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ddillenger
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« Reply #225 on: September 07, 2015, 10:14:30 AM »
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Ignition angle is very influential on EGT's. Have you retarded timing much?
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Nottingham
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« Reply #226 on: September 07, 2015, 11:38:08 AM »
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You mean do I have too much advance?  Didn´t log ignition this time, but generally my ignition is rather conservative compared to logs I´ve seen. I guess I could try to reduce the advance slightly, however I don´t think a few steps (1.5 - 2.25°) would make much a difference. Please correct me if I´m getting it wrong, but Too much advance = higher EGTs Too little advance = lower EGTs The IATs are low, the fuel quality is great >99 RON, the boost is conservative and the AFR is rich 11.9 - 11.6. |
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nyet
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« Reply #227 on: September 07, 2015, 11:39:49 AM »
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Too much advance = higher EGTs
Too little advance = lower EGTs
Little advance can also contribute to very high EGTS, since still burning fuel can exit the exhaust ports into the manifold. |
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your ex
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ddillenger
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« Reply #228 on: September 07, 2015, 12:04:21 PM »
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Little advance can also contribute to very high EGTS, since still burning fuel can exit the exhaust ports into the manifold.
This is what I meant. |
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Nottingham
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« Reply #229 on: September 07, 2015, 01:03:57 PM »
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Ok, I don´t think the ignition retard would be the cause since I see 1.5° timing pull on average.
Some people say the front lambda infact has a temperature sensor built in, while other people say the EGTs are purely calculated based on the model.
I guess there isn´t any other way to find out the real value, but installing an actual EGT probe.
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Beaviz
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« Reply #230 on: September 07, 2015, 01:12:33 PM »
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Spent the last two hours trying to locate CWSAWE in a file from a Leon Cupra (1P0907115C 0261S02337- 386637).
In the fully defined MED9 file that I have it is located at 0x1C5460, I have found patterns that looks like that in the Leon Cupra file, but am not sure where CWSAWE is (it is not always easy defining 1x1 maps!).
Anybody with a hint on this (CWSAWE selected in the left window)?:
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Nottingham
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« Reply #231 on: September 07, 2015, 01:31:43 PM »
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Spent the last two hours trying to locate CWSAWE in a file from a Leon Cupra (1P0907115C 0261S02337- 386637).
In the fully defined MED9 file that I have it is located at 0x1C5460, I have found patterns that looks like that in the Leon Cupra file, but am not sure where CWSAWE is (it is not always easy defining 1x1 maps!).
Anybody with a hint on this (CWSAWE selected in the left window)?:
0x1C5808 |
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Basano
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« Reply #232 on: September 07, 2015, 01:43:26 PM »
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You mean do I have too much advance? No, in fact not enough advance. You could try adding a bit more on since you have some headroom. Naively when I started learning I was using 95 octane (oops) and tried to compensate for knock (and foolishness) by retarding ignition severely. I still got some small knock and my exhaust temperatures went over 1000 degrees. I then advanced the timing back to stock and added another degree or so of advance on top of that and started using 99 octane. EGT's now around 940 degrees. Ok, I don´t think the ignition retard would be the cause since I see 1.5° timing pull on average.
Some people say the front lambda infact has a temperature sensor built in, while other people say the EGTs are purely calculated based on the model.
I guess there isn´t any other way to find out the real value, but installing an actual EGT probe.
+1 I'd be interested to see the results of this. |
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ddillenger
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« Reply #233 on: September 07, 2015, 01:56:31 PM »
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No, in fact not enough advance. You could try adding a bit more on since you have some headroom.
Naively when I started learning I was using 95 octane (oops) and tried to compensate for knock (and foolishness) by retarding ignition severely. I still got some small knock and my exhaust temperatures went over 1000 degrees. I then advanced the timing back to stock and added another degree or so of advance on top of that and started using 99 octane. EGT's now around 940 degrees.
This is exactly right. |
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Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your experience!
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Beaviz
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« Reply #234 on: September 08, 2015, 12:19:15 AM »
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0x1C5808
That looks feasible. Thanks! Will give it a try.  |
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Nottingham
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« Reply #235 on: September 08, 2015, 12:35:57 AM »
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Ok, logged the timings. The timings appear to be crap, eventhou I have pull-back of -2.3° from 2960 to 5120rpm and -1.5° until the end  99 RON in the tank and < 16°C outside temperature. Thoughts? |
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Basano
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« Reply #236 on: September 08, 2015, 01:11:40 PM »
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I don't think that's so bad actually? Here's mine (it's zwout) on a WOT pull. Not so different to yours.  |
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« Last Edit: September 08, 2015, 01:15:08 PM by Basano »
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Nottingham
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« Reply #237 on: September 08, 2015, 02:06:48 PM »
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That´s on BHZ engine (9.8:1) correct?
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majorahole
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« Reply #238 on: September 08, 2015, 04:37:21 PM »
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Ok, I don´t think the ignition retard would be the cause since I see 1.5° timing pull on average.
Some people say the front lambda infact has a temperature sensor built in, while other people say the EGTs are purely calculated based on the model.
I guess there isn´t any other way to find out the real value, but installing an actual EGT probe.
I too have heard this about front lambda sensor. hope someone can clear this up once and for all |
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overspeed
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« Reply #239 on: September 10, 2015, 07:24:18 AM »
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I heard the same about Wideband, to know the AFR ratio it must know the temperature in exaust, how much currente (Ampere) is used to keep it warn it related to EGT temperature... just don´t know if it has a good precision to be used to estimate real EGT or not.
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