lekonna

filter is in the engine bay, IAT is in the pressure pipe just before the throttle body. ambient was around 20C. (previously had IAT in the intake mani, but it heat soaked and didn't show even remotely accurate numbers) with higher gears i can see some IAT increase, but not up to fourth gear, in fact the IAT goes down a bit around there because of increased airflow. just a bulk 600x300x75 china IC on the front, though quite well in the airflow and ducted.

now they are in the same graph, btw added IAT as well, it seems to me that your IC is not working quite as well maybe as it should, 50C+ IAT starts to be quite high..

Sure thing, my WG DC% for 1.5bar of boost is from 25% around spool up to 30% closer to redline. The spring on my WG is around 0.8bar, so not too stiff. P = 3, I = 0.1 D = 3 With I = 0.2 had some oscillation in stage 3. With this setup i'm overshooting the target a tad bit on spool-up. here is a log pull which also shows how the pids change during different stages:

thats good to hear, does the boost stay on target, any overshoot or oscillation ?

the relays don't necessarily need to be in the trunk, its less wires if you place the relays close to the ecu or the original relay box. Are you using the pnp adapter for the wiring? When i was using the pnp adapter i had to add some pins to the supra original wire harness to add more inputs and outputs. i got them off a spare wire loom i have for just such purpose.

i log with the PC not with the ECU, you get more data that way.

so after the pre-spool stage the PID does not cause the boost to creep up at all? can you take a screencapture with a log viewer that shows the following variables: Boost status, WGate DC%, MAP, Boost Target, TP (MAIN)%, Engine Speed ? it would be more easy to understand than the textual description

something seems to be way off on the basic setup here, if you want send the map to [email protected] and i'll take a look. for the closed loop control, the PID control is not supposed to spool your turbo, its not activated in stage-1, it should be only used when you are close enough of the target to actually take it into control with the PID. so in the stage-2 and stage-3. also as it is an integral loop, it means that it is not supposed to hit the correct target WG% with the first iteration, lets say that you have the setup that is in the first of the tables with P=1 and target = 220, and actual 180, so it will make the wg DC 19% for the first iteration, then for the next round it will notice that its only getting 190kPa and will change the DC accordingly to ~23% and so forth "For any given value of P below or equal to 5 I will never get the boost to climb through the different boost lines because the resulting WG DC% increases with the Target instead of decreasing." this line is something that i don't understand at all, if the WG DC increases, so should the _actual_ boost, _not_ the target boost! your TPS should set the target, not the WG DC!

I don't get it, how does the TPS based boost control not work for you ? I would do it the following way: Boost target: table with X axis TPS, y axis Gear and value is the boost target. (to get some traction control for lower gears) wastegate DC: x axis, RPM, y axis Boost target, value WG DC% Boost gear wastegate trim table: trim for wg values for each gear. Then just use closed loop for the adjustment, the boost target would come from the TPS table and the boost PID setup along with the DC table should take care of handling the boost. I can try this out later this week. So far i haven't bothered with the TPS based boost limits since the throttle angle limits the amount of air the engine gets anyways, thus limiting the power output (i might not be able to get the boost i'm requesting with a given TP angle).

The reason why you are seeing more boost on higher gears is due to the fact that the engine is under more load with higher gears at the same rpm. you can compensate by making a gear compensation table for the waste-gate. though i never use open loop for final tune, i just find the approximate dcs for different boosts with open loop and then switch to closed loop for final tune, on closed loop the pre-spool stage keeps the waste-gate DC at max dc to help spool faster.

Thanks Jean

Simon, can you dig out the connector type from your hardware guys, or from some docs or so ? also the pin descriptions would be nice. once i get my project running i can post a thread, idea is to have a cheap display to display some ecu stats. currently i've got a 2x16 backlit red serial lcd connected to arduino and can shield. I'll publish all the codes and stuff required once i get it working.

Dave, you are absolutely correct here. i tend to do this a lot :/. I'll try to improve in the future, sorry for wasting your time, and for the duh. my bad

duh guys, the reason i'm asking is that the vipec version of the cable costs stupid amounts of money where the connector and contacts are dirt cheap. same thing with the amp superseal connectors that are the main ecu cons. can you please just give me the vipec side connector type designation and i'll go buy it. -)

Hi, could not find this in the documentation, what is the connector type for the serial connector? I want to make a can cable.

that part of the software is bit confusing, since its the same setup for ISC stepper valve (4 or 6 wire) and the type of ISC solenoid valve that you have installed (these come in 2 or 3 wire versions) I recon the vipec checks the output type to determine which kind of valve you are using from the output type so with the 2 wire valve you can just ignore this part of the setup. it would be nice if the whole selection was grayed out in the ui to avoid confusion when there are no stepper type ISC outputs connected.

682hp / 800Nm at 1.5bar of boost. i'll add more boost once it stops feeling so scary to go wot http://zonediscgolf.fi/media/supra/Supr ... ginehp.pdf

i'm not completely sold on the "lightning fast" 10hz refresh rate this thing boasts ..

yep, with the connection wrote down it seems to work fine.

thats a different setup that vems has on their page about the mac valve .. http://shop.vems.hu/catalog/high-capaci ... p-171.html connection1 = athmosphere connection2 = wastegate bottom. connection3 = MAP (manifold pressure) I just installed the same valve, with the way its described above, wondering now whats the deal

Thanks for the specs kevin, it sounds like a great setup, actually the current one is lot like my last years setup, except the fact that you have a proper turbo and i have something from an old scania truck I had troubles with the 1600cc injectors in getting the idle and low load areas smooth enough, so switched to 2000cc EV14 and they been working great for me. Also managed to slap a piece of a piston skirt loose with the std bottom end and around 600rwhp. Which valve springs are you guys running on that thing for the revs ? Also are you running hard lifters? I don't like how the shim plate is located on top of the lifter on these things..

450kpa @ 9500rpm sounds like shitloads of power, please some info on the setup and results

alright thanks!, tried multiple times to search the help for this and just could not spot it

Feature request: Option to add markers to the log. So when i'm driving and tuning, i'd like to be able to hit a key / button that would add a marker on the log file, for example, when tuning the normal usage areas, i usually drive around traffic. now when the car jerks or does something unwanted i would like to be able to hit a key and place a marker at the log, so i could find the exact time when looking at the log later. I will setup a button as input to do this and just check that but its again bit of a cludge and takes one input. I would like to be able to hit the space bar or something similar to just flag the point in the pc log for future review.

works for me also for both map and MPG. FW version 4.8.5 VTS: 4.9.3.1194