Cyl # index found
1g and Evo firing order are 1-3-4-2 I believe, so should be good as I'm using 1g disassembly. I aim to see if the knock sum increments are symmetrical across the cylinders, and if not to allow a global tweak per cylinder (have a candidate table already that could be moved to do this).
Some suggest that the 2g firing order did not change but the cam sensor did? I have no idea, I've never even seen a DSM!
Some suggest that the 2g firing order did not change but the cam sensor did? I have no idea, I've never even seen a DSM!
Also, FYI the 95/96 has an inverted CAS from the standard 1g and 2Gb DSMs if I remember correctly, and that was the difference. There was an option in DSMLink to re-invert this signal.
1g and Evo firing order are 1-3-4-2 I believe, so should be good as I'm using 1g disassembly. I aim to see if the knock sum increments are symmetrical across the cylinders, and if not to allow a global tweak per cylinder (have a candidate table already that could be moved to do this).
Some suggest that the 2g firing order did not change but the cam sensor did? I have no idea, I've never even seen a DSM!
Some suggest that the 2g firing order did not change but the cam sensor did? I have no idea, I've never even seen a DSM!
Here, now you've seen a dsm. You can move on now............nothing impressive here.
EDIT: also remember the 1g's have an analog knock board and the 2g and up cars have DSP.
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Thanks all, and dan l, I know what lies under the hood 
I need to work out the interplay between the various loops and interrupts so that the right knock reading would be applied at the right time. OTOH, if you have a hard knock on #1 do you want to leave the other three cyls on their original timing unless they knock? If we can just log it first it will be interesting to see how symmetrical it is. It might imply problems or otherwise on manifold(s) design, coolant distribution, airflow distribution etc, although I'm not expecting it to be like a Subaru
I need to work out the interplay between the various loops and interrupts so that the right knock reading would be applied at the right time. OTOH, if you have a hard knock on #1 do you want to leave the other three cyls on their original timing unless they knock? If we can just log it first it will be interesting to see how symmetrical it is. It might imply problems or otherwise on manifold(s) design, coolant distribution, airflow distribution etc, although I'm not expecting it to be like a Subaru
On a DSM its usually one of the middle cylinders that lets go and usually the middle cyl closest to the timing belt. I'm not sure if Evo's are the same, I've never seen an Evo engine detonated till it failed.
Jscbanks,
The 2g's changed firing order halfway through the generation. I want to say 1997 but may be wrong. Also a 2g ecu will run an evo and and evo 8 ecu will run a 2g. Also a 1g ecu will run a 2g. I don't know if that helps but I'm throwing that out their. Also I have every reason to believe that an evo 8 ecu will run a 1g dsm but have not personally seen it done yet, but will hopefully soon.
The 2g's changed firing order halfway through the generation. I want to say 1997 but may be wrong. Also a 2g ecu will run an evo and and evo 8 ecu will run a 2g. Also a 1g ecu will run a 2g. I don't know if that helps but I'm throwing that out their. Also I have every reason to believe that an evo 8 ecu will run a 1g dsm but have not personally seen it done yet, but will hopefully soon.
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Knock Cylinder Ignition Correction
I am not sure about scaling nor index semantic meaning but the values are trim/adder to final timing advance calculation per cylinder, kind of fine tuning when cylinders differ too much.
Here it comes for 88590015:
Here it comes for 88590015:
Code:
<scaling name="int8" units="units" toexpr="x" frexpr="x" format="%.0f" min="-255" max="255" inc="1" storagetype="int8" endian="big"/> <table name="Cylinder Timing Trim" category="Knock" address="3d16" type="2D" level="1" scaling="int8"> <table name="Cylinder Index" type="Static X Axis" elements="4"> <data>1</data> <data>2</data> <data>3</data> <data>4</data> </table> </table>
Last edited by acamus; Jul 8, 2009 at 05:11 AM.
The disassembly of this defeated me so instead I dumped 36 pages of RAM in 256 byte sections looking for variables that varied in the 0-4 range as the engine was running, taking my hint from DSM disassembly.
I found one that has code related to it which increments on CAS pulses, and varies with RPM, so we count 0,1,2,3 (cyl 1,3,4,2 TDC if same as the DSM which things often are!) for every two engine revolutions.
This will be useful if we want to do something like logging knock sum per cylinder.
I found one that has code related to it which increments on CAS pulses, and varies with RPM, so we count 0,1,2,3 (cyl 1,3,4,2 TDC if same as the DSM which things often are!) for every two engine revolutions.
This will be useful if we want to do something like logging knock sum per cylinder.
you can get false knock with really light flywheels. From what I have been told (by very reliable sources) is that it's caused by the ECU registering too many CAS pulses in a given time sequence.
If we can figure out a way to measure this, that would be fantastic.
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I'm only now doing some reading up on the EVO. With my work on the ralliart I found 4 complete maps for cylinder adjustments and located the variables in the disassembly by looking at that routine.
-Michael
-Michael
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