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Asking for a friend...
Anyone have any experience with the new CA smog test that checks in case the ECU has been modified - is it good enough to re-flash the base map, or is there some procedure required to uninstall Mazdaedit completely?
Some dangerous behaviour I've noticed recently that *might* be related to MazdaEdit.
There are 3 ECUs that I know of atm. ECU 1 runs software partnumber A, ECUs 2 and 3 run software partnumber B.
All ECUs have been reflashed by same original Tactrix cable.
ECU 1 has been reflashed about 100 times or so, then it started popping up a random P0601 DTC. It would pop up under WOT/high load/medium or high rpm.
No fix was found, despite all efforts of flashing other tunes/factory tunes/PCM reset via Forscan etc) and a replacement ECU was sourced.
ECU 2 has been the replacement for ECU 1, and it has been reflashed about 30-40 times so far. No issues so far and plenty of driving was done.
ECU 3 has been reflashed ONCE and during the first drive(literally minutes) after reflash DTC P0601 popped up. Reflashed to another tune, code cleared but the car wasn't driven much since the first occurence.
When DTC P0601 shows up, the gas pedal goes dead, the car idles at 2000rpm(under ECU 1/software partnumber 1) or 1500 RPM (ECU3 with software partnumber B), will not accelerate but will not die either. You could even drive along in 6th gear at 2000RPM with no other limitation whatsoever. Masking the DTC does nothing - lol - great use-case here. After replacing ECU 1 with ECU 2 the car drove perfectly so I'd say for sure there is nothing wrong with the rest of the car.
At this point I believe that once P0601 pops up once there is no running away from it. Replacing ECUs is also a pain if the replacement doesn't have the same SW partnumber on it.
It could be that checksums are not perfectly computed for every single value you can enter in ME or the slightest glitch or electrical poor connection can trigger this. I'm not talking about yanking on cables or jumping around with the laptop, I sit still as dead during writing of tunes.
I could test on ECU 1 to see what happens if CAN wires are cut during reflashing; after all that ECU is now a paperweight.
I also believe that a complete ECU wipe with Mazda IDS(service tool) might clear this issue for good - but I don't know where to grab one.
Any ideas? Is the flash memory that sh***y and can die off anytime ?
Open the (can) logger.
select external sensors.
then "Configure sensors"
If your sensor isn't displayed, you may need to install the sensor software. in my case, i needed to install innovate sdk to log the scg-1 boost/afr gauge.
I'd like to compare measured AFR with target AFR in my logs and therefore want to determine the target AFR the ECU aims for at a given moment. I understand from the the tables this value depends on rpm and load. Now the problem I have is, that i can get 2 "laod" values via OBD2. "Calculated Engine Load (OBD) (%)" and "Absolute Engine Load (OBD) (%)". Which one of those 2 is the one thats used by the ECU to calculalate target AFR?
Ultimately all that matters is the output AFR value in open loop mode. You will be better served focusing solely on that than all the esoteric hubbub. Unless you just enjoy unnecessary make-work for yourself. Then you can follow Alice down the rabbit hole and become a Mad Hatter.
Ultimately all that matters is the output AFR value in open loop mode. You will be better served focusing solely on that than all the esoteric hubbub. Unless you just enjoy unnecessary make-work for yourself. Then you can follow Alice down the rabbit hole and become a Mad Hatter.
.
I get the point, but I think this what I try to do. I made a WOT log to compare actual AFR with target AFR.. To calculate target AFR I copied the Open Loop table from mazdaedit to a spreadsheet and used a matrix extrapolation to calculate AFR with input values of rpm and load as suggestetd by user carbonRX8 in this thread (42): https://www.rx8club.com/series-i-eng...-169597/page2/
Of course I could just set the values to the same safe number but I thought this method is more elegant. Still I'd need to know what the correct load-value is to calculate target AFR by this process. The difference is not huge but there is no reason to use a wrong variable here...
I'd like to compare measured AFR with target AFR in my logs and therefore want to determine the target AFR the ECU aims for at a given moment. I understand from the the tables this value depends on rpm and load. Now the problem I have is, that i can get 2 "laod" values via OBD2. "Calculated Engine Load (OBD) (%)" and "Absolute Engine Load (OBD) (%)". Which one of those 2 is the one thats used by the ECU to calculalate target AFR?
I tried to use commanded AFR in my tuning process but very quickly decided it wasn't helping me and never looked at that parameter ever again . Hundreds of tunes later .... I'm glad I never went down that "rabbithole".
It would be much more beneficial to you to to gain an understanding of the difference between calculated load and absolute load. Have a read : https://www.rx8club.com/series-i-eng...erride-248857/
I tried to use commanded AFR in my tuning process but very quickly decided it wasn't helping me and never looked at that parameter ever again . Hundreds of tunes later .... I'm glad I never went down that "rabbithole".
It would be much more beneficial to you to to gain an understanding of the difference between calculated load and absolute load. Have a read : https://www.rx8club.com/series-i-eng...erride-248857/
Hi Brettus, thanks for reply! I'm new to this topic but also came to the same conclusion as you many years ago... Commanded AFR is not the target AFR.
If I understand your post correctly, the OBD parameter "calculated load" represents the maximium calculated load. So the load I'd be looking for for AFR target calculation would be "absolute load", that correct?
I'd like to compare measured AFR with target AFR in my logs ...
Micro,
Comparing target AFR to actual AFR is a prudent pursuit. By doing so you can adjust target AFR with a view to optimizing actual AFR. The method I've found to be effective is to utilize a separate AEM wideband O2 sensor and gauge to measure actual AFR, and the M/E open loop tables to track target AFR. By using a process of correlating these two... an iterative process c/b used to converge on optimized AFRS across the RPM range.
Note: Utilizing the AEM wideband O2 is also advantageous b/c the minimum AFR that M/E records is 11.1 IIRC.
Comparing target AFR to actual AFR is a prudent pursuit. By doing so you can adjust target AFR with a view to optimizing actual AFR. The method I've found to be effective is to utilize a separate AEM wideband O2 sensor and gauge to measure actual AFR, and the M/E open loop tables to track target AFR. By using a process of correlating these two... an iterative process c/b used to converge on optimized AFRS across the RPM range.
Note: Utilizing the AEM wideband O2 is also advantageous b/c the minimum AFR that M/E records is 11.1 IIRC.
What I try to accomplishe for now is to scale the MAF sensor, so actual AFRs come closer to the target. I do not have a seperate widebad O2 sensor and must rely on the OEM sensor for the time beeing.
I followed the approach by carbonRX8 and copied the AFR table from mazdaedit to a spreadsheet using rpm and load to interpolate target AFR with input of rpm and load from the map. By comparing the two values I generate a correction for the MAF scaling.
How is the AEM wideband O2 sensor superior to the OEM O2 sensor? In my opinion one problem of the whole method is that I do not trust the data of one sensor (MAF) and correct it by trusting the data of another sensor (O2) which could also be off, or is this thinking stupid?
What I try to accomplishe for now is to scale the MAF sensor, so actual AFRs come closer to the target. I do not have a seperate widebad O2 sensor and must rely on the OEM sensor for the time beeing.
I followed the approach by carbonRX8 and copied the AFR table from mazdaedit to a spreadsheet using rpm and load to interpolate target AFR with input of rpm and load from the map. By comparing the two values I generate a correction for the MAF scaling.
How is the AEM wideband O2 sensor superior to the OEM O2 sensor? In my opinion one problem of the whole method is that I do not trust the data of one sensor (MAF) and correct it by trusting the data of another sensor (O2) which could also be off, or is this thinking stupid?
Yes, you're thinking correctly...you need to calibrate your MAF first in order to have any possibility of properly tuning OL AFR. You will need to rely on the O2 sensor to do this.
I don't know that the WB O2 is more accurate, but as stated above it will generate AFR values below 11.1. Since M/E via the NB O2 will not...., you're blind, I.e. guessing, below that threshold, and forced into the undesirable position of tuning OL AFR in a narrower and leaner range.
I get it. Values that rich are not relevant to me as I run NA.
Still there might be a thing you can point me in the right direction. What I did so fare was the AFR comparing method in the WOT are (from 4000rpm an) and looking at fuel trims below that in CL. I do preference the AFR method and I'm thinking to apply it from lower rpms onward. Forcing the ECU into OL is easy, still there are these throttle enrichment maps and I guess that would make my "target AFR-calculation" incorrect.
If I "zero-out" these tables and set a constant safe AFR value in all OL maps (let's say 11,4 for NA), I could basicly WOT-log from idle on if put the pedal to the metal and compare measured AFR to 11,4 in this example. Is this an option or do I miss something here?
I geht it. Values that rich are not relevant to me as I run NA.
...
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Originally Posted by miro279
Still there might be a thing you can point me in the right direction. ... there are these throttle enrichment maps and I guess that would make my "target AFR-calculation" incorrect.
If I "zero-out" these tables and set a constant safe AFR value in all OL maps (let's say 11,4 for NA), I could basicly WOT-log from idle on if put the pedal to the metal and compare measured AFR to 11,4 in this example. Is this an option or do I miss something here?
Being turbo'd my primary concern was fuel enrichment for higher load regions ...so I have tuned via VE and OL fuel maps only. Also played a bit with throttle response map. I'm not 100% certain how the throttle enrichment and other maps play in the AFR algorithm calculation. . So, uncharted territory for me...haven't touched them.
Can someone tell me how these maps work? I'd like to diable fuel enrichtment for calibration reasons, can someone point me in the right direction how to do this? I also found a map, called "WOT Fuel? 2" that might be interfering with target AFRs, does anyone know what this map is about?
The enrich map is only referenced by ecu when the value on the fueling map is higher than the value on the enrich map.
The WOT fuel map ... have not played with that one nor seen any need to.
Does anyone have a stock S1 tune (.hex file) for MazdaEdit? When I bought MazdaEdit I found multiple DTCs were disabled on my car so someone was there before me. I don't know what else they messed with but I'd like to investigate.
I found an old link someone linked to Google Drive but it doesn't work anymore.
Specify your calibration such as N3ZHEC0001EH6060. I have a few stock files, but these vary a lot depending on which continent the car was sold in.
And while I am at it, I have been trying to find the IAT vs ECT vs Ign timing retard map in a S1 tune. It surely exists, but no ideea where...
It should look like this:
Last edited by ciprianrx8; 10-13-2022 at 02:31 AM.
Specify your calibration such as N3ZHEC0001EH6060. I have a few stock files, but these vary a lot depending on which continent the car was sold in.
And while I am at it, I have been trying to find the IAT vs ECT vs Ign timing retard map in a S1 tune. It surely exists, but no ideea where...
It should look like this:
Appreciate the help! I have N3Z2EU00013H6020, do you think N3ZDEH00013H6020 would be close enough?
Edit: Nevermind, I did a stare and compare and they're identical (except for the stuff I changed). Thank you again!
My first successful attempt at creating a map in ME: wideband o2 sensor scaling. I noticed some calibrations have it mapped out, some don't. Bad luck had it that mine didn't, so I did some sniffing around and came up with this:
All the info I got is up above. Now why would I even be interested in this? I'm not - but it served as training camp for greater and better things. Couldn't find any damnned info on how to create a plain 2D map in ME but now I figured it out.
And why am I sharing this? Hopefully someone else who knows bits better than me will map out more out of our ECU.
LE: snooped around some more and I think this is the table that sets OMP flow during cold starts, or at least it serves as a base and there is a correction somewhere. Have to do some cold/hot starts to be sure.
Also, what might this be ? Looks interesting but can't make head or tails of it:
Last edited by ciprianrx8; 10-28-2022 at 04:32 PM.
11-22-2021, 06:16 PM
You will need to rely on the O2 sensor to do this.
. So, uncharted territory for me...haven't touched them.
