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phila_dot
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« Reply #135 on: February 12, 2016, 04:39:22 AM »
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Dreamer, I'm not a child and don't need your hints. If you have something to say, say it. You're the guy that uses so many words to say nothing.
And he said he logged dlamatr_w and it was all zero.
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dream3R
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« Reply #136 on: February 12, 2016, 05:59:16 PM »
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Dreamer, I'm not a child and don't need your hints. If you have something to say, say it. You're the guy that uses so many words to say nothing.
And he said he logged dlamatr_w and it was all zero.
If you read back the whole thread i posted blinking highlighted diagrams, so more illustration than words I'd say. There also lies the answer to where you are wrong, I just found it unbelievable hence my retort. p= PVMITIBGR, to be honest I wrote it like (P) that as I could not remember it exactly and could not be bothered to look it up, so it wasn't personal. Correct, I missed the ATR var being zero. I'd rather not derail this thread so take a look a the whole thread and PM me any stick if you want, and I'd rather not get personal by 'labeling' someone on a public forum as you just did to me. OP I hope yo get it sorted  |
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phila_dot
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« Reply #137 on: February 12, 2016, 06:16:22 PM »
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Where do you see slow path torque intervention in that graph?
The effect would be limited milsol -> lower rlsol, I don't see how that applies here.
Considering RKTI's function is to convert fuel mass to iot, it's also likely RKTI "kicked in" long before that small sample in the graph.
Sorry, but i don't need to read back this thread to see your diagram.
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phila_dot
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« Reply #138 on: February 12, 2016, 06:21:32 PM »
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Oh and also, that short period barely above 100% dc wouldn't even begin to trigger intervention. Speaking from experience, unless his software is massively different in this case.
Aaaannnnnd the only reason why his idc is so high is because of the lambda intervention, high idc isn't a cause here; it's an effect.
Don't post bad info as a fact or get upset and smite people when they challenge you for it.
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« Last Edit: February 12, 2016, 06:24:16 PM by phila_dot »
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dream3R
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« Reply #139 on: February 12, 2016, 06:35:16 PM »
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He was @ 120% DC if you read the thread. That is what I was referring to.
It wasn't me that smited you either, get a grip
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phila_dot
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« Reply #140 on: February 12, 2016, 06:50:14 PM »
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Lol ok guy stick to your guns
I hope we put that theory to rest at least.
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dream3R
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« Reply #141 on: February 12, 2016, 07:07:39 PM »
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The theory of 120% DC causing torque reduction? Yes, it is a fact. As to what is causing the lambda to lower to it's lower lambda limit, that is a different question. One after ATR I do not have a theory of, and now I am sick of it so keep it OT and help the man, as we've all been trying to for several pages. As for the smite, honestly, who cares, I don't for one. Thus is why it was not me! |
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golfputtputt
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« Reply #142 on: February 17, 2016, 08:21:40 PM »
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Ok, after tons of snow, logged finally.
I'm confused.
dlamatr_w=0
B_Rkatr=0
B_atr=0
B_tabgbts=condEGTpartProtection=0
Lamfawkr_w=1
lamfwl_w=1
B_lamfas=0
I logged a bunch of random variables just in case they have any relation to what I'm trying to understand. I don't necessarily understand what they all do but they're there and logged if needed.
It appears tabgbts is not triggering. It also seems that knock in cyl 1+3 is out of control in the upper rpms. It also seems like ignition continues to advance in these high rpms? I'm still very much a noob with interpreting knock and ignition timing. I haven't had much time to study these things.
Log is attached. If someone has suggestions on which variables to cross reference, please let me know or take a look. I'm sure there are very obvious things i'm missing.
Anyone have any clues?
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golfputtputt
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« Reply #143 on: February 17, 2016, 08:29:49 PM »
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log
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phila_dot
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« Reply #144 on: February 17, 2016, 08:53:53 PM »
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Well it's clearly BTS.
Weird that tabgbts_w is != and much greater than tabgm_w.
What does FBSTABGM look like?
Can you log lbts_w and dlambts_w?
There is no KR in that log, dwkrz is 0 across the board, so I wouldn't expect it to be dlambts_w unless KFZW is a mess or you dicked around with KFZWOP.
My guess is FBSTABGM, but idk what's up with your tabgbts_w.
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golfputtputt
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« Reply #145 on: February 17, 2016, 10:15:51 PM »
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ok, noob alert. Those two variables: dlambts_w and lbts_w aren't in my config and I don't know how to add variables to CFG files to be able to log them. Quick search function use yielded no specific results. Found how to add measurement blocks to vcds but not me7logger CFG files. added KR to the log and some other stuff. Will log tomorrow. All ignition maps are bone stock, haven't messed with any of that. I don't know what I'm doing with that just yet. I am learning a fuck ton because of this whole situation though.  |
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golfputtputt
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« Reply #146 on: February 18, 2016, 12:12:16 PM »
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put post cat O2 back in. Undid all the variables I changed excluding cat DTC related ones. No change in the logs. I suppose I should run aging and other diagnostics on it also.
I put in a new vehicle speed sensor, went for a drive and immediately got an implausible signal from it even though I bought new....I guess I'll replace the stalk and gear then. I don't think it's related.
Logged KR, it's 1 all throughout WOT pull. Not sure what that tells me.
I'll try and log the other two variables once figure out how to add them to the config.
Oh, also, I know what is up with my tabg. I dialed the threshold back up to about 1100 deg C to see if ATR was affecting onset of lambts. Then we logged ATR variables directly and I forgot to put it back to previous value so it's still doing things just not in range of the filter or EGT temps (prob won't see 1100 deg C will they?)
But it seems neither tabg nor the ATR variables we logged are the culprit as to why bts is enacting. So, if we log the correct variable, we'll find why BTS is present and hopefully what is prompting it to come into play.
Idea, could the high side of the ignition map be triggering something to force lambts? What could be that thing? ignition changes seem to coincide with LAMBTS coming into play. I really need to find time to digest the FR on exactly how LAMBTS works with all the other variables it's connected to....anyone super knowledgeable on BTS FR?
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« Last Edit: February 18, 2016, 01:03:30 PM by golfputtputt »
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ddillenger
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« Reply #147 on: February 18, 2016, 05:54:03 PM »
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This is BTS. It's happening at ~920 degrees. Post your modified file and I will make sure all the addresses are correct and sanity check your changes.
Also, you appear to be logging the wrong condition bits for this scenario.
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« Last Edit: February 18, 2016, 05:55:57 PM by ddillenger »
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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!
Email/Google chat:
DDillenger84(at)gmail(dot)com
Email>PM
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phila_dot
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« Reply #148 on: February 19, 2016, 01:34:48 PM »
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This is stock software?
Strange looking logs
Temporarily zero fill KFFDLBTS and log to expose dlambts_w.
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golfputtputt
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« Reply #149 on: February 19, 2016, 06:44:19 PM »
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ddillenger, thanks.
phila: the SW is stock , yes. What looks off about the logs?
things that have been changed currently:
Evaporative system:
CDLDP
CDTES
Secondary air injection:
MSLUB
Catalytic converter DTC:
CDKAT
CWDLSAHK
Diverter valve:
KFSDLDSUA - changed to 0 from 230/200.
THLDUVD - set to 2.5 from 2
Fueling:
LAMFA - First column, last row set to 1.0001 from .9454. 97% column tapered to .8438. 94% column tapered to .8438
TLAFA - set to 0 from 1
KRKTE - set to .08940 (bin forces to.08936) from .10301
What condition bits should I log?
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« Last Edit: February 19, 2016, 06:55:50 PM by golfputtputt »
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