Hondata

I just downloaded the latest version yesterday, and honestly had nothing but problems with it so far, Not sure if its just me?
I decided to go do some tuning yesterday and after uploading my map with NO change except for .25 degrees timing advance in boost section the car wouldn't idle.
After spending some time today, I see that at idle it has an ECT compensation of -50% at normal operating temp.

Also in the Parameters window, If I go to any section where there is an ECT table, I cannot get the last value to 100 degrees celcius, It maxes out at 65?

Not to worry, Built a new map and it seems ok now.

I already explain this problem of Celcuis/Farenheit conversion 2 years ago but never corrected...
You need to be carrefull when you want to use Celcius ECT/IAT Compensation.

Bug Celcuis/Farenheit conversion when you use:

Idle Speed (Water Temp,Rpm)
IAT Compensation Low (Temp,Correction %)
IAT Compensation Med (Temp,Correction %)
IAT Compensation High (Temp,Correction %)
ECT Compensation Open Low (Temp,Correction %)
ECT Compensation Open High (Temp,Correction %)
ECT Compensation Closed Low (Temp,Correction %)
ECT Compensation Closed High (Temp,Correction %)
IAT Ignition Compensation (IAT,Correction ?)
Water Ignition Compensation (ECT,Correction ?)
Water Ignition Compensation High (ECT,Correction ?)
Boost Control IAT Comp (Temp,Duty %)
Idle Speed Moving (Water Temp,Rpm)

2 years ago but never corrected...

Not sure on what bug you mean?
I read through some previous posts and found someone to have the exact same problem after downloading a newer version - It corrupts your map basically, making it unuseable.
To fix the problem you have to start a new map, and transfer all your data over.
And also it wouldn't allow me to download my map from the ecu.
Uploaded my new map and it working fine again???

As far as I know the F/C conversion problem has been fixed. If you are still having problems then please post the starting calibration and steps to reproduce.

This sounds exactly like what has happened to us. The engine was rebuilt because it was using too much oil, and it completely died when the laptop was plugged into it for a simple check on the dyno. The new engine had been run in and seemed very happy on the old calibration. It ended up costing hours just trying to get the engine to restart and idle. It hasn't really been right since, and now it is running on three cylinders...
We saw no reason why everything including the cruise settings should be so different. If the mixtures and spark timing are now varying because of the wrong temperature conversion, it would explain a lot. We have never even looked at the compensation tables before, let alone thought about changing them, so it has taken a very long time to get to the point of discovering that these could be an issue.

I would like to create a new calibration, but I didn't create the original, so which one do I start with? There are several to choose from, but they seem to have wildly different temperature compensation tables.

Some have different temperature values in the stationary and moving idle speed tables.
Some even have a mixture of ?C and ?F in the same idle speed tables!!
It's a very standard Type R B18C - the only actual modifications are the B16B inlet cam and a 4-2-1 header. So one of the JDM ITR calibrations would seem to be the starting point.
Do we want the calibration with idle speed tables that end in an ECT of 65?C, or 150?C?
Fuel compensation tales ending in IAT 38?C and ECT 65?C, or IAT 88?C and ECT 150?C?
Ignition compensation tables that end in a mixture of 65?C and 150?C, or all 150?C?
Then we copy our maps and vtec parameters etc across and then I guess we will have to tune absolutely everything again. That's if the pistons have survived...

It's a big file, but here is the datalog from the Pukekohe Racetrack test day. The ignition map would have been very similar to the secondary table.
The engine is now running on 3 1/2 cylinders and seems to be extremely lean on #3. It could be an injector fault. Cranking compressions are still absolutely spot-on equal at 172 psi.
The girls were deprived of a comfortable 1st 2WD when the misfire developed halfway through the Taranaki rally. They struggled on, but dropped from 12th overall to about 20th and finally withdrew before the final special stage.

Today confirmed blocked injectors - don't know why, the filter is fairly new.
But also now the USB socket on the s300 has broken so we can't connect to it.

What do you mean by the USB socket has broken?

The little white plastic piece in the middle of the ECU socket broke off - the cable became very loose in the socket, and the laptop said something like "unknown USB device". I imagine we can solder a new standard USB socket into the board.
Perhaps we might use a short stub of cable with a socket on the end which we can cable-tie to the ECU. It is very difficult to access the socket otherwise. The co-driver's footrest is (naturally) very strongly mounted.
Of course, once we get the tuning right we will possibly never touch it again for six years like last time...
As a matter of interest, can you explain why it seemed to matter which USB port on the laptop was used? Only one said "unknown USB device", the others didn't recognise that anything was plugged in at all! I thought all USB ports would be the same.

The USB socket has been successfully replaced. Once communication was reestablished I reduced most of the temperature compensation figures to zero.
We drained the avgas blend from the tank, refilled it with 98 (RON) unleaded pump gas so we could refit the Innovate Lambda sensor. The injectors were cleaned and flow-tested, with new gauze baskets; we replaced the fuel filter and fuel hose from filter to fuel rail. We checked the fuel pressure, and tweaked the regulator to raise it from 42 to 46 PSI. Then rechecked the fuel delivery at this higher pressure. All straightforward so far...

Then I reduced the values of all cells in the fuel maps by 5%. Started it, ran it, made a few small corrections on the road. Had to change some high vacuum parts of the maps, but full throttle mixtures seem fine. It runs well. Rechecked plugs, and checked ignition on scope. Dyno booked for Thursday.

I wanted to try building another calibration. Started with "B18c5 stock 98 ITR.skl". Left everything strictly in ?F. First issue: RPM and MAP values are different, so I changed the values of the rows and columns to match our existing maps.
Then I copied all the tables from our existing calibration into the ITR calibration. Had a look at the low temp compensations and decided to reduce the fuel enrichments by about 50%.

With the engine all warmed up, I uploaded this modified ITR calibration into the ECU. Instantly AFR at idle went to 10:1 and of course it would hardly idle. Drove it a few hundred metres, no change although AFR seemed to improve at higher throttle openings. I reopened and uploaded our original calibration and instantly all was back to the correct mixtures.

It seems to me as if the ITR calibration is adding fuel because it thinks the temperature is too cold.

Unless I am missing something here, the only differences between the two calibrations are the compensation figures - with some odd looking temperature numbers in the one that works. I can't explain where the numbers came from, but they are presumably not important because their compensation factors have been set to zero. (They look like they should be ?C but they are labeled as ?F.)

There is one other problem that is not of immediate importance. Ever since the software upgrade that started all this, there has been a nasty driveability issue. In competition it is not a problem, but since it is a rally car it is also driven on the road in normal traffic at normal speeds. In the lower gears, the transition from closed-throttle fuel cutoff to the return of fuel - even with the smallest throttle movement - is a big jerk.

I confirmed today that the jerk coincides with the injection duration coming back from zero. The fuel only cuts off when the throttle is closed for more than something like a whole second, so a quick lift and re-application of the throttle does not initiate fuel cutoff and there is no jerk. The driver mentioned to me today that it makes negotiating roundabouts very difficult and I must admit she is right. It is actually much easier and smoother to use third gear at 800 RPM or less than to try second (and definitely not first) at 1500 or 2000 RPM as you normally would.

I have tried all sorts of figures in the Overrun Fuel Cutoff boxes in the rev limit parameters but nothing seemed to make any difference at all.

The compensation tables need to go higher than the highest expected temperature, otherwise odd things happen.

Air temperature correction tables should read to 100C, water temperature correction tables should go to 150C (or 212F / 302F).

If the highest values in the tables are not the above values then the easiest thing to do is to open the calibration in notepad and delete the affected compensation section. Once the calibration is reloaded then default values will be used for the deleted tables.

I've done this for the 'o Compensation' calibration.

Thanks. We'll dyno it tomorrow with this calibration.

I have loaded the modified calibration and tuned it on the road. Looking at our old calibrations with notepad it is now obvious that when the new version of S Manager was used, temperatures were relabeled from ?C to ?F but the values were not changed.
I have had to reduce fuel columns 1 - 3 by 50% to get it to run properly, then the columns needed progressively less reduction until at full throttle there is no change.
The fuel values now look a lot more like the 98-spec ITR calibration and of course they are also not too far away from our original numbers.
Let's hope today's dyno session goes a lot more smoothly than the last...