rayhall
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Posts posted by rayhall
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Can some email me a copy please.
Software is 15MB and too big for me to email.
What exactly are you doing with the download file. Give me a list of the steps.
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If using old firmware you could get this, as it did not have the slip calculation
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Under Analog inputs -> Limit Settings, you need to set the minimums and maximums so the ECU does not go into limp home. To disable this feature use 0.0 for minimums and 5.0 for maximums
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Software/Firmware version 4.8.0 has now been released. This is a list of the changes http://www.vi-pec.com/page_files/FirmwareChanges.html
The big changes are CAN bus support for OEM and after market dash, and the software tables and menus. A huge amount of work has gone into the new menu and table look. There are all sorts of fluff like snail trails. The software is now 99% keyboard driven which is something tuners have wanted for a long time. Mouse is too slow...
Any ECU with serial number over 10000 will support the CAN bus. Older serial numbers will need to be modified to support the CAN. In most cases this can be done by your local dealer. If not the ECU will have to be sent back.
Ray.
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The cam sync signal has no effect on rpm accuracy. It is only used when starting to locate cylinder number one. The cam signal can be anywhere and does not have to be on TDC number one cylinder. As I said before it can be anywhere.
RAY.
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The pump speed can be controled by selecting an Aux output as a GP PWM, and setting up the table with coolant temp and vehical speed as the axis.
Ray
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Because we have people who do not have Vipec ECU that try to use this forum for support for another brand ECU. That is why we require a serial number and model to get support from this forum.
I have never heard of Kermit Sport Racing. It looks like they are in Russia.
Ray.
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Who are you buying the ECU from. It is very strange that you are waiting for it to arive to get the serial number. There are no delays in shipping orders to dealers.
Ray.
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V44 with the blue dianostic light near the connector have 4 amp injector driver. The others have 2 amp. The V88 has 8 amp drivers.
Ray.
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The solinoid can be driven directly from the ECU as 13.8 volts / 8 ohms = 1.75 amps, which is okay for the outputs. One of the wires will need to go to ignition switched power.
Ray.
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Notice I said 1st April, but did not say which year... :twisted:
Dealers are doing some final testing and it should be availaible later in the week.
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Having more then 24 teeth with the Vipec does not improve the resolution. Also missing teeth is no advantage, only a disadvantage. It makes starting slower as the ECU has to find the missing teeth first.
Ray.
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If you make a crank trigger, then make it with 24 teeth. This crank trigger needs to be correctly engineered or it will just cause trigger errors.
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If the engine is going to rev over 8000 rpm all the time, then use a crank trigger. The reason for this has noting to do with the ability of the V44 to read the 360 slots. It is due to the CAS being driven from the end of the camshaft which moves around at very high rpm.
Ray.
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The standard CA18 trigger disk is the best to use. There is no reason you should think of changing it for anything else.
Ray.
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I'll stick to the 4-1 setup then.
That disk does not have a 4-1 pattern. You only cause confusion by calling it that way. As I said before 4-1 (four minus one) is four evenly spaced with one missing. You cannot call it 4+1 either as that is five with four of then evenly spaced, with the fifth offset from one of the other four. The disk has four slots plus a sync slot.
1. If the coils have internal igniters they cannot be used with the XPS-4 or any other CDI.
2. If the coils do have igniters internally or externally then the Vipec will need no other hardware to fire them.
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John,
Shipping address:
Ray Hall Turbocharging
57 Anderson Street
Cairns, Qld, 4870
Australia.
Ph: 07 4051 6672
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Still though my secondaries are not coming online at all now.
John,
Either get one of the dealers to confim the problem is in the ECU, or just send it back to me and I will test it.
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I'm not sure if those errors will be the source of your problem, as I've had two MY01 WRX Plugin's show the same Overcurrent error with 15.9V internal 12V reading after upgrading from 4.6.9 to 4.7.1 firmware.
This is a software bug and the information it provides is false. Ignore the errors and they will disapear with the next software version. Basicly the software thinks it is connected to a V88 rather then a V44. Has no effect on anything other then me having to keep telling people to ignore it.
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The disk you show does not have 4-1 slots. It has 4 slots and one slot for the cam (sync) signal. 4-1 is four teeth with one missing (three unevenly spaced teeth).
The engine can always run sequential if you have a cam (sync) signal.
As recommended select trigger 1 multi tooth and select 4 teeth on the camshaft, and Cam 1x Pulse for trigger 2.
Ray.
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The Vipec will work with the orignal Nissan trigger disk in the CAS. Changing to this one will achive nothing.
Why do you think you need to change it ?
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John,
Injector drivers on the plugin ECU are 2 amps. There is four of them.
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John,
I think you need to get the car to one of the dealers for them to work out what is wrong. I cannot find any problem with your map and doubt the Vipec ECU hardware could have a random injector driver problem. They are either working or dead.
usb problems
in ViPEC V Series
Posted
Nothing to fix....anything (including just a cable) connected to the CAN/RS232 port will cause the USB to not work. The cable acts as a big aerial to pick up noise.
Ray.