Ems 4 questions | Page 2 | AEM
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AEM_NS
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http://aemelectronics.com/?q
Wichers123
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okay i read through all that

okay i read through all that and i indeed did connect the ground to the cop to the ground lead of the harness thats supplied with the rest of the wiring. should i drop that connection and run ground directly to engine and leave the ground tag line in the harness?

Wichers123
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also usb cable is new

also usb cable is new supplied one from the kit so thats good and my ecu ground is hooked up to battery neg in trunk ecu is under dash. i have one heavy gauge wire mounted to body and to block. i think for sure im getting noise from cop ground side if i understand correct of what i just read that you supplied up there. 

Wichers123
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can you tell me from my log

can you tell me from my log if im out 180? when i crank it cranks then stops like miss fires then cranks if i work the throttle it will start and it runs like its firing at wrong time. i did removed the ground off the ecu circuit and now i can log. also notice that if i look at tps breakpoint if i give more than 16% throttle the breakpoint goes straight to 100%. it has almost no vacuum and if i try to rev over vacuum it starts to cut out and most times kill. the afr data is also correct calibrated to me external wideband gauge.

 heres my log 2017-07-27 2021 PC Log.stf

Wichers123
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adam semi seq.AEM20.01V24.cal
AEM_NS
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You can't be "180 out" (it's

You can't be "180 out" (it's actually 360) for two reasons.  One, the engine starts and runs.  If the timing was 360 out, a sequential ignition engine wouldn't even start.  Two, since you're semi-sequential fuel and ignition, ignition events are occuring at every TDC so it wouldn't matter if you were actualy 360 out or not because you still get a spark every time the piston is at TDC whether it's TDC compression or TDC exhaust.

The timing could be changing due to Timing Errors during cranking.  The only way to know is to log the Adv Pickups channels and watch the timing with a timing light while cranking.  I take it that you synced your timing?  Have you checked while cranking and while the engine is running?  Speaking of Ignition Sync, your sync value should not be more than 24.  Yours is 101.676.  I'd fix this.  Your also triggering off the rising edge of the crank signal.  That's okay so long as you have a good, consistent and fast changing rising edge signal.  FWIW, you typically trigger off the falling edge of a Hall signal.  Check you sensor spec sheet for details on this.  If you change it, you'll need to resync your timing.

For someone who's never done this from scratch before, I'd say you're doing okay.  Vacuum looks fine to me.  You're idling at 45kpa which is very good and would be considered "high vacuum" if you ask me.  In decel, your manifold pressure drops to 20kpa which is a lot of vacuum.  Looks like you've got a tiny stock cam to meand it's pulling a bunch of vacuum.  

Your log shows 10° of timing all the time.  Giving it some ignition advance will make a big difference.  Looks like you need to just start tuning the engine.

BTW the TPS breakpoints is just a live display bug.  It doens't mean anything.

Wichers123
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okay thank you for helping me

okay thank you for helping me understand this. ill look at the sync thing. question the trigger has the missing tooth at tdc and the crank sensor it off to the side i would say 2" of teeth past the missing tooth. would this have any effect on my timing? ive added 20 degrees of timing and it made no difference. the sensor instructions mention on the holley efi to set to rising edge, ive put it both rising and falling and no noticable difference in the way it runs. when i rev it anything over 20% throttle the engine cuts up like its on antilag then dies. turbo spools too. the cams are straight up 270 degree cams. like i said before i understand most of this with some explaination sometimes, i did indeed check while cranking but not running the timing light left and i have since purchased one of my own. i will resync the ignition and report back.

Wichers123
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Okay now I can fre rev all

Okay now I can fre rev all the way to about 4800-5000 rims and then it starts to break up pretty good. Also see trend of while driving it if I hit anyboost at all the engine cuts up and the laptop connection starts acting screwy. Now let me ask can you filter hall sensors for any noise? 

AEM_NS
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How do you know that the

How do you know that the crank sensor is the problem?

jbert999
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Hi. I'm trying to make work

Hi. I'm trying to make work an old abandonned project on a VW MK1 rabbit with a 2.0 L 16V turbo setup with an EMS-4. The new owner told me the car was running...
It actually have mechanical ignition with distributor cap, an unknowed 3 wire high output inductive coil and a 3 wire ignition module. The hall sender on the distributor is not plugged. Is it possible a set up like this could work with the EMS-4 ?

AEM_NS
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Typical forum etiquette is to

Typical forum etiquette is to not tag on a fresh new discussion of different topic to a multi-year old thread. Could you start a new thread please?

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