PM
#26
I think there might be something wrong with mine. o2 Correction doesnt work, and for some really odd reason the fueling seems to work backwords. Even Hal thought it was very straight on this one thing... On the temp correction I have to take away tons on fuel during warm up and slowly add it back. If I leave it with no corrected it goes from being VERY rich when cold and when it warms up to normal its fine and then when it gets hot it gets VERY lean......shouldn't it be the other way around?
Also, when the two-step is enabled in the ECU breaking it from ground should initiate it..so basically if the clip is unconnected it should work correct? It doesn't.
Also, when the two-step is enabled in the ECU breaking it from ground should initiate it..so basically if the clip is unconnected it should work correct? It doesn't.
Last edited by SnyperZ; 09-24-2008 at 07:42 PM.
09-24-2008, 09:25 PM
#27
I haven't implemented the 2 step.
My O1 and O2 correction values are also 0. We need Hal to chime in on this one. It would be nice to know what it is doing in terms of correction. I think my closed loop is working since it seems to adjust to the target a split second after it enters a cell. Hmmm....
Cold air is denser and should run leaner, so you need more fuel when cold. My correction table takes fuel away as it gets hotter. That is weird. Are you sure your post start enrichment table isn't too heavy on the fuel after start up? The axes should be time versus temperature with fuel as the data in the cell.
Props for learning as you go man, but you may really want to take it to a pro and have them teach you about each component if they're willing, particularly if something isn't quite right. Timing especially - need that dyno!!! Best of luck though - you might need a little - lol. j/k, well, not really actually.
My O1 and O2 correction values are also 0. We need Hal to chime in on this one. It would be nice to know what it is doing in terms of correction. I think my closed loop is working since it seems to adjust to the target a split second after it enters a cell. Hmmm....
Cold air is denser and should run leaner, so you need more fuel when cold. My correction table takes fuel away as it gets hotter. That is weird. Are you sure your post start enrichment table isn't too heavy on the fuel after start up? The axes should be time versus temperature with fuel as the data in the cell.
Props for learning as you go man, but you may really want to take it to a pro and have them teach you about each component if they're willing, particularly if something isn't quite right. Timing especially - need that dyno!!! Best of luck though - you might need a little - lol. j/k, well, not really actually.
09-24-2008, 09:50 PM
#28
I haven't implemented the 2 step.
My O1 and O2 correction values are also 0. We need Hal to chime in on this one. It would be nice to know what it is doing in terms of correction. I think my closed loop is working since it seems to adjust to the target a split second after it enters a cell. Hmmm....
Cold air is denser and should run leaner, so you need more fuel when cold. My correction table takes fuel away as it gets hotter. That is weird. Are you sure your post start enrichment table isn't too heavy on the fuel after start up? The axes should be time versus temperature with fuel as the data in the cell.
Props for learning as you go man, but you may really want to take it to a pro and have them teach you about each component if they're willing, particularly if something isn't quite right. Timing especially - need that dyno!!! Best of luck though - you might need a little - lol. j/k, well, not really actually.
My O1 and O2 correction values are also 0. We need Hal to chime in on this one. It would be nice to know what it is doing in terms of correction. I think my closed loop is working since it seems to adjust to the target a split second after it enters a cell. Hmmm....
Cold air is denser and should run leaner, so you need more fuel when cold. My correction table takes fuel away as it gets hotter. That is weird. Are you sure your post start enrichment table isn't too heavy on the fuel after start up? The axes should be time versus temperature with fuel as the data in the cell.
Props for learning as you go man, but you may really want to take it to a pro and have them teach you about each component if they're willing, particularly if something isn't quite right. Timing especially - need that dyno!!! Best of luck though - you might need a little - lol. j/k, well, not really actually.
09-25-2008, 06:45 AM
#30
I have an e-mail in to Hal to ask about the O2 correction %. The cold start enrichment is going away, and I think that's why it's going lean. The rpms and load site changes as the engine heats up also - so maybe you're in a different cell. You may need to increase resolution (insert more cells!!!). You can change post-start enrichment to whatever you want (mine only goes through 60 secs). There are multiple ways to skin this cat - looks like you've got it near where you want it...
09-25-2008, 07:40 AM
#31
I have an e-mail in to Hal to ask about the O2 correction %. The cold start enrichment is going away, and I think that's why it's going lean. The rpms and load site changes as the engine heats up also - so maybe you're in a different cell. You may need to increase resolution (insert more cells!!!). You can change post-start enrichment to whatever you want (mine only goes through 60 secs). There are multiple ways to skin this cat - looks like you've got it near where you want it...
I have it from 500 to 6500 in 250rpm incriments. And Even when I turn off post start up..it does exactly the same thing. However now..the car runs perfectly...until it starts to "heatsoak" from stop-n-go and just sitting there changing all the tables...other than that I have to work on a few spots on the map but the gas mileage quadrupled since ive started to figure it out..it just doesnt make sense that I have to add so much fuel up top(coolant temp) and take away so much fuel at startup/warm up..it should be the opposite..unless of course theres something else that im missing. I have airtemp correct at 0 from 70* and up..and I add a little around 60 and work my way down..so I know thats not causing the issue..
09-25-2008, 10:01 AM
#32
you can add cells horizontally also. rpms won't change as the car heats up (after the first 20 secs or so), but the load will move around a bit. Of course that depends on how you set up timing, whether you put the stock ECU in control for some of the timing, whether you have timing corrections based on temperature in place, etc... Do all your AFRs go lean when it gets hot or just at idle?
EDIT: I really am not sure what is going on with your setup and I am not a pro tuner - just to be clear - I may be misleading you. I would e-mail Hal and/or maybe take this discussion to a phone call.
EDIT: I really am not sure what is going on with your setup and I am not a pro tuner - just to be clear - I may be misleading you. I would e-mail Hal and/or maybe take this discussion to a phone call.
Last edited by rcdash; 09-25-2008 at 10:05 AM.
09-25-2008, 10:08 AM
#33
you can add cells horizontally also. rpms won't change as the car heats up (after the first 20 secs or so), but the load will move around a bit. Of course that depends on how you set up timing, whether you put the stock ECU in control for some of the timing, whether you have timing corrections based on temperature in place, etc... Do all your AFRs go lean when it gets hot or just at idle?
EDIT: I really am not sure what is going on with your setup and I am not a pro tuner - just to be clear - I may be misleading you. I would e-mail Hal and/or maybe take this discussion to a phone call.
EDIT: I really am not sure what is going on with your setup and I am not a pro tuner - just to be clear - I may be misleading you. I would e-mail Hal and/or maybe take this discussion to a phone call.
09-25-2008, 10:54 AM
#34
It still sounds to me like something is out of wack here. The car should be able to run without o2 correction at all - I typically tune that way and then turn o2 feedback on at the end to ensure it stays running prime.
The o2 feedback channels showing what it is doing are called "O2 Correction 1" and "O2 Correction 2" referring to each bank.
The o2 feedback channels showing what it is doing are called "O2 Correction 1" and "O2 Correction 2" referring to each bank.
09-25-2008, 10:58 AM
#35
It still sounds to me like something is out of wack here. The car should be able to run without o2 correction at all - I typically tune that way and then turn o2 feedback on at the end to ensure it stays running prime.
The o2 feedback channels showing what it is doing are called "O2 Correction 1" and "O2 Correction 2" referring to each bank.
The o2 feedback channels showing what it is doing are called "O2 Correction 1" and "O2 Correction 2" referring to each bank.
09-25-2008, 11:07 AM
#36
What values do you have in for o2 feedback under main setup?
Your o2 offset voltage is specific to your car. Use the analog input channels (AV6 = bank1, AV8 = bank2) to see the exact voltages coming in. You may have to offset the entire table (meaning add/subtract an amount to the voltage values) to get it aligned perfectly depending on where they are grounded.
For example, if I am using an innovate wideband and it is 1v=10afr and 2v=20afr, I will command the wideband to output constant voltages of 1 and 2v and record the voltage Haltech sees coming in. If it was 1.25v and 2.25v, I will set my calibrations 1.25v=10afr, 2.25=20afr
Your o2 offset voltage is specific to your car. Use the analog input channels (AV6 = bank1, AV8 = bank2) to see the exact voltages coming in. You may have to offset the entire table (meaning add/subtract an amount to the voltage values) to get it aligned perfectly depending on where they are grounded.
For example, if I am using an innovate wideband and it is 1v=10afr and 2v=20afr, I will command the wideband to output constant voltages of 1 and 2v and record the voltage Haltech sees coming in. If it was 1.25v and 2.25v, I will set my calibrations 1.25v=10afr, 2.25=20afr
09-25-2008, 11:14 AM
#37
What values do you have in for o2 feedback under main setup?
Your o2 offset voltage is specific to your car. Use the analog input channels (AV6 = bank1, AV8 = bank2) to see the exact voltages coming in. You may have to offset the entire table (meaning add/subtract an amount to the voltage values) to get it aligned perfectly depending on where they are grounded.
For example, if I am using an innovate wideband and it is 1v=10afr and 2v=20afr, I will command the wideband to output constant voltages of 1 and 2v and record the voltage Haltech sees coming in. If it was 1.25v and 2.25v, I will set my calibrations 1.25v=10afr, 2.25=20afr
Your o2 offset voltage is specific to your car. Use the analog input channels (AV6 = bank1, AV8 = bank2) to see the exact voltages coming in. You may have to offset the entire table (meaning add/subtract an amount to the voltage values) to get it aligned perfectly depending on where they are grounded.
For example, if I am using an innovate wideband and it is 1v=10afr and 2v=20afr, I will command the wideband to output constant voltages of 1 and 2v and record the voltage Haltech sees coming in. If it was 1.25v and 2.25v, I will set my calibrations 1.25v=10afr, 2.25=20afr
Im not sure what you mean. I know how to calibrate it however I dont know how to get both hi and low voltage.. my innovative is 0=7.35 5=22.35 however the ecu will only allow 7.4 and 22.4..what would you do in that case?
09-25-2008, 11:35 AM
#38
I would leave it, or change it in the innovate software to be 0v=7.4 and 5v=22.4. 
Unless you are really good at telling a difference of 5 hundredths of an AFR, I'm guessing your problem is more than .05 afr of a difference, which will typically be a ground offset.
Unless you are really good at telling a difference of 5 hundredths of an AFR, I'm guessing your problem is more than .05 afr of a difference, which will typically be a ground offset.