Ok...keeping it concise:
My car has been running fine for over a month.
Thursday 8/6/09, I downloaded the newest beta (v1.4.2 from this thread viewtopic.php?t=9533), hoping that it would help with my low load jerkiness and tendency to dip low in RPM when I let off the throttle.
I drove it, modified the map a bit, uploaded it to the ECU, and turned off the car.
Everything seemed fine. Car sits until Monday morning.
Now here's where I get a little muddiness...
I put in a new CAI a week ago, which made room for me to move my battery back into the engine bay.
On Saturday, I removed the extension cables, and put the battery tray back in, and moved the battery back up into the engine bay.
I also zip tied some wiring in the cab for the WB o2, and moved it out of the way.
I then left the car, thinking everything was fine.
Monday morning, plug in the laptop, turn the car on, and I'm waiting to see the WB warm up.
Then it happens: CEL - ECT
Then another: CEL - IAT
Then another: CEL - ELD
Now, my first thought was a bad ground, since I moved the grounding strap to a different hole in the bay.
Pulled the battery tray, put the battery back in the car, hooked it up to the extensions, moved the ground strap back to where it was, turned the car on, cleared the DTC's; no change.
So I pull out the Multimeter to check the strap.
Continuity from block to bay. Continuity from bay to terminal. Continuity from block to terminal. Everything looks OK.
Next I suspect my OBDI - OBD0 jumper harness.
Checked the pins that were throwing codes.
Everything looks good.
However, after hooking everything back up to check it again, I notice ALL of my sensors are reading funny in the datalog.
ECT Sensor steady at 177, IAT Sensor steady at 160(or something), TPS Sensor steady at 107%, etc.
Somehow I missed this earlier (though I'm certain it was the case right from the beginning).
Now I'm thinking my ECU might be shot, so I pull my S300 chipped PR3 that had an injector problem.
Move the S300 over, plug it all in, turn the car on, exact same issues.
Which brings me to the question: Is the S300 unit bad, or is this software/map causing issues?
The normal ECU I use is a S300 chipped P28 w/boost by gear components.
Again, I had no issues until I used the new software, and moved the battery, and I did only run the car 1 time on the new software before this issue arose.
I'm not positive which is causing my issues.
Any help is appreciated very, very, very much!
Completely baffled
same thing happend to me and a friend once. i put my s300 ecu in his new car that had a starting issue after doing countless test like main relay etc. when i started a new calibration and started it i got those same error codes. its been a while since this has happened so sorry i forgot what i did to resolve this issue but have your tried disabling ELD clearing the codes and seeing if they come back on? his car did not have an eld issue but i think that worked.
EDIT- one of his coolant hoses was leaking we replaced it and didnt see the codes again either.
EDIT- one of his coolant hoses was leaking we replaced it and didnt see the codes again either.
I think I must have shorted something at some point. Not sure what though.
IAT is reading 2200 Ohms resistance, which is like x20 what it should be, so it's definitely bad.
Luckily I have a spare. Ordered the other two sensors(TPS, ECT), and didn't even bother testing them, since I'm sure they're toast too.
Will know more this weekend.
Thanks for the info, everyone!
IAT is reading 2200 Ohms resistance, which is like x20 what it should be, so it's definitely bad.
Luckily I have a spare. Ordered the other two sensors(TPS, ECT), and didn't even bother testing them, since I'm sure they're toast too.
Will know more this weekend.
Thanks for the info, everyone!
2200ohms,cold motor on a decent summer day like u must be having is quite normal actually.
all 3 sensors(tps,iat,ect) share a common ground to D22 & guess what other sensor???
the stock O2
so considering u played with O2 wiring & u may possibly have your wb hooked to that somehow,that ground would be the first thing i check
all 3 sensors(tps,iat,ect) share a common ground to D22 & guess what other sensor???
the stock O2
so considering u played with O2 wiring & u may possibly have your wb hooked to that somehow,that ground would be the first thing i check
Alrighty, I must have a bare wire somewhere or something.
I was testing a new ECT to see if it cleared the CEL, turned on the car, no CEL's.
All sensors reading correct, except TPS.
Swapped the harness back to the old one, everything still looks ok, except for the TPS.
No friggin clue WTF happened. The car has been sitting for 2 days, and the only thing I did was hook the battery back up, and swap the harness from one sensor to the other.
Digging further...
I was testing a new ECT to see if it cleared the CEL, turned on the car, no CEL's.
All sensors reading correct, except TPS.
Swapped the harness back to the old one, everything still looks ok, except for the TPS.
No friggin clue WTF happened. The car has been sitting for 2 days, and the only thing I did was hook the battery back up, and swap the harness from one sensor to the other.
Digging further...
One more thing, I had a question that I posted in this thread, but never got an answer.
I posted the following:
My car runs 11.5:1, and actually registers just over 12:1, and in open loop, she jerks like hell at low load, so I'm hoping this might help.
I posted the following:
Does anyone know? I'm guessing that it should be the Overrun values.kinetics wrote:Are you referring to the Load Index value, or the Overrun values?Hondata wrote:If you suffer jerkiness at very light throttle when the injectors cut off, try changing the MAP value to around 15 kPA. This only seems to affect some people, usually with high compression engines.
My car runs 11.5:1, and actually registers just over 12:1, and in open loop, she jerks like hell at low load, so I'm hoping this might help.
Alrighty, got everything good again, after a minor problem with an aftermarket TPS.
Turns out to have been a bad connection at a harness causing all the problem.
On to the new questions:
When I'm driving, when I let off of the throttle, it stumbles as it gets to the idle speed.
I have it set to typically idle around 1k.
When RPM's are coming down (regardless of if I'm moving or not), it gets to around the 1k RPM area, and continues to dip, and manifold pressure suddenly jumps from ~20 kPa to ~40kPa (idle is usually around 30 or 31).
In the datalog, I can see the overrun cutoff, and the injectors kicking back in just as it continues down the the tach.
Typically it hits ~500 RPM, leans way the hell out, and then comes back up, bounces once or twice a little less, and then continues on with smooth idle.
I did try setting up to 4k in the overrun cutoff to 15 kPa, but it didn't seem to make a difference (at least not that I could notice).
Here's my build:
JDM B16 block
B18C head
82mm bore
BC Stroker (84.5mm stroke)
11.5:1 CP Pistons
+1mm Exhaust & Intake valves
Stainless springs
Full port / polish
BC Stage 2 NA Cams
DC Sports header
Stock intake mani
AEM CAI
Fidanza lightweight flywheel
750CC Injectors
Running on E85
Is this maybe just a side effect of the larger cams or the lighter flywheel (less inertia to keep RPM's up while things happen?)?
Turns out to have been a bad connection at a harness causing all the problem.
On to the new questions:
When I'm driving, when I let off of the throttle, it stumbles as it gets to the idle speed.
I have it set to typically idle around 1k.
When RPM's are coming down (regardless of if I'm moving or not), it gets to around the 1k RPM area, and continues to dip, and manifold pressure suddenly jumps from ~20 kPa to ~40kPa (idle is usually around 30 or 31).
In the datalog, I can see the overrun cutoff, and the injectors kicking back in just as it continues down the the tach.
Typically it hits ~500 RPM, leans way the hell out, and then comes back up, bounces once or twice a little less, and then continues on with smooth idle.
I did try setting up to 4k in the overrun cutoff to 15 kPa, but it didn't seem to make a difference (at least not that I could notice).
Here's my build:
JDM B16 block
B18C head
82mm bore
BC Stroker (84.5mm stroke)
11.5:1 CP Pistons
+1mm Exhaust & Intake valves
Stainless springs
Full port / polish
BC Stage 2 NA Cams
DC Sports header
Stock intake mani
AEM CAI
Fidanza lightweight flywheel
750CC Injectors
Running on E85
Is this maybe just a side effect of the larger cams or the lighter flywheel (less inertia to keep RPM's up while things happen?)?
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Ok, some new funkiness.
I've added noise filtering caps to my jumper harness, per the PLX install instructions, in hopes to get rid of some of the little spikes I get when datalogging.
However, a new issue cropped up in the process.
For whatever reason, the voltage offset wants to drift a bit as the car is running.
Nearly every time I start the car, I need to play with the offset to get things reading right.
I don't recall ever having this issue prior, so I think I'm going to take these caps back off, unless someone's got a better idea.
The other thing that popped up I noticed after taking an hour or so to fine tune.
I did a bunch of runs, got my AFR's at 14.68-14.89 across cols 1-6.
Then I switched it into closed loop, with the max MAP set to about 35 kPa, and min/max changes at -2%/40%, as I really only want it to run when idle. However, when I did this, the AFR's I'm seeing changed. It seems particularly noticeable around 3200+ RPM, at mid to low load.
I figured it had to be something that was happening in closed loop.
So I started by looking at all the closed loop settings, and decided to add a little IAT compensation, since the mornings have been getting cooler here.
I added ~40-50% on all of these (i.e. - Changing 4% to 6%; just going by general E85 bump).
This seems to have little to no effect.
The weird part is that even if I change the maximum MAP, so that closed loop runs in the mid load stuff too, it still doesn't seem to correct it enough. It only seems to go as high as 8% or so, and no more, even though max is set at 40%.
AFR's sit in high 15', and as much as 16.2.
As soon as I click closed loop off, AFR's return to normal.
Here's the latest calibration.
Care to take a peek, to see if I'm missing something?
I've added noise filtering caps to my jumper harness, per the PLX install instructions, in hopes to get rid of some of the little spikes I get when datalogging.
However, a new issue cropped up in the process.
For whatever reason, the voltage offset wants to drift a bit as the car is running.
Nearly every time I start the car, I need to play with the offset to get things reading right.
I don't recall ever having this issue prior, so I think I'm going to take these caps back off, unless someone's got a better idea.
The other thing that popped up I noticed after taking an hour or so to fine tune.
I did a bunch of runs, got my AFR's at 14.68-14.89 across cols 1-6.
Then I switched it into closed loop, with the max MAP set to about 35 kPa, and min/max changes at -2%/40%, as I really only want it to run when idle. However, when I did this, the AFR's I'm seeing changed. It seems particularly noticeable around 3200+ RPM, at mid to low load.
I figured it had to be something that was happening in closed loop.
So I started by looking at all the closed loop settings, and decided to add a little IAT compensation, since the mornings have been getting cooler here.
I added ~40-50% on all of these (i.e. - Changing 4% to 6%; just going by general E85 bump).
This seems to have little to no effect.
The weird part is that even if I change the maximum MAP, so that closed loop runs in the mid load stuff too, it still doesn't seem to correct it enough. It only seems to go as high as 8% or so, and no more, even though max is set at 40%.
AFR's sit in high 15', and as much as 16.2.
As soon as I click closed loop off, AFR's return to normal.
Here's the latest calibration.
Care to take a peek, to see if I'm missing something?
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