Mazdaedit
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Boosted Kiwi
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From: Y-cat-o NZ
I feel your frustration. It might bu just a single parameter, valid at all ECT and constantly across the cranking cycles. That said, if it is the case, then there must be a parameter or table limiting the decay so that the crank fuel PW don't reach zero!
I will ask a friend at Denso UK if he can give me some hint on this.
Fabrice
I will ask a friend at Denso UK if he can give me some hint on this.
Fabrice
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From: Europe
Would be nice to "mark" them anyway, so I can experiment further. What happens with them when you double their values?
Fab
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Have not tried doubling
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From: South Wales, UK
Picking up on an earlier post and in case anyone else is interested in stand alone logging with the OpenPort, I have managed to get it working properly and outputting this:
Attached is the logcfg.txt file I am now using, though could do with someone verifying the absolute load figures. They look like load, smell like load etc.
The code looks like this;
I have taken absolute load and MAF voltage from mode 0x22 (manufacturer specific) as they didn't seem to return useful data when interrogated on mode 0x01. Also, the occasional corruption when moving columns about is due to the AFR/Equivalent ratio - this is a 4byte/word (32bit) PID, the first two bytes being the ratio we want and the second the O2 sensor current. For some reason if you do not set the databits command to read the whole PID then corruption will result if the parameter is not in the right place in the logcfg file. It seems this needs to be at the end but before 0x44 - commanded ratio.
Hopefully I am not unnecessarily repeating anything and someone might find this useful - I couldn't find a working file anywhere so thought I would share the results.
Cheers!
Phil
Attached is the logcfg.txt file I am now using, though could do with someone verifying the absolute load figures. They look like load, smell like load etc.
The code looks like this;
Code:
type=obd protocolid=6 ; ISO15765 paramname=Throttle mode=0x01 paramid=0x11 databits=8 scalingrpn=x,0.3921569,* paramname=Speed mode=0x01 paramid=0x0D databits=8 paramname=RPM mode=0x01 paramid=0x0C databits=16 scalingrpn=x,0.25,* paramname=Load_Abs mode=0x22 paramid=0x43 databits=16 scalingrpn=x,0.39063096,* paramname=Load_Calc mode=0x01 paramid=0x04 databits=8 scalingrpn=x,0.3921569,* paramname=MAF_Volts mode=0x22 paramid=0x1177 databits=16 scalingrpn=x,0.00024414062,* paramname=MAF mode=0x01 paramid=0x10 databits=16 scalingrpn=x,0.01,* paramname=STFT mode=0x01 paramid=0x06 databits=8 scalingrpn=x,0.78125,*,100,- paramname=LTFT mode=0x01 paramid=0x07 databits=8 scalingrpn=x,0.78125,*,100,- paramname=IAT mode=0x01 paramid=0x0F databits=8 scalingrpn=x,40,- paramname=ECT mode=0x01 paramid=0x05 databits=8 scalingrpn=x,40,- paramname=AFR1 mode=0x01 paramid=0x34 databits=16 scalingrpn=x,0.0000305,* paramname=COM_AFR mode=0x01 paramid=0x44 databits=16 scalingrpn=x,0.0000305,* ;-------------triggers--------------- ; only log when the engine is running conditionrpn = RPM,0,> action = start conditionrpn = RPM,0,== action = stop ; start logging to a new file on each engine start conditionrpn = RPM,100,>,#RPM,100,<=,&& action = newfile
I have taken absolute load and MAF voltage from mode 0x22 (manufacturer specific) as they didn't seem to return useful data when interrogated on mode 0x01. Also, the occasional corruption when moving columns about is due to the AFR/Equivalent ratio - this is a 4byte/word (32bit) PID, the first two bytes being the ratio we want and the second the O2 sensor current. For some reason if you do not set the databits command to read the whole PID then corruption will result if the parameter is not in the right place in the logcfg file. It seems this needs to be at the end but before 0x44 - commanded ratio.
Hopefully I am not unnecessarily repeating anything and someone might find this useful - I couldn't find a working file anywhere so thought I would share the results.
Cheers!
Phil
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Boosted Kiwi
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From: Y-cat-o NZ
Picking up on an earlier post and in case anyone else is interested in stand alone logging with the OpenPort, I have managed to get it working properly and outputting this:
Hopefully I am not unnecessarily repeating anything and someone might find this useful - I couldn't find a working file anywhere so thought I would share the results.
Cheers!
Phil
Hopefully I am not unnecessarily repeating anything and someone might find this useful - I couldn't find a working file anywhere so thought I would share the results.
Cheers!
Phil
Last edited by Brettus; Apr 8, 2014 at 01:43 PM.
if it helps you, linked below is a recording of a log from my rx8 on an iPad app (DashCmd), at about 30sec in it shows load with the engine at idle.
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Hello mate, good to hear from you - I was going to PM this over but you have found it anyway 
What's with that load value - it doesn't seem to change from 36%? Both calculated and absolute load should be fluctuating
What's with that load value - it doesn't seem to change from 36%? Both calculated and absolute load should be fluctuating
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From: Europe
Amazing, I ordered the Tactrix Openport 2.0 yesterday morning (they're based in SF, Ca), paid by Paypal. Left yesterday from their premicies, and is already, right now, arrived in France. Apparently delivered tomorrow before noon to me, in Belgium...
Fabrice
Fabrice
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From: Y-cat-o NZ
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If you do find the right map , could you let us know please .........
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Thanks Brettus,
I'll have a look at them. And anything I fiund on top of what you have identified, I'll share.
That said, I'm not sure I have access at the parameters that have not been identified, as I have a "personnal" version of MazdaEdit. I'll clarify this with Epifan, and maybe negociate the access to the hidden tables.
Cheers,
Fabrice
I'll have a look at them. And anything I fiund on top of what you have identified, I'll share.
That said, I'm not sure I have access at the parameters that have not been identified, as I have a "personnal" version of MazdaEdit. I'll clarify this with Epifan, and maybe negociate the access to the hidden tables.
Cheers,
Fabrice
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Brettus,
Did you notice how there are 2 areas where the OMP injection is lower than neighbouring cells : 1500-2500 RPM 50-75% load and 3500 - 6000 RPM medium loads. It looks to me as if they reduced these 2 areas because they have a big weight in the emission drive cycle... I don't see any other reason for a "peak" at 3000 RPM. Unless 3000 RPM is a particular engine speed in terms of vibrations inside the engine (resonant frequency of the apexes??).
Fabrice
Did you notice how there are 2 areas where the OMP injection is lower than neighbouring cells : 1500-2500 RPM 50-75% load and 3500 - 6000 RPM medium loads. It looks to me as if they reduced these 2 areas because they have a big weight in the emission drive cycle... I don't see any other reason for a "peak" at 3000 RPM. Unless 3000 RPM is a particular engine speed in terms of vibrations inside the engine (resonant frequency of the apexes??).
Fabrice
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From: Essex, England
Going to attempt to join the party once I have fought up on all this chat.
I have the software and have made a few small changes.
This may have been mentioned but can anyone tell me the difference in the log files between AFR and COM_AFR. I am guessing one is the target AFR (COM_AFR) the map is trying to reach and the other is the actual AFR (AFR) that the Lambda is seeing?
Would this be correct or am I way off
I have the software and have made a few small changes.
This may have been mentioned but can anyone tell me the difference in the log files between AFR and COM_AFR. I am guessing one is the target AFR (COM_AFR) the map is trying to reach and the other is the actual AFR (AFR) that the Lambda is seeing?
Would this be correct or am I way off
Hybrid Greddy Boosted
Joined: Jul 2013
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From: New Zealand
Bringing up the fan temp discussion again...
My car is a JDM with a New Zealand flash from January 2013.
Original fan settings:
Radiator Fan 1 Temp A: 97
Radiator Fan 1 Temp B: 97
Radiator Fan 2 - Vehicle Speed: 10
Radiator Fan 2 Temp: 101
nycgps, not sure what Temp B setting does, but I wouldn't be setting it to 0 unless you understand that it's not going to cause any temp issues. To play it safe I'd be leaving it the same as Temp A as per original flash.
Racing Beat have documented a recommendation to have Fan 1 Temp A at 87 and Fan 2 Temp at 97. Based on this I'll be using the following values:
Radiator Fan 1 Temp A: 87
Radiator Fan 1 Temp B: 87
Radiator Fan 2 - Vehicle Speed: 10
Radiator Fan 2 Temp: 97
My OBD2 coolant temp seems to plateau at 84 after warm up and during highway driving, indicating the thermostat cracks open here. Seems sensible to have fan 1 come on at least a few degrees above this so its not working while the thermostat is not fully open.
My car is a JDM with a New Zealand flash from January 2013.
Original fan settings:
Radiator Fan 1 Temp A: 97
Radiator Fan 1 Temp B: 97
Radiator Fan 2 - Vehicle Speed: 10
Radiator Fan 2 Temp: 101
nycgps, not sure what Temp B setting does, but I wouldn't be setting it to 0 unless you understand that it's not going to cause any temp issues. To play it safe I'd be leaving it the same as Temp A as per original flash.
Racing Beat have documented a recommendation to have Fan 1 Temp A at 87 and Fan 2 Temp at 97. Based on this I'll be using the following values:
Radiator Fan 1 Temp A: 87
Radiator Fan 1 Temp B: 87
Radiator Fan 2 - Vehicle Speed: 10
Radiator Fan 2 Temp: 97
My OBD2 coolant temp seems to plateau at 84 after warm up and during highway driving, indicating the thermostat cracks open here. Seems sensible to have fan 1 come on at least a few degrees above this so its not working while the thermostat is not fully open.
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Boosted Kiwi
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From: Y-cat-o NZ
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I modified my Base Crank Fuel map today. The car now starts 10 x better. So much so I decided to go and use it for professionnal commute today, so confident I was in its new map. 
The original map is crap and makes absolutely no sense, with huge steps instead of a degressive fuelling as a function of ECT.
Fabrice
The original map is crap and makes absolutely no sense, with huge steps instead of a degressive fuelling as a function of ECT.
Fabrice
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Boosted Kiwi
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From: Y-cat-o NZ
I modified my Base Crank Fuel map today. The car now starts 10 x better. So much so I decided to go and use it for professionnal commute today, so confident I was in its new map.
The original map is crap and makes absolutely no sense, with huge steps instead of a degressive fuelling as a function of ECT.
Fabrice
The original map is crap and makes absolutely no sense, with huge steps instead of a degressive fuelling as a function of ECT.
Fabrice
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Boosted Kiwi
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From: Y-cat-o NZ
I modified my Base Crank Fuel map today. The car now starts 10 x better. So much so I decided to go and use it for professionnal commute today, so confident I was in its new map.
The original map is crap and makes absolutely no sense, with huge steps instead of a degressive fuelling as a function of ECT.
Fabrice
The original map is crap and makes absolutely no sense, with huge steps instead of a degressive fuelling as a function of ECT.
Fabrice
On my s2 I get a rare long crank that might be at a particular ECT. It never happens when the engine is cold, or hot, but somewhere in between. Something like if it is hot and I leave it for 5-15 min I have a chance of a long crank. Otherwise it starts quickly, cold, hot or even restarting after not fully warming up.
Last edited by blu3dragon; Apr 11, 2014 at 01:24 PM.
