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“Invalid Delivery Angle”

MoTeC M1 Software Tutorial

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I am running an M142 with a private package on a DI 4 cylinder vehicle. I get this error lately. How do I properly configure this? What would cause this error to randomly occur?

Intermittent, or random, error messages are usually down to electrical continuity issues. I'd suggest having a good visual check of the wiring and physically disconnecting and checking the terminals for corrosion or other damage. If nothing obvious is found, you could try having someone watch for an error message when the engine is running and you're wiggling the wiring to the relevant senders/sensors.

Hi Leslie,

Is this occurring in the 'Fuel Cylinder x Primary Output Diagnostic' channel? Does it only happen on transient events? (rapid throttle opening) What is most likely causing it is that the M1 is calculating a certain pulse width for the injector for that injection cycle, when there is a rapid change in the required fuel due to Fuel Film effects, the M1 tries to add extra fuel into the injection pulse. If this occurs during the time that the injector is open, there may not be enough available injection time remaining before the end of injection limit is reached (this may also be due to where the ignition timing is, as the M1 will stop injection before firing the ignition coils) causing the Invalid Limit Angle diagnostic flag.

If it is occurring regularly and in the same areas of the Efficiency table, I would start by seeing if the base DI pressure could be raised in that area as this will shorten the required pulse width.

It looks like I’m getting extremely low fuel pressure now. I removed the pump and reinstalled it. The invalid delivery error went away but now the pressure is about 4000 kPa too low.

It looks like I’m getting extremely low fuel pressure now. I removed the pump and reinstalled it. The invalid delivery error went away but now the pressure is about 4000 kPa too low.

Too low a delivery pressure will give that warning as the M1 is trying to extend the pulse width outside the delivery window to compensate.

So the fuel pressure direct pump diagnostic 'invalid delivery angle' is caused by the calculated pump control running off the delivery table for the pump, or having a TDC clash. This is typically caused by one of five possible things:

- the fuel commanded by the injectors, or by increase in pressure aim exceeds the pump output (to i crease rail pressure you need to put more fuel into the rail than the injectors are metering out of it)

- your delivery table is wildly incorrect

- your pump reference offset is wrong

- your have no pump P or I gains, so it can only operate off the delivery table and displacement to deliver fuel

- your peak and hold numbers are wrong, meaning that the pump is not latching correctly to deliver the fuel.

I will start off by saying removing and reinstalling the pump should not change behaviour. Short of the pump return spring and collet having an issue on the pump causing an issue and removing and reseating changed how this all sat it should not change.

Your reference offset tells the M1 where the tip of the pump lobe is (for 0% delivery and control) it then uses the delivery table and pump displacement where to start activating the pump (the end of the peak pulse is when it is considered the pump will start displacing fuel) to deliver the correct amount of fuel. Some innaccuracy in the pump displacement and delivery table can be accounted for in the P and I control, however if the pump offset is incorrect it will try and activate the pump in the wrong spot, or not be able to utilise the whole lobe effectively. If the reference offset has the 0 point halfway down the lobe for instance, it will easily command over 100% control, run off the end of the delivery table and cause an invalid delivery angle diagnostic.

You can get a pretty good indicator of what is happening based on the pump control %, pump control integral, some engine speed/load references pressure aim and actual pressure at low load and then increasing the load in a sweep (such as a pull)

There are drastic setup errors than can mess with this as well (wrong number of lobes configured, lobe pitch incorrectly populated, ridiculous limit angle or peak and hold numbers set wrong ), but as you started with a configured file, it should be pretty close.

Ensuring the control PI is populated with non zero numbers (a P of 3 and I of 10 are safe starting numbers if there are 0's in the config) should correct operation. Seeing as you say the pressure stays below the aim all the time, i would wonder if these numbers are 0's and the system is running in open loop.

Without reverse engineering the lobe position, the best way to correct error is by referencing the control number and pump integral. In most instances a 4 cylinder turbo engine would have sub 20% control to maintain idle at a sensible aim pressure.

Using the behaviour of the control and integral error in light to medium load, the pump offset can be adjusted into a correct working range. The integral will indicate the error from where the calculated fuel delivery to the rail would be from the displacement and delivery table to what is required to meet the aim. This will be relative to the accuracy of the pump displacement and the injector cals, so its all honestly a balancing act based on the accuracy of calibrations and experience.

Its hard to advise any further without some data to work with.

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