[QUOTE=deppenma,Jun 15 2006, 10:18 PM] One question on JP8 folex_187 has this JP in the 1-2

 

Thanks slow another possible reason Folex was having problems.
Did not get around to calling Greddy today I will try to remember to call them on Monday.


EDIT 7-26-06
just clarify with slows info from above and a bit more experience with the ULT
The primary voltage is not then same thing as the ignition out put tag.
the primary voltage should be 12V as slow stated but the trigger is a 5V from the ULT SO SET JP8 IN THE 5VOLT POSITION

the 12V trigger will work for a time but would eventually burn up the ignition system

SO onlu use the JP8 setting for 5V

 

mark_m did you ever get that engine code?

 

Ultimate is installed this morning (no tuning on the dyno as of yet) here is what has transpired.
(Greddy was in full bypass/ no maps were activated.)

Upon initial install (boy the statement stars off with a bad tone ) I did receive a check engine light.

Error one

VSS signal error and a related check engine light for the Vtec pressure switch.
Vtec requires a VSS signal to work properly
The CEL (22) and EPS light code (22) is because of some sort of incompatibility between the Greddy VSS (max speed cut disabler) but being that our cars do not require this feature I cut the Greddy VSS interrupt wires and jumped them together. So the VSS wire is effectively left stock.

Problem solved no more CELs

Cant use the Greddy Speed adjustment maps now.
Dont think I would have used them anyways.


Error two
Even though this did not cause a CEL by tagging the air temp sensor wire the Greddy pulls enough Voltage/current to cause the dash gauge to read low. But did not cause the reading to randomly change as described in the top post.
The data logging read the IAT as somewhere between 45-67deg F with the out side air at +85F I immediately knew this was incorrect.

So I cut that Greddy tag and the dash gauge returned to normal operation.

Along those same lines the Water temp was reading 133deg F which is also low for steady state temperature in the radiator fluid so I cut that wire tag as well.

SO no ability to do fuel/ignition adjustments base on either water temp and/or IAT.



Being that our cars use IAT and water temp to control Ignition timing I could feel the lack of power on the initial run after the VSS CEL reset with the IAT and water temps still tagged most likely because the OEM ECU was advancing timing based on the low temp readings but then was retarding timing based on the knock sensor. There was no audible indications of knock at any time.


Thanks Slow for the CEL code explanation.



So unless Greddy starts to support the S2k with some sort of driver updates three features of the Greddy (water/air temp adjustment maps and the Vehicle speed adjustment maps are unusable for the S)



Some additional things to be worked out this week is the Greddy is currently not data logging the ignition timing; possible due to the fact I do not have any of the ignition timing maps activated. Waiting on a response form Greddy technical support before I start turning on maps.


I have not entered the injector size or lag time yet and have not had any problems with the system. I believe those are for if one upgrades the injectors the system will adjust the maps accordingly for the new injector specifications.

Slow what should the injector duty cycle be in Vtec?
The data logger is reading it at 100% right now possible since I have not entered the injector size or lag time.


Also will be installing the PLX wideband to feed the Stock ECU a 0-1 volt A/F sensor and a 0-5V wideband sensor voltage to the Greddy for A/F feedback control loop.

 

Deppenma, you need to make a road trip so we can datalog your car on my Scanner. I can datalog several minutes of driving, on all PGM-FI supported data stream.

 

I was able to get a hold of Tech Support last night and they stated the reason I am not picking up ignition timing in the log feature is because of an improper jumper setting all though they was unable to tell me the one to change

I was told they would have there Honda guy give me a call back.
Since I did not receive a call back last night and with the little info they gave me about a jumper being set incorrectly I looked thought the manual again and the only jumper that related to ignition timing pick up would be either JP7 or JP8.


The car runs fine with JP7 at 1-2 and JP8 at 2-3

JP7 Ignition Input Signal
This jumper will configure the unit to recognize the vehicle

 

JP8 changed to 1-2 "5V" system and the car still runs with no problems but still no ignition timing pick up


How can the car run with either JP8 set at the 5Volt setting and also run when it is set at the 12V setting


Slow any idea why...

 

I'd only be guessing.

 

JP8 has been changed back to 2-3 for a 12V output.

According to greddy my jumpers are correct.
However at this time the Ultimate is unable to accurately read water temp, intake temp, and is completely unable to read ignition timing, and vehicle speed.

Since the ULT is unable to detect/read ignition timing it is unable to advance/retard the timing.

Is the Blue able to control the ignition timing on a S


Greddy is aware of the problem and is working on a software update to correct the problem.

FYI I have just conformed Greddy is working on a carb legal turbo with the ULT controlling the system.

 

The blue does Ignition timing so badly I can't reccomend using the timing control to anyone.