Okay so...

Setup:
DEK, JWT S1, 82mm MAF, e-Manage Ultimate, yada yada...
MAF is scaled and injectors are setup for 12.8-13.0 AFR @WOT.

Having some issues with this car. Was running PERFECT last weekend.

Now all of a sudden it will not rev past 6,200 RPM. Datalogs show it loses injector signal completely and starts breaking up. Ignition timing also is abnormally high. The tuner I worked with last Saturday said the cam angle sensor may be giving faulty timing readings and also causing issues with the rev limit. The FACTORY fuel cut is 6,550 so it should at least be revving out to that.

Any ideas on this cam sensor theory? Or at all?

 

- Are you extending the rev-limiter and intentionally dumping fuel around 6200?
- What DC are your normally hitting at 6500?
- is the tach reading matching up with the EU reading?
- what voltage is the MAF putting out from 4-6500 under full load

I've had really odd things happen with the timing if even a single cell is causing a brief 11.0 or < enrichment - never wouldn't wind out though.

 

No fuel is being dumped at that point, I'm still pulling 1ms or so of injector pulse @6200. It's not leaning out on the wideband, AFR is a healthy 12.x. I've tried adding fuel via scaling up the airflow adjustment & adding injector pulse.
I'm not sure on injector duty however it NEVER exceeds 60-65%.
Tach & EU RPM signal seem to be matching up.
MAFv hovers around 4.00-4.2x V.

As far as the timing, it's showing like 40 degrees or so in the midrange

 

Im not of a ton of help here, but injector duty cycle never above 65%?


Even close to redline? What flow are dek injectors 315 ish. that seems very weird. Your on stock dek injectors?

I was getting like 91% DC at 6900 rpm (on stock injectors). Granted my motor is totally diff BUTyou are making great power though.

 

Sounds crank/cam sensor related IMO

I would clean all the sensors and make sure that their bases are clean so the sensors sit flat.

 

More information: Car threw a P0300, my buddy also mentioned it could be cam sensor related since it may trigger random/multiple misses.

 

on my 00vi swapped DE (DE injectors) i'm hitting 70% DC by 5300 rpm, and am 80+ at stock redline FWIW.

Along with cleaning the cam/crank sensors, I'd check the EU connections for the injectors/coils/MAF and the soldered in resistors (if you've got em). Not sure if you've got a separate map controlling the timing - but could it make sense that the voltage output for 5 coils would get screwy if the resistance/firing of one coil has an intermittent issue (not 100% sure on the EU schematic)? I know the coil outputs are based off the cam/crank inputs, but I'm hypothesizing the possibility of a resistance issue that could cause both a misfire and a spiked timing reading.

Aside from it originating from the crank/cam readings - that's all I can think of why the injector and MAF outputs would be fine and that the ECU wouldn't step in and pull timing - i have no idea whether it would explain the earlier rev limit - since it's not pointing at a fuel cut issue and doesn't sound like something is intentionally safeguarding it at that point.

 

I replaced the cam sensor, and my timing readings look correct on the logs. On the EU log, there's three things that I'm looking at.

I/J input duration
I/J output duration
I/J adjustment map

I understand the input & output duration, and can see the relation between those quantities and the values I have on the I/J map, but for some reason, the I/J adjustment map values on the datalog drop off completely when I hit the rev cut. I'm not sure what controls this, so last night I said fck it and ramped up the injector pulse to the point where my AFR dropped to high 10s/low 11s. Afterwards, the car revved out to 7500 smooth as butter.

After some more adjustment, I got the car to run 12.7-13.0 AFR with a dip to like 10.x that lasted a couple hundred RPM. I've never had to do this before even with extending the rev limiter.

Anymore clarification on this would be appreciated.

 

Have to tried to run a NEW eu map? Sometimes mine goes buggy like that and I have to put a new file on there.

 

Never tried, I may end up doing that.

 

yea just make a quick new map and see how it revs then copy over the old info from the maps if it fixes it. if it doesnt fix it just load the old map. it will just take a few minutes.

 

Since the EU rev-extender can only work because the stock ECU injector signal (i/j input) are still pulsing ever so slightly at/after the 'fuel-cut' - all we're doing is amplifying that signal via the adjustment map by adding lots and lots of correction (the ignition signal is still there after the OEM cut). The idea is to figure out what RPM the cut happens, what the i/j input from the OEM ECU is at the cut - and what output duration we had a few hundred rpm before the cut. Then add in correction to get the cut point back up to a similar duration as it was before the cut ( and ideally ramp it up about 100 rpm before the cut to prevent stumbling) so your ms correction will bassically = duration at roughly 6300 minus I/J input at OEM fuel cut. If you weren't adding enough correction at the cut to get it upto the duration levels at say 6300 rpm (should be atleast 10ms of correction IIRC) - then it makes sense that the adjustment will drop proportionately to the input while watching it on the loggers, since your modifying a signal that is really really weak...like not even 1ms of duration. Are we on the same topic?