Jump to content


Photo

Nanocom


  • Please log in to reply
70 replies to this topic

#21 JimAttrill

JimAttrill

    So important that they banned 50 000 IP addresses to shut me up

  • Settled In
  • PipPipPip
  • 2,908 posts
  • Location:S 2601.3' E02758.5 1373m Johannesburg, South Africa

Posted 26 November 2007 - 07:09 PM

I have had a Nanocom for nearly 2 years now. A word of warning - they won't have anything to do with my Mk 1 version and I cannot use the firmware for the latest version. The faults it has I have to put up with.

So don't expect good support.
1996 Defender 300Tdi 110 csw

#22 NicTheOrange90

NicTheOrange90

    Old Hand

  • Settled In
  • PipPipPip
  • 616 posts
  • Location:Sandwich - Kent near France

Posted 26 November 2007 - 09:55 PM

Ive now got it set as an instrument.

I cannot see what sort of turbo pressure is 'normal' (I can see what its reading, but dont know if this is OK or not)

Manual is a guide to use the software and hardware but does not show what is acceptable.

Any suggestions please.
Respectfully,




Nic Wood

#23 Porny

Porny

    Old Hand

  • Settled In
  • PipPipPip
  • 437 posts
  • Location:Sutton Coldfield

Posted 26 November 2007 - 10:35 PM

Ive now got it set as an instrument.

I cannot see what sort of turbo pressure is 'normal' (I can see what its reading, but dont know if this is OK or not)

Manual is a guide to use the software and hardware but does not show what is acceptable.

Any suggestions please.


3rd gear, full throttle... under load - so up a hill.

You should be seeing about 1.01bar ish over atmospheric - so about 200/210mbar + on Nanocom, upto about 220mbar - much more and you will be hitting boost cut point on a Td5 depending on ambient temp.


Ian
IRB Developments
- forum discounts available PM or Email for details (if email, please let me know you are off the forum!)

#24 Porny

Porny

    Old Hand

  • Settled In
  • PipPipPip
  • 437 posts
  • Location:Sutton Coldfield

Posted 26 November 2007 - 10:56 PM

Further to that... one thing I've said about the Nanocom is that gives people information, but a lot of people don't know what to do with the info.
Really (in my opinion) a lot of this comes from the slightly lacking instructions supplied by nancom.

As this is now in the Technical Section:

Taken from the Rovacom Help Manual (much better than Nancom, but then more expensive)

Fueling Page:

RPM: This shows the engine speed in rpm. The engine speed is derived from the crank sensor (T102) signal.
Road speed (mph): This shows the vehicle speed in kph. The road speed input signal is supplied by the ABS / SLABS ECU (if fitted) or else by the gearbox via a reed switch. Failure of this input would disable cruise control.

Road speed (km/h): This shows the vehicle speed in mph. The road speed input signal is supplied by the ABS / SLABS ECU (if fitted) or else by the gearbox via a reed switch. Failure of this input would disable cruise control.

Battery volts: This shows the vehicle battery voltage level.

Manifold pressure (KPa): Shows the pressure measured by the pressure sensor mounted into the air intake manifold. Failure of the sensor will result in a default value of 100 KPa being used. Typical values are approximately 100 KPa at sea level with the engine stopped; between 100 - 125 KPa during engine idle conditions. High values of up to 220 KPa indicate when the turbocharger is generating boost (around 3000 RPM).

Ambient pressure (KPa): Shows the ambient atmospheric pressure as measured by the sensor (T209) mounted in the air cleaner lid.

Air flow (kg/Hr): This shows the mass airflow into the engine derived from the air flow mass sensor (T115). This sensor is connected to the TD5 ECU by two wires on C0158. These wires are brown / orange on pin 11 which goes to pin 2 of C0149 on the sensor and pink / black on pin 20 which goes to pin 1 of C0149 on the sensor. The value is used by the EGR Control; as EGR increases the airflow reduces. Sensor failure results in a default value of zero.

Throttle 1 volts: This shows the output voltage from driver throttle pedal potentiometer 1 as read by the TD5 ECU. The voltage reading increases as the throttle pedal is depressed. A fault will be recorded if the sum of the voltages of throttle 1 and throttle 2 do not add up to the throttle supply voltage + or - 10%

Throttle 2 volts: This shows the output voltage from driver throttle pedal potentiometer 2 as read by the TD5 ECU. The voltage reading decreases as the throttle pedal is depressed. A fault will be recorded if the sum of the voltages of throttle 1 and throttle 2 do not add up to the throttle supply voltage + or - 10%

Throttle 3 volts: This shows the output voltage from driver throttle pedal potentiometer 3 as read by the TD5 ECU. The 3 Track Throttle Potentiometer configuration is not used on all vehicles and was introduced at VIN Number YA288371 on a Discovery and 1A605426 on a Defender. The selection may be configured in the settings section.

Throttle supply volts: This shows the regulated supply voltage for the driver throttle pedal potentiometers. The sum of the voltages from driver throttle pots 1 and 2 at any throttle position must add up to within 10% of this voltage or a fault will be recorded.

EGR modulation duty ratio: This shows the open/close duty ratio of the EGR valve (D164). The valve, which is connected to pin 3 of C0158 with a blue wire and to the valve on pin 2 of C0270, is used to re-circulate exhaust gases to reduce nitrous oxide emissions and combustion noise. The higher the reading, the more EGR. Failure of this modulator would lead to increased smoke emissions and combustion noise.

EGR inlet duty ratio: This shows the open/closed duty ratio being applied to the EGR inlet throttle (Y160) if fitted. The inlet throttle is used in addition to the EGR modulator (D164) to provide additional exhaust gas recirculation by restricting the inlet airflow, thereby increasing EGR. The control software in the TD5 ECU ensures that the inlet throttle is only driven in conjunction with EGR modulation.

Turbo wastegate duty ratio: Under turbo boost conditions the duty ratio being applied to the waste gate solenoid (N112) is shown. The higher the duty ratio the less air being bled away from the turbine blades hence the higher the boost pressure.

Idle speed error (rpm): Displays the difference between the target idle speed the ECU is trying to achieve and the actual
idle speed measured by the ECU. With the engine idling, the actual engine idle speed is coolant temperature dependent. Readings greater than + or - 15 rpm would indicate a mechanical problem with engine idle control. Typical values with engine idling are -5 to +5 rpm of the required idle speed.

Coolant temperature (C): This shows the coolant temperature as measured by the TD5 ECU. This sensor (T121) is connected to the ECU by two wires, a pink / black wire on pin 18 of C0158 which goes to pin 1 of C0169 on the sensor itself and a pink / green wire on pin 7 of C0158 which goes to pin 2 of C0169 on the sensor. If the sensor fails, a default value of warm is displayed on the temperature gauge. Sensor faults may cause several symptoms including poor starting, fast idle speed, poor fuel consumption and cooling fans running continuously. A typical value with a fully warm engine is 88C.

Air inlet temperature (C): This shows the temperature measured by the TD5 ECU using the air inlet temperature sensor (T116). If fitted, this sensor is connected to the TD5 ECU by four wires on C0158. These wires are green / black on pin 34 which goes to pin 2 of C0567 on the sensor, white / yellow on pin 6, which goes to pin 4 of C0567 on the sensor, pink / black on pin 17, which goes to pin 1 of C0567 on the sensor and pink / purple on pin 8, which goes to pin 3 of C0567 on the sensor. If the sensor is open/short circuit, then a fixed default value of 25C will be displayed. The inlet air temperature is used by the ECM to adjust the ignition timing at altitude. If the sensor is not operating correctly poor EGR and smoke control could result.

Fuel temperature (C): The TD5 ECU has been designed to work with a wide range of possible fitments and options. Many of the input sensors and output controls can be omitted giving many vehicle option, model or market variants. This value indicates if this TD5 ECU has been programmed to use a fuel rail temperature sensor or not.

Power balancing RPM 1 to 5: In the manufacture of an engine there are unavoidable tolerances which vary. This means that each cylinder's power output relative to the others can be higher or lower than others. This imbalance shows up much more at lower engine speeds such as those encountered at idle. It can make the engine seem lumpy and rough especially under acceleration at low speeds when the power is used. Under normal operating conditions, this factor is compensated for by the cylinder balancing routine built in to the software of the TD5 ECU.

This value shows the adjustments in rpm being applied to individual cylinders by the TD5 ECU to achieve smooth running. With the engine idling, the fluctuations in cylinder speed in rpm from the nominal idle speed can be seen. However, you should note that values outside of the range will be seen if the engine speed is varied suddenly i.e. blipping the throttle.


Ian
IRB Developments
- forum discounts available PM or Email for details (if email, please let me know you are off the forum!)

#25 Guest_diesel_jim_*

Guest_diesel_jim_*
  • Guests

Posted 27 November 2007 - 09:50 AM

Road speed (mph): This shows the vehicle speed in kph. The road speed input signal is supplied by the ABS / SLABS ECU (if fitted) or else by the gearbox via a reed switch. Failure of this input would disable cruise control.

Road speed (km/h): This shows the vehicle speed in mph






Posted Image Posted Image :unsure: :unsure: :unsure:

#26 101sean

101sean

    Old Hand

  • Settled In
  • PipPipPip
  • 711 posts
  • Location:Middle of nowhere, Co Tipperary & Kent

Posted 27 November 2007 - 12:27 PM

Just checked mine again and it's reading high/low correctly, may have been fixed in latest software but not mentioned in list of bug fixes. I definitely have no change in throttle response but getting to the switch will have to wait until I've more time. When messing with high/low, the lever practically came away in my hand :o , think a circlip has dropped off so I need to extract the mechanism. Managed to get back into high thankfully and it can stay there for now!
Sean
73FL74 101GS
2000 110 CSW
Medway Military Vehicle Group (Ireland rep!)
www.mmvg.net

#27 Tobias

Tobias

    Member

  • Settled In
  • PipPip
  • 56 posts
  • Location:Gnesta, sweden

Posted 04 December 2007 - 08:04 PM

Got my nanocom today and played around with it a bit.
2000MY Disco 2 auto with SLS ACE etc

Cleared my ABS faults so the four amigos went out :-)

Cleared some faults int the engine, but as i could not read the fault file without nanocom connected I have no list available right now...
Imagined or not but the engine feels smoother after that.

Went around driving a bit and played a lot but there are lots of ecu init errors. any hints?

Any experience of ABS / Power bleeding? Can I use that to bleed the brakes?

Tobias

#28 JimAttrill

JimAttrill

    So important that they banned 50 000 IP addresses to shut me up

  • Settled In
  • PipPipPip
  • 2,908 posts
  • Location:S 2601.3' E02758.5 1373m Johannesburg, South Africa

Posted 04 December 2007 - 08:31 PM

Ask them. Don't hold your breath
1996 Defender 300Tdi 110 csw

#29 101sean

101sean

    Old Hand

  • Settled In
  • PipPipPip
  • 711 posts
  • Location:Middle of nowhere, Co Tipperary & Kent

Posted 04 December 2007 - 10:41 PM

Been getting a few ecu init errors as well.

They now have all the current fuel maps (post 02) downloadable on the website.
Sean
73FL74 101GS
2000 110 CSW
Medway Military Vehicle Group (Ireland rep!)
www.mmvg.net

#30 JimAttrill

JimAttrill

    So important that they banned 50 000 IP addresses to shut me up

  • Settled In
  • PipPipPip
  • 2,908 posts
  • Location:S 2601.3' E02758.5 1373m Johannesburg, South Africa

Posted 05 December 2007 - 06:14 PM

The power balancing rpm is useful to show an injector that is playing up. Normally the figures vary from about -10 to +10. A duff injector will show a large numerical value, 35 or whatever when the others are in single digits.

If the ambient air pressure reads 0 then the ECU will not compensate for altitude. This doesn't matter much even at 5000 feet. The problem is that a new sensor is a ridiculous price, make sure you are sitting down when you ask a stealer.

Air flow is useful - it should be about 47kg/hr at idle going to over 300 under power. If it reads 0 or never changes your AFM is stuffed, which is common.

Most of the other stuff is of no real interest.
1996 Defender 300Tdi 110 csw

#31 Tobias

Tobias

    Member

  • Settled In
  • PipPip
  • 56 posts
  • Location:Gnesta, sweden

Posted 06 December 2007 - 06:03 PM

JimAttril: thank you for that!

Sent an email to nanocom day before yesterday and got a reply today. Not at all bad!

I get a lot of init errors. Is there a better way than to restart the car?

First, now the SLABS diagnostics function work just with the engine stopped, Second Nanocom was originally born for work just on the engine ECU, so the OBD port may have problem in some cars that have ground refereces of the ECUs a little higher than 0V.
We are testing an adaptor that allow the unit to have strong communication with all the ECUs. allowing also to use SLABS diagnostic when the engine runs. It will be ready in January, it will have a small price, and it doesn't require any modification, is just a small box to connect between he nanocom and the OBD cable.

Fuelling file save, how do I read the file?
You can see the content of theese files with the graphic viewer application that you find in your start menu of window, in the NANOCOM folder.
How to use this tool is described on the NANOCOM user manual.

How do I use the power bleed / ABS bleed for the ABS?
Power bleed allow to activate the ABS pump for 5 second and this give the possibility of bleed the main oil circuit to take off the air.
The modulator bleed allow to take of the air from the modulator circuit.To do that you must open the bleed screw until the oil start bleed than close the screw.Now push the pedal as srong you can and activate the modulator bleed for 3 or 4 times.Release the pedal and press it again and do again the modulator bleed function.Repeat this last points several times until the air is completely off from the circuit.

Is there documentation coming for the ABS SLS part?

Of course, it is in developement.

What is the trip function?

Trip master function.The documentation is in developement.


Best regards
Mattia

#32 Tobias

Tobias

    Member

  • Settled In
  • PipPip
  • 56 posts
  • Location:Gnesta, sweden

Posted 06 December 2007 - 06:14 PM

Now I've read out the codes I stored.

TD5 ECU Contain the following fauts code


3-7 air flow circuit (current)
4-1 inlet air temperature circuit (current)
9-6 EGR inlett throttle open load (logged)
9-7 EGR vacum modulator open load (logged)
13-6 EGR inlet trottle schort circuit (current)
20-5 EGR valve stuck closed (logged)
31-2 injector 2 open circuit (logged)
31-3 injector 3 open circuit (logged)
31-4 injector 4 open circuit (logged)
31-5 injector 5 open circuit (logged)


Anyone with ideas what they mean?

Tobias

#33 Tobias

Tobias

    Member

  • Settled In
  • PipPip
  • 56 posts
  • Location:Gnesta, sweden

Posted 06 December 2007 - 06:22 PM

When i looked at my saved fuelling file I have some peaks with high balance numbers.
Most of the time they are below 5 but the largest peak is
-21
-1
-22
17
27
for a very short time.

Is this a problem or just a temporary system glitch?

Attached Files



#34 nicksmelly

nicksmelly

    Old Hand

  • Settled In
  • PipPipPip
  • 347 posts
  • Location:Rochdale - Lancashire

Posted 15 February 2008 - 11:18 PM

Just got a Nanocom to use with a TD5 Tomcat comp safari racer. Now looking for a fuel map to increase the power a bit. Has anyone got an improved map for a post 2002 engine?

#35 Porny

Porny

    Old Hand

  • Settled In
  • PipPipPip
  • 437 posts
  • Location:Sutton Coldfield

Posted 16 February 2008 - 10:28 AM

Just got a Nanocom to use with a TD5 Tomcat comp safari racer. Now looking for a fuel map to increase the power a bit. Has anyone got an improved map for a post 2002 engine?


Interestingly....

You can can't copy, or upload modified files with a Nanocom. It will only do standard files.

However... I can remap your Tomcat ;)


Ian
IRB Developments
- forum discounts available PM or Email for details (if email, please let me know you are off the forum!)

#36 Guest_diesel_jim_*

Guest_diesel_jim_*
  • Guests

Posted 16 February 2008 - 10:42 AM

Interestingly....

You can can't copy, or upload modified files with a Nanocom. It will only do standard files.

However... I can remap your Tomcat ;)


Ian




Ian, how would the nanocom know if a file is modified or standard?

#37 nicksmelly

nicksmelly

    Old Hand

  • Settled In
  • PipPipPip
  • 347 posts
  • Location:Rochdale - Lancashire

Posted 16 February 2008 - 11:37 AM

However... I can remap your Tomcat

However, you'll charge lots of money. :P

So... if I find someone who has had their flashable ecu remapped with more power, whats to stop the nanocom reading the file, and rewriting it to a different ecu?

#38 Porny

Porny

    Old Hand

  • Settled In
  • PipPipPip
  • 437 posts
  • Location:Sutton Coldfield

Posted 16 February 2008 - 10:38 PM

However... I can remap your Tomcat

However, you'll charge lots of money. :P

So... if I find someone who has had their flashable ecu remapped with more power, whats to stop the nanocom reading the file, and rewriting it to a different ecu?



I don't charge that much lol... and could be cheaper for a bit of advertising lol. Plus the fact I would do a map to suit your car, ECU, setup and how you want it drive.


AFAIK its something to do with the checksums within Nanocom... I just know as standard a Nanocom won't read/write a modified map.
Without being cynical, it's just a way of making more money.... especially as the only tuner that can 'offically' supply remapped files is Td5 Alive.


Ian
IRB Developments
- forum discounts available PM or Email for details (if email, please let me know you are off the forum!)

#39 stobbie

stobbie

    Old Hand

  • Settled In
  • PipPipPip
  • 269 posts

Posted 17 February 2008 - 06:03 PM

my nanocom reads my remapped disco without any problems, i have just put un a new ecu and ysed my old map..

#40 nicksmelly

nicksmelly

    Old Hand

  • Settled In
  • PipPipPip
  • 347 posts
  • Location:Rochdale - Lancashire

Posted 17 February 2008 - 08:35 PM

Hi Porny, whats special about TD5 Alive? I now have access to 2 flashed ECU's. One with an alleged 195BHP and one with 170BHP, both off racing Tomcats. I have a couple of spare NNN ecu's to mess about with.

I don't know if this is feasible, but I was thinking of starting a collection of modified maps so we can share them with other Nanocom owners?

How do you modify the map, you don't have to go in to too much detail if you don't want.




0 user(s) are reading this topic

0 members, 0 guests, 0 anonymous users