stalling issues
#61
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Please no more off topic comments.
Well, I do understand not wanting to disclose things when you invest time and effort to try ALOT of different things and then find a solution to an issue and then people are asking for all that effort. I just want to say thanks to all 3 of you for being kind enough to share and post the info. I am going to try some of those changes over the weekend and observe the results and will report back next week sometime.
Much thanks.
Much thanks.
Your welcome. Hopefully it works/helps you out.
#62
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I ended up doing the following:
Mivec changes
------------------
3.6, 4.2 and 4.8 in the 500, 750 and 1000 RPMs and in the 10-40 load range and it seems to have cured the severe IDLE drop and stall issue with the AC on full blast while putting the clutch in and coasting to a stop...regardless of RPM
3 High octane ignition maps
-----------------------------------
I also just used 8* timing in the 0-1000 RPMs and in the 0-40 load columns on all 3 high octane ignition maps.
My only concern is running mivec intake advance in those cells...can it impact other parts of the tune? The idle is a tad rough, and I have bumped up the timing 3* in the 3 high octane ignition maps...but it doesn't seem to make a difference, plus I don't want to advance mivec and timing too much in combination and cause issues...if it could.
Any thoughts...?
Mivec changes
------------------
3.6, 4.2 and 4.8 in the 500, 750 and 1000 RPMs and in the 10-40 load range and it seems to have cured the severe IDLE drop and stall issue with the AC on full blast while putting the clutch in and coasting to a stop...regardless of RPM
3 High octane ignition maps
-----------------------------------
I also just used 8* timing in the 0-1000 RPMs and in the 0-40 load columns on all 3 high octane ignition maps.
My only concern is running mivec intake advance in those cells...can it impact other parts of the tune? The idle is a tad rough, and I have bumped up the timing 3* in the 3 high octane ignition maps...but it doesn't seem to make a difference, plus I don't want to advance mivec and timing too much in combination and cause issues...if it could.
Any thoughts...?
#63
I ended up doing the following:
Mivec changes
------------------
3.6, 4.2 and 4.8 in the 500, 750 and 1000 RPMs and in the 10-40 load range and it seems to have cured the severe IDLE drop and stall issue with the AC on full blast while putting the clutch in and coasting to a stop...regardless of RPM
3 High octane ignition maps
-----------------------------------
I also just used 8* timing in the 0-1000 RPMs and in the 0-40 load columns on all 3 high octane ignition maps.
My only concern is running mivec intake advance in those cells...can it impact other parts of the tune? The idle is a tad rough, and I have bumped up the timing 3* in the 3 high octane ignition maps...but it doesn't seem to make a difference, plus I don't want to advance mivec and timing too much in combination and cause issues...if it could.
Any thoughts...?
Mivec changes
------------------
3.6, 4.2 and 4.8 in the 500, 750 and 1000 RPMs and in the 10-40 load range and it seems to have cured the severe IDLE drop and stall issue with the AC on full blast while putting the clutch in and coasting to a stop...regardless of RPM
3 High octane ignition maps
-----------------------------------
I also just used 8* timing in the 0-1000 RPMs and in the 0-40 load columns on all 3 high octane ignition maps.
My only concern is running mivec intake advance in those cells...can it impact other parts of the tune? The idle is a tad rough, and I have bumped up the timing 3* in the 3 high octane ignition maps...but it doesn't seem to make a difference, plus I don't want to advance mivec and timing too much in combination and cause issues...if it could.
Any thoughts...?
#65
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Cool, yeah I was reading that MIVEC tuning thread. I don't think I want to go that aggressive in some of those cells, looked like they were running 13+ intake advance in some of those idle cells.
Last edited by Smoothgangsta; Sep 2, 2010 at 05:03 PM.
#70
Evolved Member
The timing "hole" that Jay posted is a well proven technique, however I would suggest setting the 0-10 load and 0rpm to 8* to help when cranking, rather than 20* which may give the starter a hard time.
#72
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I have those same seals in mine also. Mine were actually good when I had them checked about 1 month ago...but since the throttle body was out I had them replaced as added insurance since I have a higher mileage car.
#73
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I'm pretty sure the ECU automatically has a pre-determined timing value for cranking. Usually 5* if memory serves me. When the ECU see's power on the starter input wire it locks the timing value. It would be nice to actually know where this parameter is for ECUFLash. Might be handy for E-85 guys. I had the 5* issue when I first installed the Evo8 ECU in my 1G dsm and accidentally had the starter wire getting power (or ground, cant recall) and timing was locked at 5* I think. Its in my 'Evo8 ECU in a 1G works' thread somewhere.
Last edited by Jack_of_Trades; Sep 4, 2010 at 12:58 PM.
#74
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Well, all of a sudden, the rough idle is back. It'll be normal for a little while when I stop at a red light for instance, then it'll go rich (12-13 afr) and climb up to ~1200rpm, then suddenly go full lean (21 afr on my ZT-2) and dip down to 2-300 rpm. If I give it 3 seconds or so it'll gradually climb back up to it's regular idle (1000 rpm).
Any suggestions? While I had my boost leak I had the idle running in closed loop and it was fine, if that helps out any.
Any suggestions? While I had my boost leak I had the idle running in closed loop and it was fine, if that helps out any.