rayhall
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Posts posted by rayhall
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I did not ignore or misunderstand your question. My answer was correct.
The engine water temperature does have an effect on the air going into the cylinder. The port, valve and cylinder do have an effect on the density of the air. Any change in density effects air fuel ratio. To adjust for the temperature of the air in the cylinder, the ECU uses two values. Engine coolant temperature and air temperature. As it is the air temperature that effects the density the air temp sensor is the one that is used for most of the correction.
The ECT tells the ECU the temperature of the water in the engine. This can have very little relation to the air temperature. Example:- I drive my car to work on a cold morning and the ECT is 90 deg and the air temperature in the manifold is only 28 deg. In summer the ECT is 90 deg and the air temp is 50 deg. Basing fuel correction for air density on ECT would not work, it needs to be on IAT. This is why the ECT Warmup table is not your problem. It is the IAT table.
Any boat using raw water has a ECT warmup table that ends at 40 deg C. Very common solution for engine that run cool water temps. The IAT is used to correct for higher air temperatures.
Ray.
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If the warmup enrichment table has zero above 40 deg C, then this table has no effect above this temperature. The air temp fuel correction table would be the thing that is causing the AFR to not be correct at higher temperatures.
When you tune the engine, you get the engine up to temperature and then look at the air temperature. This value is then used as the zero correction point in the IAT table. The values at lower and higher temps are put into the table so the number are negative above the zero point and positive below.
Tipical table settings.
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I am 57 and have been working 16 hours a day, 7 days a week for 15 years with no holidays. I feel 110 inside.
Ray.
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Glen,
I have the engine wiring information.
Ray.
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Firmware 4.8.1 has an idle ignition table. This could be setup to do what you require.
You should not need to use the fan on off as one of the axis as the table can automatically add timing based on a rpm change.
Ray.
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I am sure you have missed some of the analog limits. Check again. If you still have problems, then email me your map. [email protected]
Ray.
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Yes while the engine is running and the cam test is on, save the map for each cam test. Select 8 teeth for the test, not the 5-6 I said before. What this does, it makes teeth position to repeat so we can confirm the information is correct.
Ray.
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Can you also do the cam angle test for both cams and save them to separate maps. Name them something like CamTestLH and CamTestRH. This will give us all the information (including the crank missing tooth position). We can then check it against you degree values.
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There was a software bug in 4.7.1 that reported false errors. Either ignore it or use the current 4.8.1 software.
Ray.
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No it is not a bug. Turning the boost on and off that way is not what you do. The software generates new tables when you turn it on, so old settings can be lost. To turn the boost control off go to the Aux output and select it as Off.
Ray.
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Can you do the cam angle test as Ashley asks. To do the test, select more then four teeth for the test. Five or six will do. Save the map while running the test. To do this press F2 and save the map to a new file name. Next run the test and press F2 again while the engine is running. Send me the map.
Ray.
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Or you can buy the connector socket from me at http://www.tfelectronics.com.au/PageFiles/connectors.html and make your own adapter harness.
Ray
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If the Apexi digital display used the IGF signal with the stock ECU in the car then I cannot see why you cannot do the same. The Vipec generates the tacho signal from the trigger inputs. The IGF should be six signal per engine cycle like the tacho signal out of the Vipec.
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Yes you can use the expansion ground.
Ray.
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On the 30th of June I will be retiring (more like semi retiring). The distribution, support for the Vipec will be taken over by the manufacturer of the Vipec product in NZ. I will still be providing support to customers via this forum.
I plan to take it easier and work on some of my own projects.
Thank you for your support of the Vipec product.
Ray.
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No it is not a misprint. Aux1 goes to Pin 106 and Pin 113. On the RB25 Pin 113 is the CVT Cam control and on the R32 GTR Pin 106 is the fuel pump control module 2.
Aux5 does not go to a pin on the ECU connector. This output could be used if a link wire was added to the bottom of the base board.
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The V44 can be used on engines up to 12 cylinders. On a six cylinder you select multi group injection, with Active Drives = Inj1-4. For the ignition select wasted spark.
Ray.
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It is being worked on at the moment and should be in the July release as promised.
Ray.
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Make sure your trigger settings are exactly the same as these. Also check Trigger 1 signal rises first then falls.
Trigger 1 Trigger 1 Type Reluctor Trigger 1 Filtering Level 1 Trigger 1 Arming Threshold 0 1000 2000 3000 4000 5000 6000 7000 0.5 1 2 3 3 3 3 3 Trigger 2 (Wired to Exhaust LH Cam Position Sensor) Trigger 2 Type Hall Trigger 2 Filtering Level 2 Trigger 2 Pullup On Trigger 2 Edge Falling -
Please update your profile with the ECU model and serial number.
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I loaded your map into a V44 and run it on the engine simulator. Everything was correct. The problem is not the ECU or it settings. You have a wiring or sensor problem. The software tells you this if you look at analog inputs in the runtime screen. It states that Temp 2 (ECT) is at ground 0 volts.
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There is no plans to do this. You can send data to the ECU via the CAN bus. Then use the values as conditions to switch things on and off.
You can also connect the ports on the Arduino to the digital and volt inputs.
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The only thing selecting MGP for ignition will be move the timing based on baro. As I have no idea what your ignition timing map looks like the best option is to just leave it on MAP. Normaly you do not need to change the timing.
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Yes you can.
Ray.
Warm up enrichment
in ViPEC V Series
Posted
If the IAT is 20 deg with the engine at 90 deg, then it is not possible for it to also be 20 deg at 40 degrees. The IAT will be lower and the IAT fuel correction will adjust for the different air density.
I think, you think the ECT is what the ECU uses to correct for air density changes. This is not really the case. The engine coolant temperature is the temperature of the intake ports, inlet valves and the walls of the cylinder and head. It is not the temperature of the air when it gets into the cylinder. The heat radiated from these items does heat the air, but it is not the actual temperature. Also the higher the engine speed the less these items effect the air temperature in the cylinder. So a engine at WOT at 40 deg C and another at WOT at 90 deg C will have much the same radiated heat from the ports, values and cylinder walls.
The IAT when mounted in the intake manifold will give a much more accurate indication of the air temp when it gets into the cylinder. This is why the IAT fuel correction table is critical on keeping the AFR correct under all conditions. The ECT warmup table is used to assist the with the correction when the engine first starts.
Ray.