Open ECU?

[jedibow]

I will email open ecu for details on if when they expect to have definitions available. So far in their forum it is just discussions.

[jedibow]

Only in CAN mode but I included the chart below which is engine load, timing (which suggests the drop off in torque at 3500 RPM) intake air temp (so that those with intakes can see if there is a difference), RPM and throttle position.

I would like to mention that the front O2 wideband was reading however the scaling is incorrect and in LAMBDA but it is a start.

Tactrix Open port 2.0 with Evoscan V2.9 updated drivers and logging set to CAN+ SSMII ECU

George

[Dimman]

Originally Posted by jedibow

Only in CAN mode but I included the chart below which is engine load, timing (which suggests the drop off at 3500 RPM) intake air pressure (so that those with intakes can see if there is a difference, RPM and throttle position.

I would like to mention that the front O2 wideband was reading however the scaling is incorrect and in LAMBDA but it is a start.

Tactrix Open port 2.0 with Evoscan V2.9 updated drivers and logging set to CAN+ SSMII ECU

George

Temp you mean? Or am I reading something wrong?

[ahausheer]

Im new to this type of thing and have a question. Does the above support the idea that the drop in torque is due to intake harmonics/pressure? Also why is the ignition timing advance (bottom purple) so uneven.

[jedibow]

Originally Posted by Dimman

Temp you mean? Or am I reading something wrong?

correct sorry, I edited my post Thank You!

[jedibow]

Originally Posted by ahausheer

Im new to this type of thing and have a question. Does the above support the idea that the drop in torque is due to intake harmonics/pressure? Also why is the ignition timing advance (bottom purple) so uneven.

It is the timing decrease that supports the drop in torque around 4,000 RPM, however I did log the MAF sensor reading I just didn't include it in the log because it would set the scaling for everything else off. BTW it was very linear, therefore out intake is designed very well, and it would not account for the loss in torque.

I think that maybe the ecu is designed to lower torque in that range is due to the variable valve timing, however I'm not sure what retarding the timing would accomplish other than lowering emissions? It definately isn't helping our midrange. What I could not log was knock count, because the SSM address isn't found yet, I would be interested to see if my car was knocking in that range, and that is why the ECU pulled timing. I live in New Mexico with crap 91 gas, and at 5,500 feet above see level. So "MY" ecu pulling timing account of knock count could also be a cause.

What an ideal timing curve would look like was ignition timing decreasing (read retarding) until the torque peak as RPM increases then gradually increasing as RPM also rises. The factory ignition curve is far from Ideal.

Another interesting point is that the load stayed pretty consistant throughout the pull, this will make the crossover transition from increasing load in the RPM to consistent load increasing RPM easier to tune.

Finally the ambient temp when I did this pull was 83 degrees, so the stock intake location is increasing the AIT by approxiamately thirty degrees, this supports that maybe a cold air intake with tuning make show decent WHP gains, (5-10HP) where on a warm day a short ram probably won't do very much.

[Dimman]

Originally Posted by jedibow

correct sorry, I edited my post Thank You!

Could you go over what we're looking at for some of us new to this?

Is this an auto car?

This is what it looks like to me:

Throttle position: ramps up fast and levels rock steady. Floored? But what is the Y scale? Ut looks like it's stopped at 80%?

Engine load: since it sort of increases in 'steps' but throttle doesn't back off, is this the auto shifting? If not what is it? Once throttle is flat, load stays flat-ish, but with little dips. If load is factored from MAP, throttle position and RPM, could those little dips be from lower intake pressure because of acoustics? And also be why timing is pulled at the start of it?

Intake temp: getting cooler as the car goes faster?

And the X scale is what? How does it convert to rpm?

Would love to see a similar run with the MAP.

Thanks for your work!

[Jordo!]

Originally Posted by jedibow

It is the timing decrease that supports the drop in torque around 4,000 RPM, however I did log the MAF sensor reading I just didn't include it in the log because it would set the scaling for everything else off. BTW it was very linear, therefore out intake is designed very well, and it would not account for the loss in torque.

I think that maybe the ecu is designed to lower torque in that range is due to the variable valve timing, however I'm not sure what retarding the timing would accomplish other than lowering emissions? It definately isn't helping our midrange. What I could not log was knock count, because the SSM address isn't found yet, I would be interested to see if my car was knocking in that range, and that is why the ECU pulled timing. I live in New Mexico with crap 91 gas, and at 5,500 feet above see level. So "MY" ecu pulling timing account of knock count could also be a cause.

What an ideal timing curve would look like was ignition timing decreasing (read retarding) until the torque peak as RPM increases then gradually increasing as RPM also rises. The factory ignition curve is far from Ideal.

Another interesting point is that the load stayed pretty consistant throughout the pull, this will make the crossover transition from increasing load in the RPM to consistent load increasing RPM easier to tune.

I've been wondering for a while now if they pulled timing and power there simply to get better gas mileage and probably emissions.

They probably had to make some hard decisions over where to bump or cut power to get the numbers they need and also make up for the limited peak torque, so they went for a big bump early in the rev range to get the car moving, and improve responsiveness, and then pulled it everywhere else.

[jedibow]

Originally Posted by Dimman

Could you go over what we're looking at for some of us new to this?

Is this an auto car?

No Manual, 165 miles, completely stock

Originally Posted by Dimman

This is what it looks like to me:

Throttle position: ramps up fast and levels rock steady. Floored? But what is the Y scale? Ut looks like it's stopped at 80%?

Incorrect scaling for CAN port as this ECU's correct scaling hasn't been determined yet, now that I know that it reads, I may be able to work on the correct scalings (RAW data, please understand it was a highway pull in third gear floored as soon as the log show 80%)

Originally Posted by Dimman

Engine load: since it sort of increases in 'steps' but throttle doesn't back off, is this the auto shifting? If not what is it? Once throttle is flat, load stays flat-ish, but with little dips. If load is factored from MAP, throttle position and RPM, could those little dips be from lower intake pressure because of acoustics? And also be why timing is pulled at the start of it?

Engine load is based off the MAF sensor reading, the little drops in the load all fall into a 10 G/S load difference so it doesn't change the look up cell that the ECU is maping at the time (ignore the lack of smoothness in other words)

As far as timing being pulled see the original post, the engine has to have the lowest amount of timing at peak torque to avoid detonation (grossly over simplifying this, but please believe me.)

Originally Posted by Dimman

Intake temp: getting cooler as the car goes faster?

Correct until it reaches ambient temperature, the reason it reads higher is due to heatsoak in the air intake system (most likely due to the airbox's location directly behind the radiator)

Originally Posted by Dimman

And the X scale is what? How does it convert to rpm?

X scale is time in seconds, I did not post the MAP tracer feature that would apply all of these values per RPM as it is a 3D graph and would confuse members now to seeing datalogs. I can post map tracer values if you want, they will be y scale RPM, and x scale engine load, and would better visualize the engine crossover point in the ECU. (see edited post above)

Originally Posted by Dimman

Would love to see a similar run with the MAP.

Logged and appeared to only read 1 bar of pressure. it was pretty much linear once I reached WOT.

Originally Posted by Dimman

Thanks for your work!

You are most welcome!

[Dimman]

Thanks a lot. Looking forward for more news!

[jedibow]

I believe that I will next work on proper scaling factors, and hopefully get the front wideband location and scaling nailed down so that I can post the AFR.

[Mr.Jay]

I look forward to seeing where this goes!

[jedibow]

Okay so this is the last log again 3rd gear pull on the freeway from 2500 RPM to Redline. I have included Maf Flow, same log as previous with appropriate scaling, a close up of Timing and RPM, AF Map (not AFR, but what the ECU is telling the car to run), and the map tracer now works so...

Here we go

George

[jedibow]

As you can see the AF map is pretty spot on, no drastic changes, and a gentle flow from 13.3 to 11.5 at redline, actually it isn't that bad. I do have an external wideband, but it is currently on my Evo, sorry I couldn't get the scaling correct for the factory front O2, as it is a fifth degree equation, maybe latter, as I said I have to go to bed.

George