You will need to email a screen shot of your TeamViewer ID and password, produced when you open TeamViewer. Please note your ID will always remain the same, but your password will change every time you open and close TeamViewer, so when you open the TeamViewer session to do the screen shot, do not close it again. If you do have to close for any reason, you will need to send a new screen shot. Our engineer will then log in and you will see them take control.

Please can you open Notepad, our engineer will type some notes on the screen, then adjustments can be made if required. The engineer will probably require you to call him to carry out other procedures and provide any training required.

Please have some simple tools to hand.

The engineer will probably require you to call him to carry out other procedures and provide any training required.

Question:
Is it possible to put on Flex Fuel sensor for use with a MBE9A4 ECU?

Answer:
It is not something that we have done at the moment because normally most race vehicles use and run the same fuel from when they mapped to when they go on to the racetrack. It is physically possible to create something in the future but you would then have to map the engine twice for the two different types of fuel and optimise the settings for each. This is obviously time consuming and expensive for you and I would suggest not a worthwhile exercise. Production cars do this because they have to run vehicles right across the world, so they spent tens of thousands of hours mapping each fuel type and a device then checks the fuel type by some means and selects the appropriate maps in the ECU so we consider this something not worthwhile for motorsport.

If this kind of work was undertaken, because it is of limited use, the software and strategies would have to be paid for by the company requesting it, as an estimate it would probably 5 days of the engineers work which is charged at £600 per day and you would also have to provide full technical data about the device that you wish to use. At the moment we are unable to provide a timescale for this kind of work, but would anticipate it to be 12 months before it could be looked at.

Question:
From what I can tell, there is about a 10deg discrepancy in ignition timing, as in the mechanical timing is 10deg more advanced which is why we’ve had to retard the ignition timing map by 10deg. I believe it has to do with me adjusting the crank angle last night. With most engine management system software, there is a parameter to lock the timing at a user specified value so that ignition timing synch can be performed accurately without any trims affecting the specified value. Easimap doesn’t seem to offer that so we are assuming it is taking the value at ~1000rpm x Site 0. Setting that area at 10deg let us to adjust the crank angle to synch but the ignition map still looks wonky. For example at WOT the ignition map is set to 10deg but mechanically it’s operating at about 20deg. The car made 146whp my setup should be in the 200whp range

Answer:
If you are not familiar with MBE ECUs. I will try and keep it simple to explain what I believe you are seeing and why you don’t understand it.

The MBE system is designed to run on many production and pre-production vehicles and for this reason, it has many features to allow the engine to run perfectly even with a large number of sensors failed. I will explain below what I think they are seeing and not understanding.
1. The MBE ECUs do not require the cam sensor to allow them to start, this helps to prevent engines from not starting where they have to have a cam synchronisation before firing any sparks.
2. When the engine starts, it starts in wasted spark mode because it does not know which cycle it is on until synchronised from a cam signal, so during this time if you are checking the ignition with a strobe, the ignition value would appear to be double e.g. 10-degrees would appear to read as 20-degrees. It could be misunderstood to be an error of 10-degrees.
3. The software allows the user to configure when the cam signal is looked at to synchronise, this is called a ‘Cam Synch Window’ in most cases, this is set up not to happen at idle due to the fact that if there is fault with the sensor or ignition offset is 180-degrees out, if the wrong information is seen the engine could simply stop because of the synchronisation on the wrong cycle.
4. Most of the synchronisation windows are set around 2500-6000rpm at zero throttle. This means that the only way the engine will synchronise is if the engine is revved, the throttle is then closed and the engine will then synchronise at that point. This is a useful tool for fault finding with no equipment. If the owner of the vehicle calls up to say my engine starts but as soon as I rev it, it stalls then you have a pretty good idea there is a cam signal error, you would then ask them to remove the cam sensor connector and repeat the test. They can then use their engine quite safely as it cannot damage the engine, it will simply mean that the coils are in wasted spark mode and the fuel synchronisation may be synchronised to the wrong cylinder but this at worst would have a small performance loss on a port injected engine.

So the information given, it looks like the timing has been checked on start up, moved the offset thinking it is synchronised, then ended up with an error of the amount the the offset has adjusted by. Unfortunately, everything that has been done will have to be reversed and then everything re-checked, hopefully this will be where all your power is going but obviously there could be something else causing an issue, so this must be kept in mind.

Question:
From what I can tell, there is about a 10deg discrepancy in ignition timing, as in the mechanical timing is 10deg more advanced which is why we’ve had to retard the ignition timing map by 10deg. I believe it has to do with me adjusting the crank angle last night. With most engine management system software, there is a parameter to lock the timing at a user specified value so that ignition timing synch can be performed accurately without any trims affecting the specified value. Easimap doesn’t seem to offer that so we are assuming it is taking the value at ~1000rpm x Site 0. Setting that area at 10deg let us to adjust the crank angle to synch but the ignition map still looks wonky. For example at WOT the ignition map is set to 10deg but mechanically it’s operating at about 20deg. The car made 146whp my setup should be in the 200whp range

Answer:
If you are not familiar with MBE ECUs. I will try and keep it simple to explain what I believe you are seeing and why you don’t understand it.

The MBE system is designed to run on many production and pre-production vehicles and for this reason, it has many features to allow the engine to run perfectly even with a large number of sensors failed. I will explain below what I think they are seeing and not understanding.
1. The MBE ECUs do not require the cam sensor to allow them to start, this helps to prevent engines from not starting where they have to have a cam synchronisation before firing any sparks.
2. When the engine starts, it starts in wasted spark mode because it does not know which cycle it is on until synchronised from a cam signal, so during this time if you are checking the ignition with a strobe, the ignition value would appear to be double e.g. 10-degrees would appear to read as 20-degrees. It could be misunderstood to be an error of 10-degrees.
3. The software allows the user to configure when the cam signal is looked at to synchronise, this is called a ‘Cam Synch Window’ in most cases, this is set up not to happen at idle due to the fact that if there is fault with the sensor or ignition offset is 180-degrees out, if the wrong information is seen the engine could simply stop because of the synchronisation on the wrong cycle.
4. Most of the synchronisation windows are set around 2500-6000rpm at zero throttle. This means that the only way the engine will synchronise is if the engine is revved, the throttle is then closed and the engine will then synchronise at that point. This is a useful tool for fault finding with no equipment. If the owner of the vehicle calls up to say my engine starts but as soon as I rev it, it stalls then you have a pretty good idea there is a cam signal error, you would then ask them to remove the cam sensor connector and repeat the test. They can then use their engine quite safely as it cannot damage the engine, it will simply mean that the coils are in wasted spark mode and the fuel synchronisation may be synchronised to the wrong cylinder but this at worst would have a small performance loss on a port injected engine.

So the information given, it looks like the timing has been checked on start up, moved the offset thinking it is synchronised, then ended up with an error of the amount the the offset has adjusted by. Unfortunately, everything that has been done will have to be reversed and then everything re-checked, hopefully this will be where all your power is going but obviously there could be something else causing an issue, so this must be kept in mind.