sardengineering

What model Link ECU are you using? The wiring loom work must be pretty cool. Thanks for sharing, cheers! P.S. The power to weight ratio must play out like an arcade game, pure fun

This is pretty cool Ben, nice.

That sounds like a very interesting setup you've got there, unfortunately, I don't have any practical or working experience with the components of the inductive discharge ignition system you are using to give direct feedback as you requested. However, I am a little curious as to how the engine is breathing in the noted engine speed range. Can you give any feedback with respect to this? I find inductive discharge ignition systems quite interesting, they're extremely effective is matched correctly both from a hardware and software perspective. Capacitive discharge ignition systems are pretty straight forward as far as available spark energy goes, but the inductive takes a little bit more to have it spot on. Thanks for sharing with the online Link ECU community, cheers!

Hardy, Can you expand a little on what exactly you would like to review? Or perhaps you can share some of the channels which you have active? Your request is a little broad as there are many different aspect to logging strategies for competition car or drag racing specific cars. With the Vi-PEc you have a total of 25 channels open for data logging, so your logging can focus on engine specific details with respect to the lambda values, knock values, variable cam references to different operational conditions of the engine, all the way to analog feedback of support systems such as EGT, EBP, oil pressure referenced to vehicle speed and/or engine speed. You may also look at vehicle speed data to assess the rate of acceleration, so the comparison between actual vehicle speed from non-driven wheel and wheel speed data from driven wheels. If you can elaborate a little then we can better support you. Unless of course I have misunderstood your request altogether, in which case I must apologize. Looking forward to your response, cheers!

Good day Hardy, The Vi-PEC support desk as well as most dealers are always on the forum so you may proceed to ask your questions and someone will respond accordingly. Thanks for chosing the Vi-PEC brand, cheers!

Both Simon and Dave are spot on with their responses, actually Dave's insight into the functionality of the charge temp estimate tables is about the most simplictic and informative I've seen. It's quite hard to appreciate this if you haven't seen it before, however the extra effort can prove to be quite rewarding. Believe me, this is a huge effort which has great promise. I would echo Simon's response by asking for added time to build generic table data to aid your transition. However, as Dave indicated you can easily turn the feature off by zero-ing the table. I can tell you that Autronic had extensive research into this particular feature prior to making it available and it worked really well as it complimented their VE model quite well. However, their extensive research allowed them to offer tailored customer support for different engine platforms. For a millisecond based model this may seem like just an addition but it's quite a huge step as far as the model goes so I would ask that you exercise a little added patience so that the support team can better facilitate the transition for users who may need assistance with this new functionality.

Dave/Simon, The charge temp estimate sounds very much like there are plans to incorporate a VE base model, is this correct?

I think that the i88 platform has really made great strides with respect to advanced hardware can now be supported, which is great news for those of us supporting the brand within the industry as well as those of us who are ultimately end users. Cheers!

I think what Simon was trying to illustrate was that it's a combination of both hardware and firmware limitations, meaning that both will have to be revised to grant what you're asking. On the upside, I do believe devices such as an independant data acquisition system would work quite well for your given scenario. When buying one you can easily evaluate data logging memory, available channels, sample rate and software manipulation of logged data to suite your needs. Cheers!

Good day all, I strongly agree with Dave. I became really good friends with Dave while I was very new to both brands from Electronz Ltd. and I can validate that the courses available from HPA have been instrumental to my development as a professional within the industry. Today, I work quite closely with both brands offered by Electronz Ltd. and I am quite proud of this. I'm also will great friends with Dave If you have any questions or concerns feel free to drop either Ben or Andre an email as they offer great support for their courses. Cheers!

Hello there, I believe that the fuel master and fuel master trim pertain to the actual electronic calibration tasks (tuning) of the engine as they basically operate like a normal injector. Unless of course you are trying to swap out your current injectors which have already been tuned on your setup to make the change to an offering from Injector Dynamics and you are hoping not to re-calibrate the ECU? What's special about them is the characterization data available for them and batch matching of the injectors to less than 1% variance of each other, what this does is give the ECU an easier task of controlling them. However, the science of actual air flow versus fuel flow still applies. Injector Dynamics injectors are saturated and no peak and hold so the current draw is constant rather than a high current to open up the injector and the low current to keep it open. I stand to be corrected here but the believe the amperage setting on all Vi-PEC ECUs are locked and can't be altered or amended. There's nothing wrong with this as the injectors may only have a current draw of about 1 amp. Within the software you will have to navigate to ECU configuration and then to fuel and lastly to fuel setup. You should be able to see the battery compensation table where you may be able to enter the data for the respective injector found on the Injector Dynamic website. Within the Vi-PEC software you have the ability to adjust or change what each axis represents thereby matching the lay out of the data on the Injector Dynamics website. Please remember that the ID injectors are all saturated and not peak and hold so you should select this change appropriately. I hope this response helps you, if not feel free to submit a follow post for further assistance or clarification. Cheers!

Good day all, Thanks for the follow up with Injector Dynamics Dave. I should have also mentioned that I spoke with Andrew directly by phone at length about the described problem. Nice guy, quite pleasant in his response. The YouTube link I posted shows Tony Palo testing some ID2000 on a bone stock B18C1 powered Integra. This motor didn't have any upgrade cam profiles but the engine management calibration was handled by MoTeC so the injector characterization data was pretty accurate, same with the fuel pressure regulation. As you can clearly see from the PLM display the lambda valve at idle is quite rich but the idle quality is better than stock or at least near to what you would expect for decent motor. You have to remember the air flow at idle for motor with small displacement engines and quite similarly motors with cam profiles which have a high valve overlap or are fairly aggressive profiles. At these operational conditions you have to remember the pulse width operation is quite low, easily under 2 milliseconds. In the link Simon posted you can see the scaling operation of the ID2000 as released or data logged by Injector Dynamics themselves. You can clearly see that the fuel flow to match the engine air flow for the engine at the described operational condition it is non-linear. However, to have the idle quality displayed the rich fuel mixtures is a small trade off as the injector is working correctly. In the same breathe the Vi-PEC ECU is working correctly as can be expected, there was no fault with the electronic engine management calibration duties of the Vi-PEC at all. This should be accepted and understood quite clearly as the science (physics) of what was taking place with the described instance of the Subaru user was quite normal. To have the engine idle at a less rich lambda value would have gone deep into the non-linear operation of the injector. Again, actual engine air flow matching the lowest linear pulse width of the ID2000 injector. Both products operated without fault.

Hello all, Just a quick follow up to the link posted by Dave, which has a fair bit of critical reading to take in. In case anyone would prefer a visual translation you can have a look at the following youtube video It's not a detailed reflection in translation of what you would have read but you can see a demonstration of the basics. Cheers!

Oh okay. I think I understand the response now. Thanks for taking the time follow up. I wonder if the end user who started the thread took the time to follow up with the responses, I hope so as misunderstanding thing could really be bad all around. Cheers!

Thanks for taking the time to respond Simon. Can you clarify what was explained previously about the amp ratings for the v series ECU while operating in saturated mode, and effectively how this relates to the described non-linear operational conditions of the ID2000 injectors at idle? I'm trying to get confirmation on what may have caused or contributed to the end user not being able to have the engine idle at the desired lambda value. I am not pointing fingers and poking short comings, I'm just trying to gain an appreciation for what was described. Has Vi-PEC or someone within the dealer network tested various Injetor Dynamics injectors on the ECUs? Just to better assist end users who may experience complications like unto that which has been described? Thanks for your time.

Dave, Does the i Series ECU suffer the same faith as the v Series with respect to locked/default amperage values when saturated injector drivers are selected? Or to put it another way, will the i Series ECU eventually offer some flexibility in times to come should the current instances which resemble that of the v Series ECU? Thanks for your time, cheers!

The Link G4+ course offered by the High Performance Academy is pretty good and has made my transition to the Vi-PEC brand much more comfortable with almost no frustration. As Simon indicated, the Link platform is quite similar to the Vi-PEC so the course being offered will help. The course structure is decent with tutorial on most of the topics needed to get you up and running. Andre Simon is the instructor and he delivers the course verbally with aid from multiple software walk through videos. Good luck, cheers! https://courses.learntotune.com/school/ ... -tutorial/

Thanks for responding, it was quite informative which allowed for increased understanding. Much appreciated, Cheers!

Good day, Is there a mathematical computation which takes into consideration either the specifics of your engine setup or the specific operational conditions of your engine to derive an exact value for the Master Fuel value? Thanks.

Is there an equation available for fuel calculations, or is this proprietary? Can I also have a response on how critical or integral an engine model is within the Vi-PEC v series product, and subsequently what provisions for advancement and improvement can we look forward to with the newer i series products can we look forward to with respect to the fuel calculations? From what I've been able to understand thus far, the Vi-PEC brand has a consistently reliable approach to fuel calculations with respect to engine management duties and I'm willing to take the time attain a comprehensive and equally competent understanding of how things work. Going forward based on previous work experiences a firm understanding on fuel calculations is critical for effective and competent product experience. Not all products on the market can implement the ideal or the gold standard for many reasons, however, manufacturers understand this openly and have made exceptional provisions to ensure that acceptable levels performance can be attained if specific steps have been followed or trained personnel take care of product installations and engine calibrations duties. As previous stated my aim here is to learn as best as I can the correct techniques in which to extract the best possible product experience so any productive feedback will be greatly appreciated in a big way. Quick question, does anyone think that there's any merit to completing the Link G4+ course offered by Andre Simon at the High Performance Acadamy to learn some insight about the Vi-PEC brand based on some common similarities between the platforms? Cheers!

Good day, Would you be willing to share the specification of the turbocharger you used please? Also, and this is just by chance, did you enable a data log session for your pass? If so, I would be terribly curious about the pararmeters managed to log? Lastly, what displacement was the shortblock? Cheers!

Simon, Can this be done using vehicle speed sensor input? That is to say, can it be setup where the function is disabled by the movement of the vehicle from a stand still. Thanks.

Scott, Thanks for taking the time to follow up on this. I am certain many people have become quite curious as to what the new practical capabilities of the i88 translate to with respect to the existing limitations of the previous V88 model. Cheers!

Dave, I really appreciate the assistance you've given and I am looking forward to working with the Vi-PEC brand while making contribution of some worth to the online community of users here on this forum. What I'll try to do is document my installation with photos and video to compliment a deatiled enough write up so that others may benefit in a productive manner. Many thanks once again for everything, cheers!

Dave, This co-relates to what the dealer explained, unfortunate for me he didn't have any of the new AIT sensors in stock. What I can confirm is that the AIT looks very much identical to an Autronic part except it doesn't work with the Autronic EMS. If you've worked with the Autronic EMS previously you would know that you may only use their AIT sensors, with the only exception being the SM4 and SM3 EMS units which make allowances for the NTC type sensor. I've only ever used the Autronic AIT so I have no experience verifying the NTC as an alternative but I was instructed that it can work. Having explained this, and noting that my V88 install hasn't started yet, can I proceed with the current AIT or would it be best to order a new one? I was speaking with a few dealers and it was explained that Bosch sensors could be used. This made me curious about how sensor scaling would be completed if different sensors were compatible. However thinking about it out loud I suppose I am over thinking things and I might as well go ahead purchasing a new AIT. I'm sorry to drag this on further but would the GM MAP sensors compatible as well? If I am going to be purchasing a new AIT I might as well get a brand new MAP as well, just to be safe. You may be wondering how I managed to have so many missing parts but my V88 was purchased from a retired performance car. I bought it used through the dealer which was local to the car and so the removal was properly supervised. Unfortunately both the dealer and car are not local to me, so I have opted to go through the proper channels and seek assistance from the support medium setup by Vi-PEC. At the moment, I am doing some verification work on the harness which was used but it’s still very functional. I was missing the AIT, the MAP and the USB com cable but I have since purchased the com cable brand new and ended up with the AIT by accident as previously explained. Also I had an unused GM MAP sensor I am hoping to use, but I'll wait for your advisory before proceeding. Much appreciated as always Dave, cheers!