As I mentioned in the PM - I don't think there's anything more to learn. I completely shifted my brain into neutral after getting hung up on the misinformation and completely overlooked the elephant in the room.
You sure have some cool toys available to you. The idea of using a FLIR to identify header temps / cylinder balance never crossed my mind but it seems there are some relatively affordable pieces available now that are made to attach to a smartphone.
Actually, the best use for FLIR is in finding electrical faults. Go after the hot spots.
Had to gather all these unique tools because of the pressed-on cam lobes in both gm and fords that used to slip during an overheat scenario, leaving me with an unknown cam duration and timing mystery with the difficulty of proving it to the customer. They both later fixed the cheap, hollow cam issue, but I had the burden of proof for warranty validation. Ford misfire data was unavailable, also. The pressure sensor helped me find the faulty cylinder cam lobe. A cylinder pressure waveform vs MAP sensor readings would tell one what the cam and valves are doing.
Here is a link that teaches cylinder pressure waveform interpretation. It is very good.
http://autoditex.com/page/cylinder-p...nsor-64-1.html
There is a PDF download button on that page. The pressure transducer is far more useful than the FLIR. Get it first, I say.
Here is a waveform breakdown pictures with various scenarios. broken valvetrain items, vvt engagement, etc.
https://www.automotivetestsolutions....ts-page-1.html
if you are programming for a camshaft combo, this should help with the plotting and planning of injector on/off times, I hope.
Last edited by vilefly; 02-01-2019 at 02:35 AM.
NOTE:
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Kur4o: Appolgies, I could have pm'd you but if you're like me, I don't seem to get notifications of mail.
I'd like to bring to everyone's attention that I've seen the freaky injection PW issue again.
I used to reflash with EEHack 4.70.
On several occasions I've flashed with Kur4o's version 4.92 (December) and earlier versions.
I reflashed recently and have seen the differing PW issue again. Reflashed with 4.7 and it's gone away.
The car ran fine so I think it's a logging or reporting issue rather than a PCM issue and the log shows the issue when viewed in either version.
On suspiscion of this issue I've rechecked my EOIT timing test and the issue is showing up on that log.
On the two attached images you can see the differences on the IPW
I feel this invalidates my test. Has anyone reproduced or seen this?
I've replaced the PCM and reflashed with EEHack 4.70 without issue.
Mitch
'95 Z28 M6 -Just the odd mod.
'80 350 A3 C3 Corvette - recent addition.
I have had some time to mess with eiot in eehack. Before I was getting the big cam problems strong fuel smell showing lean when you can tell it wasn't ect. So adjusting my eoit down 5* at a time I noticed my AFR going more rich so i kept repeating the steps till I seen no change in the AFR. now it shows it is rich and removing fuel witch the wideband conferms that it is rich. I ended up at 146 on the eoit. Less fuel smell and better response. Now my ve table is not that great it's red all over in the cells in the analyzer. Very happy with the outcome so far just need more tuning
Thanks for reporting your results! Assuming you were going by the eehack slider values in degrees, 146 would be a value of 0x1a in the table?
I'm curious to see what develops as you start to remap your VE table.
Yes that should be correct but I will check on that number and post it. Yes the ve tables should be fun lolOriginally Posted by spfautsch
I'm currently working on my tune trying to basically do the same thing you just did and god am i lost. I'm running a 60123 from lunati worked out my eoit needs to be right around that same 146 area but i know nothing about hex like at all. I'm using eextrav0[1].001[mod_v0005_03_02]v6_1.xdf or so it says. What in the world do i enter? Any help?
smart enough to feel stupid
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