MSefi.com read only forum (Jan.15,2018)

The last couple of weeks, after my laptop downloaded the most recent TunerStudio update, I have been having a strange issue.

MS2 v2.92 code. I forget what TS version is, but it's only been on the tuning laptop a couple weeks or so.

The issue is that the "engine running" "dot" that follows what the MS datastream is showing isn't following the data. It's not following my MAP readings at all (except for earlier today when I created a vacuum leak on purpose and even then it only went down to about 80 kPa), and it's staying right at the 100 kPa line. I'm not sure if the MS isn't following the same pattern or not, but the gauges on the home page read correctly. Yes, I am serious. The "dot" is firmly glued to the 100kPa line while the gauge is reading between 28 and 36 kPa (depending on idle speed and WUE). This is happening in all of my AFR, SA, VE tables.

I can't tune this thing if I don't know where in the tables the engine is running at. Or even if the MS is reacting properly to the MAP reading or if it's also following the table on the wrong line.

I forgot to datalog this today. Kind of leery about it if the log is going to show the same data (can't work with it if the same thing is going to happen). MLV isn't working anyways for me.

Please post an msq.

TS version 2.6.0... MSQ attached.

Oh, and I forgot to add that this issue seems to have happened with the last update.

I should probably have requested a data log too.

A couple things I noticed in your msq that may/may not be directly related to the issue at hand.
- You have it set to 6 squirts. That brings your idle pulsewidths to very small and hard to tune levels. Any inaccuracies in your injector open time will be multiplied by 6. This also will cause you to max out your injectors much sooner as they will spend a significant amount of time opening and closing as opposed to flowing fuel. Generally number of squirts is much better set to 1 or 2.

- Your MAF/MAP lag factor is set to be very sluggish at 8. This may be a for a good reason, like an having ITB engine with heavy MAP pulsing. A data log would help see the effects of that.

Idle running is fine except for a problem with an odd misfire occasionally. I've been having some issues with keeping my compression up due to valve settings (stupid nuts keep backing themselves off), and I'm trying to find a replacement set of factory non-adjustable rocker assemblies that seems to be like finding a needle in a haystack used...

Starting is much easier with 6 squirts. Don't know why, just is. Easier to keep track of idle PW, which should be around 1.7 ms. When I first got this thing on the road back in September, I had a vacuum leak due to intake manifold gaskets. The #squirts was set at 6. Idle quality was fine. Starting (anytime except hot) was pretty quick, as in about half to 3/4 crank before running. That was about the only time I've ever gotten this thing to do a decent burnout since I got it running. After I fixed the intake gaskets, I've been chasing my tail trying to get the settings right.

I've had the MAP sample rate set like that since long before this problem occurred. My signals require a long delay due to signal bounce. I have the TPS set low as well as I had thought I was having issues with AE kicking in when not required (it's disabled now). Both were set as they are to even out the signal lines as shown in the AE histogram to keep AE from kicking in when not desired.

No ITBs. Nothing fancy. High-compression GM 3100 V6. I will get a datalog once I get some other work done. Right now, I am fixing my exhaust leaks (removing headers and sealing them again), about to replace the fuel pump (bearings going out again), and considering replacing the muffler. And at some point I'm going to install an Innovate LC-1.

And at some point I'm going to install an Innovate LC-1.

Probably beside the point, but you are not likely to manage any meaningful tuning without one.

Ken

kjones6039 wrote: Probably beside the point, but you are not likely to manage any meaningful tuning without one.

Funny, when I had the original vacuum leaks, this thing ran like a champ. VERY good power all the way up to and through 4500 RPM. Until I finally got rid of the vacuum leaks. And have always run a narrowband O2S. Probably would be better if I could get rid of my exhaust leaks so I would know for sure what the O2S is seeing (I have a small leak at every exhaust port and one in the #1 primary where I cut off the EGR transfer tube I don't need and there is a problem with the welded plug).

As soon as my exhaust headers get reinstalled, I'm going to find a way to run the wiring for the LC-1. It's very tight down there.

Okay. Fuel pump not replaced yet but exhaust leaks have been fixed... Short datalog coming.

Notice that the MAP reading is in the 30s at idle. My tables are still running on the 100 kPa line, which is why the timing is several degrees short and the injector PW is so high. Idle MAP reading should be between 28 and 30 kPa when warmed up as that is where it's been running for months now. IDK why this thing is acting the way it is.

Oh, and if you can't tell that the MSII is running on the 100 kPa line...

Look at the spark advance. It's running about 19.4 or so degrees of timing at idle. Not having looked at the numbers in a while and not being able to look at the table right now because that laptop is having a brain fart, I would think that the idle timing in the proper part of the table is between 22 and 23 degrees.

IF I can ever get this thing running correctly, I would like to add a couple of degrees of timing across the board except for the starting block. But I can't do that and expect any appreciable results with the engine running pig rich like it is right now.

maverickh1l wrote:Okay. Fuel pump not replaced yet but exhaust leaks have been fixed... Short datalog coming.

Notice that the MAP reading is in the 30s at idle. My tables are still running on the 100 kPa line, which is why the timing is several degrees short and the injector PW is so high. Idle MAP reading should be between 28 and 30 kPa when warmed up as that is where it's been running for months now. IDK why this thing is acting the way it is.

Perhaps I'm missing the point, but IMHO, your log looks pretty much normal. What is it that makes you think that the injector PW's are too high? They actually look quite normal to me. Maybe one of the gurus will come by and prove me wrong.

Ken

EDIT: Just curoius..... Why are you using 6 squirts? Makes for awfully short PW at idle........ Phil pointed this out in his earlier post, also.....

If it started all happy with 6 squirts but not 2 - especially with various air leaks - and is running rich but pulling like a tractor, then your injector opening time is too long. Fuel is being added that isn't being accounted for, and it's screwing up any tuning adjustments you try to make.

The reason I suspect that the PW is too high is because it IS. TS, and possibly the MegaSquirt itself, is indicating that the MS is running in the completely wrong part of the table.

As I said before, this is especially evident when it comes to the idle spark advance. Looking at the table, I should be running between 23 and 26 degrees of advance at idle as the tables are currently set (25 to 35 kPa, 1000 to 1500 or as high as 2100 RPM). In the datalog, the spark advance is around 19. I have knock control disabled (that is yet another thing not working right... still showing spark knock even though a, the knock sense system is completely disconnected from the MS, and b, the knock sense is disabled), so there is no reason I should be seeing between 4 and 7 degrees of knock retard. Also, I can't currently get the idle MAP reading below 32 kPa no matter what I do with the fueling table and the IAC settings (any tweaking makes the MAP reading INCREASE), and I had been running around 28 with an idle speed about 1300 RPM (I just can't get this thing to go lower than that either). And, again, as I said, TS is showing the engine data "dot" hovering on the 100 kPa line EXCEPT when the throttle is tweaked even though the MAP reading is 32 kPa.

I am going to try reinstalling the MS code in a bit once I finish putting in my new fuel pump. I'm hoping it's a glitch that happened at some point that will be cured with reinstalling the MSII code.

Well, I finished with the fuel pump (now to rewire the whole thing ) and reinstalled the MSII 2.92 code.

Everything seems to be working as it should now. Don't know what happened, but I can actually know where the engine is running on the tables now. My idle MAP is back to between 28 and 32 kPa.

Now to finish installing the Innovate LC-1 so I can tune the fuel map before I go to adjusting the spark map.

maverickh1l wrote:The reason I suspect that the PW is too high is because it IS.

I know that this will sound argumentative, and it's not intended to be......

Are we looking at the same msl file? I watched the entire log and did not see one thing that appeared to be extraordinary. Certainly not in regard to PW. Just for example, at 164207.33s, 1.5ms at ~1800 rpm with ~4% TPS, doesn't seem unreasonable to me. But, of course, I am not an expert either.

The matter of fact is, I just don't see much in your log that I wouldn't expect to see in any other.

Ken