oilyhands

With stock cams and valve springs the spring tensioning method may work, but with more aggressive cams and stronger springs kick back from the valve train will be too strong to overcome with the spring. I always set the tension so that the long throw of the belt between the exhaust sprocket and the crank pulley can be turned through 90 degrees. Bin the spring it is a demon waiting to strike. Oily

Emeralds have built in voltage compensation that adjusts for slower injector opening times with lower voltage so I’d be surprised if that were adversely affecting running. You would expect some leaning off if that were not the case. Oily

The clips are fitted to just about every injector of that type that I have seen fitted , they are there to prevent the injector parting company with the fuel rail in extreme circumstances. If it were me I would go with the clips, much more secure. Oily

The mid seals are not a standard fitment, normally the injectors are chipped to the rail to stabilise their position, That would make the mid seal redundant, I have only seen them fitted on one of the many RX00 TBs I have had here. Oily

Anthony, You alter the fuelling in adjacent cells by going to the injection page (map), selecting the required cell and then increase/decrease the fuelling. following this the map needs to be downloaded to the ECU. Oily

Note that only saves the current load/speed site to the ECU when in live adjustments, if you are making changes to the ret of the map (adjacent sites), then you need to program the ECU with the current map. I would get the fuelling somewhere near correct and let it run fr 20 minutes or so, then have a look at the plugs gain. Oily

If you are altering the idle fuelling in real time, then press ‘enter’ to send just that value to the ECU, you dont need to send the whole map to the ECU. Oily

Yup

So the lambda sensor is properly configured. Set the fuelling so that you get the right hand side flashing about 50% of the time. This will get you near stoi. Then closed loop should do the rest. Incidentally the engine is drawing a little too much air which is why you need negative dance to bring the idle own, you need to drop the airflow a little. Oily

Before biting any more red herrings, lean off the fuelling at idle until the engine starts to stumble, if the lambda strip doesn’t go Into the red (left) then it isnt reading right either because it has died or it is misconfigured. There are some crib sheets on Emeralds web site that cover lambda configuration an how to meet the emission regs (MOT), download them and have a read. Oily

Look at the lambda feedback strip in ‘live adjustments when the engine i idling and up to temperature, this will tell you if it is rich or lean, ideally in closed loop the strip should cycle between around 15(lean) and 13(rich) Ish. If the strip does not move then it may be that the sensor is incorrectly configured or is dead. There are some simple checks to see which of those it is that I can show you once you have tried closed loop. Oily

Read my post... Closed loop wl not operate unless you setup the load/speed sites at which your want it to in the ‘feedback mode; tab of the injection page. Oily

When you align the throttle pot in the software it aligns with the map, you dont need to know the value hen the map ws written, that is the whole point, You dont need the resistance or voltage valves either, it is simpler than that and you are over thinking it and confusing techniques required when using the MBE. Balance your Tbs and ensure you have around 5KG/hr through each barrel. Then just align the TPS in the menu. You will then be as the map was when it was written. Closed loop load/speed sites are set in the feedback mode tab on the injection page. If you dont set these up it won’t go into closed loop. Try not to go off on too many tangents, most of the opinions here are ill informed, If it i too rich at any loas/speed site then lean it off a little, save the map first so you can return things to as they were if it goes pear shaped. Based on around 250 Emerald/TB instals. Oily

Ther’s a lot of hokum on this thread. You need to set the load/speed sites at which you want closed loop to operate, the default is open loop. You also need to configure the circumstances that trigger closed loop in the configuration, you also set how much the fuelling can be trimmed. RTM. Oily

If the corrections for the IACV are set to zero then it doesn't matter if the IACV remains configured. However it is better that it is nulled, that said, some TB setups do run an IACV. The SLR and R400 (Titan) TBs have an ICV present. Oily

There is no MAP sensor, it has throttle bodies, load sensing is via the throttle position sensor. If you are running on a plenum with tamer cams then you can use MAP and the ECU would be configured to do so. I would also be reconfiguring the data window on the bottom right to show something more useful. Oily

The lambda reading is from the stock narrow band. It isnt running closed loop because it has not been configured to do so at that RPM/load site. Closed loop isnt the default, it needs to be setup on the injection page where you determine on the map exactly where you would like it to operate. Oily

It’s important to make the distinction between map adaptation and closed loop running, closed loop generally operates at a constant load and constant speed where the ECU will target Stoi and cycle in order to activate the cat, map adaptations are the result of lambda feedback in all situations including open loop where the ECU determines that the base line fuelling is too high/low and will trim to suit. Closed loop s a dynamic situation, adaptations are a semi permanent adjustment. Oily

The clamp values for normal running are quite generous, Mark at Kmaps was tweaking them while he was here a while back, that is why the ECU is fairly tolerant of tuning provided you dont mess too much with the MAP signal. I normally raise fuel pressure by around 0.5 bar when pushing the boundaries, this ensure that the base map (open loop) is rich enough but the trim to stoichiometric is within the bounds of the ECU clamp. oily

Perfection.. Oily

Yup, didnt spot the details of the equation. An explanation of the increase percentage would make it clearer for the causal reader (like me) :) Oily

Andrew, a 5% increase in pressure does not yield a 5% increase in flow, pretty sure flow increases at the square root of the pressure increase, so you’ll need a 12% increase in pressure to yield 5-6% increase in fuel delivery. The rest of the post looks good though, I have a tester using an old fuel rail and a spout that I connect to my compressor that does the job quite well. Oily

The Apollo’s primary function is to act a de-aerator, however it is a 3 litre canister of pressurised oil that sits between the oil pump and the primary feed to the engine. If the oil pickup starts to grab air due to surge, the pressure will drop as the oil pump is not efficient as an air pump, however the reservoir of oil in the Apollo will continue to feed to the bearings albeit at lower pressure, so the affects of oil surge are mitigated to a great extent, during a long interruption to the oil supply oil may only be fed by gravity, but this is a lot better than the immediate feeding of air to the bearings with no Apollo fitted. In my experience most Caterham engines without Apollo tanks have already suffered bearing damage, some mild, some almost catastrophic, of those engines with Apollo’s fitted only a very small number have sustained bearing damage. Oily.

There is a crib sheet on the Emerald website on how to align the throttle pot, it takes no more than 30 seconds once the ECU is connected. Once this is done the origin of the map and origin of the TPS are in sync. As is the throttle progression. In my experience of 100s of Emerald equipped engines the high HC is most likely rich fuelling, it’s a fully programmable ECU, just lean it off a little at the load and speed sites where the test is done. Unless your cam timing is an absolute mile out it will have little effect on HC on an Alpha-N system like the Emerald. Oily

It does if the ECU uses MAP to determine load as the MAP signal becomes unstable with poor cam timing, with an Alpha-N system as used by the Emerald, the differences are minimal. TPS alignment however is absolutely critical. Oily