These are not engine technicians, MoTec good, these guys don't even know what pin is from 86b feed to said 1 in the serial socket.nor what 0.25v ac means on which volt drop...
16:41 ITS ALREADY LEAN! I DID A MOTEC COURSE MID 90'S, AND IT WAS ALL ABOUT inHg, not microsoft.q: whats this engines fuel DELIVERY, not schrader valve. Shame, where is your tuning ear mate?? Graphs etc, smh. I bet this engine has low psi between exhaust valve and 1st baffle. Please continue to "graph your engine", test of us will pass you by mr.avalance diode ❤
I know this is really old video but a buddy has a vw 2.5 5 cylinder with a m800 and motec expander the car starts up idles fine let it warm up to operating temp and when Rev the motor 6000 rpm car would throw error sync signal so changed the cam sensor and crank sensor. Well there also alot of fluid coming out of the exhaust buddy said it was condensation but that should have went away when up pipe got hot so I believe it dumping fuel. I was with my buddy the other night and didn't give any error on the sync . Said error LA1 sen Ctrl was red in the errors. I didn't wire the car up but who ever did they wired the wideband sensor to work as two he said when it goes into boost the ecu would read a different part of the map. I was not sure if that was proper so I questioned it. So since it having the problem at above 6k is it recommended to test the ignition system to see if this problem is the coils and also run the injector at that rpm test range ... or is it a bad wideband sensor because of that shady wiring job.. any feedback will help. Because the guy who set the car up gave him the car right after he ran on the dyno and then the car sat a few months because of the winter and first track test buddy go and the headache begins and the guy told him get a new ignition expander box that might be the problem .
Hi, I suggest contacting our EV team as they can recommend the best solution, however you can view our solutions along with our EV Teams email on our website - www.motec.com.au/products/category/EV%20Design%20%26%20Development/Overview?id=1
Running a Ferrari f355 (v8 individual tb's) with an M84. Cams set to stock timing. Currently idles smoothly at 1600. Where does one start to get the idle down closer to 1000? Does one mess with the mechanical stops first? And then if I understand one uses higher than normal advance in the map under 1000 rpm and you then open up the butterflies a tad more to bring it back up? Someone told me you have to run off throttle position in this area and not manifold pressure?
If I purchased a car with an m1 but my tuner isn't around anymore. Can I connect my laptop to the ECU and update the preexisting map stored on the ECU to update let's say the transmission gear ratio that is wrong after a transmission swap? I don't have access to the original tune file only the ECU. I don't want to entirely retune the car.
Looks easy enough, now just need to decide between the C1818 or the C1831. For an experimental aircraft, the data logging potential is excellent in so many regards even monitoring resonance on components and airframe. Being able to record video also is great, although a higher FPS ability would be nice to watch the resonance. Being able to place a small camera overviewing each rotor blade for tracking and observing blade movement and damage from foreign objects while in flight is so valuable. I highly recommend you advertise more for the experimental market and cater for it. Look forward to working with you fellas.
We need a better explanation about how to load it up and get everything running. Warmup page and the other pages. Do we create and load each one separately?
I have some questions -Let’s say your diesel is an indirect mechanical fuel pump, does it work exactly the same as a common rail direct injection? -What’s the difference between a mechanical diesel pump and a mechanical electric diesel pump? -How does an opposing piston 2 stroke Diesel engine work? -What happens exactly in the combustion chamber when a Diesel engine runs away? -Why do diesel big rig engines only go up to 3000 rpm? -What does diesel fuel cetane rating mean?
A lot of "big red" master switches also include a third set of contacts which connect the alternator output to ground through a large resistor. They say this is required to suppress the high voltages you can get when you suddenly disconnect the alternator from the battery with the engine still running. Is this a good idea? Or not necessary when you are using a pdm and have it set up like in the video?
U said a diesle can perfect run in lambda 1 = 14.5 lambda 3 = 36.4 Lambda 5 = 58.somthing .... Lambda 10 I cant even do the calculations..... But can u please explain how a disle can run AFR'S past 19.1 ? Power for a disle starts to die off at 16.8 also egt's start fall after 14.2 AFR'S due to the flame/ combustion pressure starting to die due to not enough fuel to keep the flame big and strong.... in other words anything past 19.1 your killing the cars combustion cycle and engine will die....how can an engine run in lambda 5 ? Or 3 even ? Please explain....and no I'm not here to argue with u i just would like to see somthing i cant get my head around maybe because i got my disle afrs incorrect
@@msengineeringdavid3148 i guess I'll just have to try it for my self and see....its one of those things u need to see to belive....worst case the disle will just stall with less fuel...thanks for shearing david much appreciated
A diesel is nearly always running lean. That’s due to the fact that it’s a self igniting engine, which relies on air compression to generate the combustion triggering heat. So you need a lot of air. Now the stoichiometric ratio on a diesel is different to a gasoline because of the difference in energy content. Diesel is a more energetic fuel. And last thing, diesel when burned rich or close to the equilibrium air/fuel ratio starts to generate soot, which ruines your exhaust after treatment if you have one. That’s another reason why diesels run in great excess of air.
