dazdavies

As mentioned the car is awesome to drive. makes over 600whp and does 10 second quarters so the low figures on the ignition table just don't make sense if the 10 isn't added to them. A five hour drive to see a link tuner it is then. Bugger!!

Hey fellas. I wonder if you good people can clarify an issue for me. I currently have a Subaru Hawkeye STI with a PnP V88. Car makes around 605whp and runs 10.9 on the quarter mile. on E85 and is 507whp on 98 V Power I built the car and had in tuned in Perth WA. I've just returned to the UK and have taken the car with me. So I want to get the tune checked for UK fuel as I seem to be running a little lean on WOT. 11.8 at 1.7bar. Anyway as my nearest Link/Vipec dealer is a 5 hour drive away I thought I'd see if it was just a quick fix to add some fuel. So I have a number of friends that are professional tuners and they have expressed concern with the ignition table side of things but as none of them are Link tuners there is a bit of confusion as to whats actually going on. Basically They are saying that the figures on the ignition table are incredibly low for the power I'm making but due to the times Im running there must be more to it. Some are saying that the timing in the table is as it says. So some have said that the 10% base timing figure in trigger calibration is added to the timing figure in the ignition table so if the field in the ignition table reads 8 the actual timing figure is 18. If that is the case then it makes the current vipec ignition table much more in line with normal figures these guys would expect to see. In a previous car I had a similar setup to what I have now only on a different ECU (syvecs) the ignition table on that shows much more advance. Basically the tuners here are saying the ignition figures on my current Vipec should be much more closer to the figures on the syvecs ignition table than they currently are. Whilst I'm obviously not expecting to see identical figures they should be in the same ball park and they are not. Can someone with better knowledge than me confirm if the ignition advance is on the low side on the current vipec tune or if the 10 degrees base timing in trigger setup is actually added to whatever figure is in the ignition table. Hopefully I've explained that well enough. Here are the two tables both on Vpower: I've also attached the current map for reference. Thanks in advance Daz 98tune507whp.pcl

Awesome thanks for confirming.

As said my initial problem was that the LH inlet cam was showing a sync error in the runtime values and as a result the VVT wasn't working as it should. I knew the timing belt was fitted properly as I fitted it myself when i built the engine. The belt was new and all the relevant markings were lined up. So have I done the correct thing by adding a few degrees of VVT offset to get it to sync which it now does or have i just worked around the issue? I know on my last ECU which was a Syvecs you could fine tune the cam sensors to take account of head skimming and different thickness gaskets etc. One thing I have noticed now that its syncing is that its a little leaner lower in the revs. I'm assuming that now advance is working is needs a little more fuel to account for this? Apologies for the questions but I'm new to the Vipec and am just learning all of this stuff. The car will be properly tuned in the next couple of weeks I just want to make sure its ok to drive in the meantime. Once again thanks for your help its very much appreciated.

Hi All, I've just finished a rebuild due to a cracked cylinder head. Car is a full forged build with Cosworth 278/274 Cams and currently pushing out 450 WHP at 21psi Anyway I noticed last night that my LH Inlet cam was not syncing. Aware of the issues with the oil filters in the oil banjos i removed them completely and also replaced both the solenoid and the sensor. Fired the engine up and still had the same issue. As the heads are different to the originals (same heads just a different pair) I thought I'd adjust the offset in the trigger set up for that cam. I've added 3 degrees from 126 ATDC to 129 ATDC and it has now synced perfectly. Although for some reason it occasionally presents an extra tooth error but when driving its stays in sync. The one thing I have not looked at yet is whether that particular cam pulley is a tooth out but there is no indication of this as the car drives superbly well and idles exactly where it should be. There's no flat spots or missing of any kind and have around 3000 kms on the car since the build There were absolutely no symptoms I just happened to spot the error when I looked at the run time values out of curiosity. Is 3 degrees enough to indicate that the pulley is indeed a tooth out? I've attached a log file from a quick 10 minute run around the block. ECU is a V88 Plug in. Please can somebody put my mind at rest and tell me that it is all working as it should and it was just slightly out of sync due to new machined heads. Thanks in advance Daz 2007wrxsti.llg

Hi Scott, Providing it has functions assigned to it as a GP input then it works as intended and engine runs. If it's configured as a GP input but has no functions assigned to it then when ever its switched on the engine immediately dies. Interestingly I've configured Di10 this morning in exactly the same way using the same 12v source that comes on with ignition and that appears to be functioning perfectly normal with no engine kill. Regards Darren

Hi Scott base map attached. As mentioned the issue is on DI9 its all switched to off in the ECU software but the switch is wired up. Thanks Darren basemapJan2016.pcl

Hi Simon, Thanks for the reply. I've double checked the wiring and its definitely wired up to the correct pin. DI9 (pin C31) If I assign a function to the switch on DI9 such as dual table activation for boost control the switch does as expected. I can see it making the second table active and the first table inactive in the software with the ECU connected to the laptop. When there is a function assigned the engine doesn't cut. It's only if there is no function assigned or the switch is set to off that the engine kill happens. Daz

Hi All, I'm in the process of wiring up a couple of switches. One is going to be for two different boost levels i.e. switching between different wastegate duty tables. The other is going to be for two different fuel and ignition tables i.e. one for 98 and one for E85, atleast that's the plan as I don't want to run a Flex fuel setup. Anyway I've wired one of the switches up today to DI9 with the other terminal of the switch wired to a 12v positive which comes on with ignition. I've configured it as a toggle switch. It's function is currently turned to off in the software however when I turn the switch on it kills the engine and it wont restart until I flick the switch back to the off position. Is this normal for a switch that's wired but not configured? ECU is a V88 on a 2006 WRX STI Thanks in advance Daz

Thanks for the replies Guys. I'm currently building the car so not in a position to take it to a dealer yet. It was more of a can it be done enquiry rather than a how it's done one I'll also be looking at flex fuel too which I know the V88 does well. Once finished it should see circa 600 awhp give or take but I'm not chasing figures it'll do what it'll do. Thanks for the info.

Hi All, I'm completely new to Vipec as my previous car had a Syvecs which is a phenomenal ECU. This was in the UK however and unfortunately there's little or no support for it here in Western Australia. I've just purchased a car with a V88 plug in so I'm wondering if it can be set up to do the following: 1. Engine kill on Low oil pressure. 2. Rev /map limit on low fuel pressure. 3. Selectable maps via a rotational switch for example position 1 = 1.4 bar, position 2 = 1.6 bar, Position 3 = 2.0 bar, Position 4 = 2.0 bar and ALS on so on and so forth. I've searched for answers and had a quick look at the software but I can't seem to find the answers I'm looking for. Thanks in Advance