My 87 toyota supra hardware build

[via]

I still haven't had any luck with emstudio giving me valid logs. I specifically set a number of data logs to keep to see if that made a difference. The log directory is filled with files, but the sizes are more or less all the same. I watched one grow and then stop growing at the same size as the rest.

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I'll compile it on fedora and see if I do any better.

So in the meantime I have a non-emstudio log. Once I get emstudio logging working it won't continue.

In the log the only sync losses I see are at the beginning and end of cranking. Yesterday I could have sworn the number incremented during cranking, but that hasn't happened yet today. If it does I'll get it.

Is that amount of flutter in the sensors during cranking acceptable?
Also, regarding BRV fluctuations, it is my understanding it are sampled to be able to compensate for changes in battery voltage. However, since all the sensors are powered off 5V switched from the ECU, why is that necessary? It almost seems to me like the sensor deviation flutters the opposite of BRV during cranking. Of course I might be completely wrong and my 5V supply is fluttering too.

Also, cutecom built fine.


EDIT: I totally forgot to attach. Attaching now, along with another one.

[Fred]

Noise bad, cause discussed in IRC, and on the phone, via can explain the fix(es) if they/it work(s).

BRV is important because it defines the correct pulse widths for both coils and injectors. This is SUPER important, as is the matching data, one of which you're well on top of (dwell).

Re EMStudio, try dev and unstable branches (possibly the same hash on each) as master is usually out of date (assuming you're using master).

Nice talking to you! :-) Next time, though, plug in some headphones, it's super distracting listening to your own voice lagging reality ;-)

EDIT: added screeny of the behaviour described above:



Fred.

[via]

I've changed the wiring so that all the sensor grounds come straight back to the ecu, where it is shared with the ecu power supply ground. I've also changed the power supply ground from the battery ground to the lower manifold, right next the head. There aren't a lot of good places directly on the head, I can try to make it work if its necessary. I have confirmed there are two battery ground straps, one to the block, one to chassis.

With that, the first log below is after changing that. Its better, still not 100% clean. Not sure whats going on with IAT at the beginning there. Is that clean enough to continue?

Second attachment is after also changing the sync confirmation settings. Seems to me that its looking correct, and I have ok to schedule during all of cranking. I'm going to start wiring up ignition now.

[Fred]

Perfection is possible, but you don't need it. IAT and CHT and TPS have single bit jitter, which is OK enough.

MAP never reads any significant vacuum, but this is quite likely until it fires.

BRV, if accurate, tells me you need to keep that sucker on charge/warm :-)

It should start, even if it has to crank for a second each time. With time you can improve the setup :-)

Fred.

[via]

I've wired up the ignition, and went at it with a timing light. I do get flashes at what appear to be the correct 10ish degrees, so I think its right, but its hard to tell. I'll do it again tomorrow when I have more light. In other news I incorrectly connected the fuel pump, so I'll have to fix that.

However, something is happening that I cannot explain, and is scaring me a bit. I have attached the log of one such occurance. During cranking, it seems like it gets sync, then fires a coil. When this happens it makes a noise as if its trying to start. This happens with or without fuel pressure, and the fuel injectors are connected to nothing, so I don't see how this can happen -- there should be no fuel. In addition to sounding like it might catch, it makes a pretty horrific noise (but not loud like a backfire), along with a puff of air coming out the intake. This is visible as the massive MAP spike in the log. It seems like the engine wants to stop turning around this time.

I'm hoping you might be able to tell me what is happening here. My first guess is thatfor some reason the intake valve is opening during compression for some reason. Is it possible to determine which cylinder is TDC when this happens? The reason I said last night I was planning to do a rebuild was I have slightly low compression in #4, and believe it to be piston ring failure due to a failed wet compression test, but maybe a valve is sticking instead?

I'm a little afraid to continue trying to crank until I figure out whats going on.

EDIT:
After looking over the differences in wiring between the '87 and '90 supra, and reading over forum posts, I think that the cold start injector is wired to fire when it is cold and cranking regardless of the ecu input -- the ecu input is to prolong the pulse if its really cold. So after talking with malcom2073, it was probably backfiring, combined with fuel from the csi. I'll disconnect it completely and repeat tomorrow.

[via]

In addition to the small fueling problem, I believe I'm 180* off on the cam wheel. Looks like I may have chosen the wire that triggers on #6 tdc instead of #1. Instead of changing the wiring, could I just change the decoderoffset? Would 360* be appropriate?

[Fred]

Ouch re cold start injector! Definitely stop cranking until you disable that. Your rods and head gasket are in danger until then.

Re timing, there is no correct place for the CAS unit, nor a correct sensor to use. Your job is to find the correct decoder offset by trial and error WITHOUT fuel present. With the timing light on cylinder one's lead, you should get flashes at whatever the firmware is using, or close to it. If you can't see the notch at first, change by half of your decoder total angle, etc. Does that make sense?

Fred.

[via]

Because of the wasted spark setup, won't it show the correct timing even if its off by 180*? Since both 1 and 6 will fire at the same time. I'm pretty confident that I picked the cam sync that triggers at #6 tdc. I just want to verify that in this case half the decoder angle is 360*, right? Because one full cam turn is 720 crank degrees.

[Fred]

Each correctly configured output will fire once every 360 degrees, or twice per decoder cycle, in your case. Due to this changing your offset by 360 will make exactly no difference. Until you eventually go COP/Sequential... :-) So if it's wrong, change by either what you think is good, or 180 to find the mark at all.

[Fred]

Or your config if that's at fault. I've not checked yet, sorry.