Jump to content

Sutkale

Members
  • Posts

    158
  • Joined

  • Last visited

  • Days Won

    1

Posts posted by Sutkale

  1. There´s NGK Wideband calibrated to software. It seems that the product has been changed to cover wider range of AFR than the older version. The latest version is using also NTK sensor. Now, I´m just wondering which model is calibrated to software, the older one or the newer one?

    The old one:

    http://www.ngksparkplugs.com/products/p ... p?mode=nml

    The newer one:

    http://www.ngksparkplugs.com/products/p ... p?mode=nml

  2. There´s trigger scope function in i88. Any chance to add trigger scope function as part of a logging feature. Would be a good feature to trace trigger issues since misfire can also cause trigger error though having nothing to do with real trigger issues.

  3. The Dash 2 does not appear to have CAN inputs on the wiring diagram like the dash 2pro does, so I don't think it will do CAN

    http://www.race-technology.com/wiki/ind ... stallation

    http://www.race-technology.com/wiki/ind ... stallation

    Sometimes it is possible to use serial port as CAN. I´ll ask this issue from Race Technology directly to clear this out. This dash is really on my sight regarding the price level.

  4. Its really Racepaks call we have provided all the info they need and I think they have even got it to prototype stage.

    But have not see a release version of a CAN interface.

    Ok. But if Haltech version is utilizing a true CAN communication why wouldn´t it work with Vi-Pec CAN communication? Maybe a stupid question, but I´m not really familiar with CAN stuff. :roll:

    EDIT: Doable by generic Dash CAN setup?:

    The 'Transmit Generic Dash' mode sends out a range of common parameters, it is useful for dashes that are able to have a custom configuration. The parameters that are sent are in the table below.

    Setting up the Vi-PEC ECU:

    1. Open the CAN Setup window (iVTS > ECU Controls > CAN Setup)

    2. Select the CAN module to be used

    3. Set the Mode to 'User Defined'.

    4. Configure the Bit Rate to match what the dash requires.

    5. Select a spare CAN channel.

    6. Select 'Transmit Generic Dash' from the Mode drop-down menu.

    7. Set the CAN ID to match what the dash expects.

    8. Set the Transmit Rate to 20Hz or what the dash expects.

    9. Make sure no other CAN channels are configured on the same CAN ID as the Generic Dash channel.

    10. Click Apply and then OK.

    11. Make sure a Store (F4) is performed.

    Setting up the Generic Dash:

    1. The dash will need to be configured to match the data layout in the tables below.

    All parameters are sent as 16 bit unsigned numbers, with low byte first. Some parameters must be multiplied or offset (constant value added) to get the correct calibrated value. The limits flags are sent through as a bit field (described below).

    Data 0

    Data 1

    Data 2-3

    Data 4-5

    Data 6-7

    Frame 1

    0

    0

    Engine Speed

    Display (RPM) = Raw

    Range = 0 - 15000 RPM

    MAP

    Display (kPa) = Raw

    Range = 0 - 650 kPa

    MGP

    Display (kPa) = Raw -100

    Range = -100 - 550 kPa

    Frame 2

    1

    0

    Barometric Pressure

    Display (kPa) = Raw * 0.1

    Range = 0 - 200 kPa

    TPS

    Display (%) = Raw * 0.1

    Range = 0-100%

    Injector DC

    Display(%) = Raw * 0.1

    Range = 0-100 %

    Frame 3

    2

    0

    Injector DC (Sec)

    Display (%) = Raw * 0.1

    Range = 0 - 100%

    Injector Pulse Width

    Display (ms) = Raw * 0.001

    Range = 0 - 65 ms

    ECT

    Display (deg C) = Raw - 50

    Range = -50 - 205 deg C

    Frame 4

    3

    0

    IAT

    Display (deg C) = Raw - 50

    Range = -20 - 205 deg C

    ECU Volts

    Display (V) = Raw * 0.01

    Range = 0 - 65 V

    MAF

    Display (g/s) = Raw * 0.1

    Range = 0 - 6500 g/s

    Frame 5

    4

    0

    Gear Position

    Display (gear) = Raw

    Range = 0 - 6

    Injector Timing

    Display (deg) = Raw

    Range = 0 - 719 deg

    Ignition Timing

    Display (deg) = (Raw * 0.1) - 100

    Range = -100 - 100 deg

    Frame 6

    5

    0

    Cam Inlet Position L

    Display (deg) = Raw * 0.1

    Range = 0 - 60 deg

    Cam Inlet Position R

    Display (deg) = Raw * 0.1

    Range = 0 - 60 deg

    Cam Exhaust Position L

    Display (deg) = Raw * -0.1

    Range = -60 - 0 deg

    Frame 7

    6

    0

    Cam Exhaust Position R

    Display (deg) = Raw * -0.1

    Range = -60 - 0 deg

    WBO2 1

    Display (AFR) = Raw * 0.01

    Range = 0 - 65 AFR

    WBO2 2

    Display (AFR) = Raw * 0.01

    Range = 0 - 65 AFR

    Frame 8

    7

    0

    Trig 1 Error Counter

    Display (counts) = Raw

    Range = 0 - 255

    Fault Codes

    Display (code) = Raw

    Range = 0 - 255

    Fuel Pressure

    Display (kPa) = Raw

    Range = 0 - 6550 kPa

    Frame 9

    8

    0

    Oil Temp

    Display (deg C) = Raw - 50

    Range = -50 - 205 deg C

    Oil Pressure

    Display (kPa) = Raw

    Range = 0 - 6550 kPa

    Speed 1

    Display (kph) = Raw * 0.1

    Range = 0 - 1000 kph

    Frame 10

    9

    0

    Speed 2

    Display (kph) = Raw * 0.1

    Range = 0 - 1000 kph

    Speed 3

    Display (kph) = Raw * 0.1

    Range = 0 - 1000 kph

    Speed 4

    Display (kph) = Raw * 0.1

    Range = 0 - 1000 kph

    Frame 11

    10

    0

    Knock Level 1

    Display (units) = Raw * 5

    Range = 0 - 1000 units

    Knock Level 2

    Display (units) = Raw * 5

    Range = 0 - 1000 units

    Knock Level 3

    Display (units) = Raw * 5

    Range = 0 - 1000 units

    Frame 12

    11

    0

    Knock Level 4

    Display (units) = Raw * 5

    Range = 0 - 1000 units

    Knock Level 5

    Display (units) = Raw * 5

    Range = 0 - 1000 units

    Knock Level 6

    Display (units) = Raw * 5

    Range = 0 - 1000 units

    Frame 13

    12

    0

    Knock Level 7

    Display (units) = Raw * 5

    Range = 0 - 1000 units

    Knock Level 8

    Display (units) = Raw * 5

    Range = 0 - 1000 units

    Limits Flags - Refer bit field definition below.

    Limits Flags Definition

    Bit

    0

    RPM Limit

    1

    MAP Limit

    2

    Speed Limit

    3

    Maximum Ignition Flag

    4

    Anti-lag Ignition Cut

    5

    High Supply Voltage Limit

    6

    Overrun Flag

    7

    Traction Limit

    8

    Low Supply Voltage Flag

    9

    Launch RPM Limit

    10

    Wakeup Flag

    11

    GP RPM Limit 1

    12

    CL Stepper Limit

    13

    GP RPM Limit 2

    14

    EThrottle Limit

    15

    Cyclic Idle Active

  5. AIM, Racepak, Race Technology, Motec all do very nice units that can interface with ours.

    But I suppose Racepak won´t work through CAN? I was about to go with Racepak but found this topic:

    http://www.learntotune.com/discussions/ ... us-to-ecu/

    EDIT: Found this type of a module from Racepak website, still not a CAN interface? (http://www.racepak.com/Components/EFI.php):

    230-VM-EFIVIPEC

    ViPEC

    EFI Engine Rpm

    EFI MAP Press

    Barometer

    EFI TPS

    Inj Duty Cycle

    Inj Pulse W

    EFI H2O Temp

    EFI Intake Temp

    EFI Voltage

    Wheel Speed

    Inj Timing

    Ing Timing

    E1-Knock

    Custom 1

    Custom 2

    Custom 3

    Custom 4

    EDIT2: Maybe I was hesitating, found this. The dash will be hooked to CAN port at ECU side leaving the serial for laptop:

    viewtopic.php?f=3&t=400&hilit=racepak

  6. Guys,

    Gonna hook up Autronic 500R CDI with V88, 4 banger engine, direct fire with IGN1 CD coils (a CD version of IGN1A coils). Is there any issues I should pay attention to? Dwell matrix could, perhaps, be set to flat 1.0ms? Any concerns with triggering?

    What about tuning itself with CDI? I´ve heard that ignition advance requirements could vary compared to inductive ignition, i.e ignition should be backed a few degrees. Any truth about that?

  7. Okay, ECU is not broken this time.. :lol: , but it is getting getting some voltage spikes. I suppose this is due to generator.

    When the engine is cold, the generator voltage level jumps (that what ECU sees) between 13.92 and 14.02 volts rapidly. After a some time and things gets hotter the voltage gets steady, setting to 13.60 v level. While the voltages jumps around, ECU sees very short bursts of 24.5 v and internal baro begins to alter as well causing some occasional lean conditions while driving. Once the engine reaches its normal operating temperature, generator output voltage gets steady and ECU calms down and everything works normally.

    Has anyone experienced anything like this? Should I pay attention to generator or to be more concerned from the ECU?

    EDIT: The described phenomen is more common if the car is not driven for a while.

  8. Sometimes the cure is too easy to be true... :D

    WP_20130627_004_zps6872530d.jpg

    I put the grease on the lead connectors on coil and plug side and no misfires. I gotta source out quality leads in order to prevent arcing. I´ve heard Magnecor manufactures ones that are fully suppressed (RFI etc..)?

  9. Is it possible that your wires of the trigger sensors are to close to the ignition wires?

    That corrupts the signal. Try to reroute or use better shielding.

    They shouldn´t be. I´ll put some dielectric grease on leads and plugs to prevent possible arc. Let´s see if that have any effect.

  10. Might be a bit of a combo of both.

    What are you using in the way of triggers? If its multi tooth crank with a sync on cam it would be worth checking the can sync is not occurring at the same point as a trigger on the crank.

    And if its multi tooth missing on crank with a single tooth sync sync make sure the cam tooth is not on top of the tooth after the gap.

    I would also try going back to the old leads to see if it has any effect.

    Old leads helped in a way I´m only having misfires like before changing the leads. Not complete loss of a trigger. This makes me belive the ignition devices are messing up with the trigger signals.

    And now the trigger set up:

    Trigger 1: Reluctor sensor and 60-2 trigger type.

    Trigger 2: Hall senror and sync mode as cam level (cam level wheel is covering 180 degrees of a cam)

    By stating "it would be worth checking the can sync is not occurring at the same point as a trigger on the crank" and "if its multi tooth missing on crank with a single tooth sync sync make sure the cam tooth is not on top of the tooth after the gap", do you mean the physical location of a cam wheel / missing tooth on the crank?

    EDIT: What kind of an effect would there be if I change the filtering level of a crank signal to 2 or 3?

  11. Hi Guys,

    Did one day a head job due to a failed timing belt tensioner.. :twisted: At the same time changed spark plug wires to Accel wires from 034 coil wires (runnning 034 coils). After that I have had massive trigger problems. Trigger issues begins to appear once the rpm is close to 5700 rpms and boost starts to build up (i´ve got a really big turbo in 2.0 litre 4 banger Volvo engine). Trigger error counter jumps immediately up to 15 and rpm counter to 12000 rpms and engine literally stalls since the rpm limiter jumps in. The issue is similar and repeatable once rpms reaches +5500.

    According to the logger, both Trig 1 and 2 status shows "yes" all the time and there is no trigger errors on idle or lower revs, perfect readings there. Before the head job, I had no issues with the trigger but some occasional misfires that made me to change the coil wires.

    Where to start to look? Is this more ignition related problem or trigger related one? The total loss of trigger makes me believe, this is ignition related one.

×
×
  • Create New...