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Sasha_A80

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  1. I do not see problems with ring spacers in the log. What oil change period and oil level is used ? Motul Excess may provide a reasonable oil consumption up to 5 kkm provided the level is somewhere below max value After that period oil consumption may rise dramatically. That means oil is to be changed.
  2. AVCS is out of sync. Most probably oil control valves are not working properly or not applicable engine oil is used.
  3. Engine Speed (RPM),Manifold Absolute Pressure (Bar),Air/Fuel Learning #1 (%),Air/Fuel Correction #1 (%),Coolant Temperature (�C), Rear O2 Sensor (V),Throttle Opening Angle (%),Mass Air Flow (g/s),Intake Air Temperature (�C),Ignition Timing (�BTDC),Vehicle Speed (KPH), Atmospheric Pressure (Bar),Fuel Injector #1 Pulse Width (ms),Air Flow Sensor Voltage (V),Battery Voltage (V),Accelerator Opening Angle (%), Learned Ignition Timing (�BTDC), Primary Wastegate Duty Cycle (%), Fuel Pump Duty (%), Intake VVT Advance Angle Left (�),Intake VVT Advance Angle Right (�), Air/Fuel Sensor #1 (Lambda),Air/Fuel Sensor #1 Resistance (Ohms) Knocking Correction (�)
  4. EJ255 engine hesitation problem is not usually similar to EJ204. Most often an engine with 150-200 kkm on the clock has broken spacers around the second piston ring. This causes false knock around 1500-2000 rpm. I may tell for sure having applicable logs.
  5. This is not a direct result of the reflash. A new healthy engine will show the same fuel consumption. Most probably you have currently no need to actively play by accelerator to fight 2000-3000RPM engine hesitation.
  6. Immo may be enabled remotely without need to send the original ecu to my location or resoldering chips. Many thanks for testing to Aleksander aka Pajak Wlochaty
  7. This is about the same I used to pay for sending a unit to Poland. I used to declare a gift under the value of about PLN 50-60 for custom purposes.
  8. Did your mechanic share a magic how to help other owners ? Anyway it will be useful to log your car from time to time in order to keep it healthy. The most hard conditions are at city bottleneck driving summer time.
  9. I use to recover from time to time ecu's bricked during official and third party reflash procedure.
  10. I personally failed to find a courier company willing to send electronics to a private person. National Posts usually propose a "fast" 2 weeks delivery for upto 2 kg parcels. I suppose it is very reasonable option under attractive pricing. The fastest turnaround took place when a spare from Lithuvian was sent from Kaliningrad and returned to Poland.
  11. If you never hit accelerator below 3000RPM there is no false knock caused by over advanced camshafts. And IAM and total ignition will be fine. I doubt that somebody has bought Subaru for this driving style. Sure this is not the case for Impreza\Forester owners here in Russia. EJ204 with stock GD9 exhaust shows 130-135 g\sec air flow at redline at current temperature. MY06\07 Legacy shows 140-145 g\sec. Non-stock exhaust or improperly set exhaust camshafts may screw this completely. Digits that are less are the symptoms of a melted primary catalyst ( located after the air fuel ration and a rear lambda sensors). High RPM torque ( and engine power ) together with fuel efficiency are affected.
  12. IAM drops to 0 after the first acceleration... Air flow max 120g\sec does not look good for Impreza GD. It usually takes place for slightly melted primary catalyst for GD's sold in Russia. I could not say for sure for your market. Maybe EJ20F has more restrictive exhaust system from the factory.
  13. Get k-line cable and make some logs of your problem. This give you a chance to make diagnostics in advance. The most common problems are faulty AVCS system and melted catalyst converters. Saying nothing about 2000-3000RPM hesitation.
  14. https://www.drive2.ru/l/6520034/ Hope this helps.. This link is in Russian, pictures and the parameter list is correct. You may try this google translation https://translate.google.ru/translate?hl=pl&sl=ru&u=https://www.drive2.ru/l/6520034/ Unpack ecuExplorer software into a folder, installation is not required. Applicable manual is included. OpenPort2 cable is not supported. Use any K-line or OpenPort 1.3 cable. Alternatively RomRaider Logger may be used with the same parameter list. Extended list may stop logging. 10-20 minutes drive is sufficient. To verify whether catalyst convertor is melted or not 1-2 sec WOT record at 6000-6500RPM acceleration is required. ecuExplorer 1 - Connect the cable to a computer USB port and a car OBD connector. 2 - Switch ignition ON. 3 - Start ecuExplorer 4 - Assing USB serial port to SSM diagnostics 5 - Restart ecuExplorer to connect 6 - Choose applicable data for logging if available, do not choose others Engine Speed (RPM),Manifold Absolute Pressure (Bar), Air/Fuel Learning #1 (%),Air/Fuel Correction #1 (%), Coolant Temperature (°C),Engine Load (%),Rear O2 Sensor (V), Throttle Opening Angle (%),Mass Air Flow (g/s),Intake Air Temperature (°C), Ignition Timing (°BTDC),Vehicle Speed (KPH),Atmospheric Pressure (Bar), Fuel Injector #1 Pulse Width (ms),Air Flow Sensor Voltage (V), Battery Voltage (V),Accelerator Opening Angle (%), Learned Ignition Timing (°BTDC), Rear O2 Heater Current (Amps), OCV Duty Left, OCV Duty Right, Intake VVT Advance Angle Left (°),Intake VVT Advance Angle Right (°), Air/Fuel Sensor #1 (Lambda),Air/Fuel Sensor #1 Resistance (Ohms),Air/Fuel Sensor #1 Heater Current (Amps), Knocking Correction (°) Available parameter list may vary from model to model. 7 - Set applicable folder for log files ( do not use the root folder of a system drive ) 8 - Ins key starts and stops logging. ecuExplorer_20110822.zip
  15. PM sent. I did forget to say that MY08+ cars with Keyless Entry System need some your efforts to overcome immo if the original ecu is not sent for reflash.
  16. EGR system is solely for emission purposes. The problem is that EGR system is not designed properly for EJ engines. EGR flow does not divided equally thru cylinders and ignition timing is not corrected for slow mixture burning due to EGR mixture presence. As a result fuel efficiency is not improved and 4th cylinder is overheated at summer light throttle conditions. Logging\flashing cable is a reworked plain KKL adapter. Schematics will be provided for anyone interested in. Flashing is possible after ecu bootloader is changed on the bench. Romraider logger is not adapted for this reworked cable thus an applicable version of ecuExplorer for logging and free Renesas Flash Development Tool for flashing is provided. I may ask my Poland customers if the wish to send\ to sell a spare ecu's if those ecu's are compatible for particular VIN's. MY08+ ecu's are usually readily available here in Russia, MY10+ is not, MY06+ may or may not be available.
  17. To cure a hesitation problem AVCS settings are to be changed. Factory tune sets intake AVCS to 50 deg advance at 2000-3000 RPM that is a mechanical limit. A brand new engine is able to work properly under this settings. Used ( 80-100 kkm MY06-MY07, 60-80 kkm MY08-MY09, 0-20 kkm MY10 (!!!)) engine will generated sounds that the ecu is considered as knocking. 30-40 deg AVCS max is a primary solution saying nothing that many other settings in knock correction procedure are to be reviewed high mileage engines. Anyway logs are needed after the reflashed ecu is installed for engine diagnostics and before if possible. Usually a secondary air and EGR systems, catalyst and a rear O2 sensor verification are asked to be disabled. In order the engine maybe started on a second hand ecu immo is to be disabled. Immo maybe restored later, there are some options that may need or may not need my assistance as preferred. Hardware modifications are minimal and they are all around knock sensor circuitry, reprogramming and immo ( for MY08+ ). A primary flash bootloader is substituted that OPENs the ECU for further tuning AND LOCKs against official updates. The ecu cannot be destroyed during flash on the bench and later by a customer. Moreover an ecu failed during an official or a third party reflash maybe used as a spare. There is ecu compatibility info that will be provided according to your VIN. Sending to Russia tooks 1-2 weeks each side, the reworked ecu is sent out the next day. There is a number of spare ecu's in Poland at hand my customers have. Thus I believe it is reasonable to send those for rework. As a bonus I will be able to provide those primary owners with immo sync if they wish to restore immo. A cable for logging and flashing together with an applicable software is provided. Verified tunes for your local petrol and LPG are available and maybe corrected later according to logs. Currently the service, cable and shipping costs EU200 per unit, batch orders may not need a cable for each unit sent. Fast snail-mail postage limits a parcel by 2 kG that means 1 or 2 ecu's may be sent at a time. An incoming parcel is not limited. There were 3 GDD\GD9 ecu's max at a time from your country. A reasonable price for a spare ecu in Europe is about EU100 and slightly more here in Russia. The most expensive are ecu's for Forester\Legacy MY10+. Hope this helps
  18. MY06+ AVCS solenoid 10921-AA080 was designed for 100kkm. Pre MY06 solenoid runs 200-300 kkm.. EL154 engine was designed for 100kkm in the whole... 2000-3000RPM engine hesitation coming at 80-100kkm is a child of FHI marketing team. After that mileage YOU ARE TO buy a new car according to FHI opinion.
  19. GOOGLE makes wonders. I am currently able to follow your discussion. Engine hesitation problem is well known here in Russia since a lot of cars has 200-300-400 kkm on the clock. A lot of cars was swapped from EL154 to EJ204\EJ254 engines and was tuned accordingly. Sasha
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