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CamB

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CamB last won the day on November 29

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  1. Motec PDM to Fury CAN

    There should be more than that - a relatively recent PCLink upgrade pushed it out to 8x. Try loading the Monsoon example if you don’t have an ECU to update.
  2. GP Activation Strategy

    Quite hard to read the picture - any chance you can post a higher quality one?
  3. GP Activation Strategy

    This got me intrigued (can see the benefit), so I had a look at mechanical options. This came up: "Push to make" would be the launch activate button (a momentary), energising the coil and closing the contacts, which because of A-B being closed would remain closed until "Push to break" is open, which could be the clutch switch or I guess an auxiliary output from the ECU for gear change. The Launch input to the ECU would be on the second pole (C-D).
  4. Yep, could do. Send me a PM when you are ready
  5. DIY vipec display

    I had a look at your code (based on the original poster's?), and if there is a button on pin 3 it is supposed to flip page when pressed. At least I think it is - I am a complete novice. Although it may be that you need to reword the interrupt as per discussion on "digitalPinToInterrupt(pin)", so it won't matter which board you have: https://www.arduino.cc/reference/en/language/functions/external-interrupts/attachinterrupt/ Is that the only issue? Or are you having trouble with the CAN side too? I am using the same code / libraries as Paul - starting with his sketch (thanks!) but with the newest version of the libraries from here: https://github.com/coryjfowler/MCP_CAN_lib
  6. DIY vipec display

    Thanks - I've put that part of it far down the list of priorities (although actually may not be too hard using a bit mask after a quick google) as I have decided I am more worried about basic functionality and what I think I've learned so far is: - at higher bit rates, I think the buffer on the can shield might be overflowing. It definitely misses frames - easy solution is sending only what I want to know and using 125kbps bit rate. I don't need all 39 items in the generic dash plus another 5-10 "nice to have", so it will be much easier if I just create a custom stream with the ~15 items I really want. I just had it in my head it would be nice to have code someone else could just grab, compile and go with minimal config in PCLink required
  7. DIY vipec display

    I've had a go at this as well using the instructions from Paul (awesome - thanks!). I had a go, but I have questions... So far I have a 4duino (arduino with integrated 4D Systems screen), had a go at the graphics side (promising) before realising I should focus on making sure I can read and understand the CAN messages from my ECU. The shield is this, which is a 16Mhz Seeed style one. I used a 100R terminating resistor because that's what I had, and will get a 120R. Although its taken me a while (I am starting essentially from scratch), using the code from Paul's website I can successfully connect the arduino to the ECU and get serial display of the "Generic Dash" CAN messages. Questions... 1) If I leave the CAN bitrate at 500kbps, the serial monitor does not report every line (5 out of 13). If I drop it to 125kbps, I see almost all of them (12 of 13 - see pics). It's not always the same missing messages, so ... are they actually missing or not being reported somehow? Changing the "Transmit Rate" even down to 1hz doesn't seem to affect whether they are there or not, just the update speed (as you'd expect). 2) I can see that the instructions Paul provided to decode the CAN stream work (the "96" in the message starting "00" is hex for the 150kpa for the MAP sensor, which I set manually). How do I interpret where it spans two data blocks (eg ECU voltage is "95 04", which should somehow translate to about 1200 (12.00v). (edit - I think I figured it out, you take the second number in the pair and put it in front of the first number, then convert from hex. So voltage is 0x0495, which is 1173 (being 11.73v, which is about right as its an old battery on the bench. I wonder how my extremely basic coding skills / google are going to join those pairs together). (edit again - worked it out - can take the second pair and multiply by 0x100 (or decimal x 256) then add the first pair, so in decimal 4*256 + 149 = 1173) (and a final edit - have looked at Paul's code which displays on his 4D screen and see exactly this...) 3) For when I get to it, what will the message look like for the Limit Flags? (edit - have had a think about it and presumably its a number that is converted to (considered in?) binary and then whether there is a 0 or a 1 in each bit is whether the flag is on - eg CAN message "05" would be binary 101, which is RPM Limit and Speed Limit active (being bits 0 and 2). Am feeling this might be low priority for me as code to pull that out would take me a looong time. Thanks for any assistance.
  8. I asked over at another forum where you asked this, but this is probably a better place... does the change in backpressure have any relativity to the change in cam timing?
  9. GP RPM LIMIT

    I'm pretty sure you can do this part (without the latching) if you set a Virtual Aux to CE Light and the CE light Aux Output as a GP output that goes on with the Virtual Aux OR an Engine Limit.
  10. Injector PW is changing itself - really strange

    It applies to any of the fans, if that's what you mean? For you, Fan 3 comes on first. The help file says: Engine Fan Trim is amount of time in milliseconds added to the injector pulse width when the engine fan is activated. Note: This setting is categorised under "idle" load trims. However, this setting is actually applied at all times when the Engine Fan auxiliary output is enabled.
  11. Injector PW is changing itself - really strange

    Adam - thanks for answering the questions. George - the main difference between those points is that the fan going on has opened the throttle 1.8% (Engine Fan Step - one of the idle settings) and increased fueling by 0.50ms (Eng Fan Trim - one of the fuel corrections). This appears to raise the RPM materially, which in turn moves the timing from 25*BTDC to 1.5*ATDC (which isn't enough to pull the idle down to target). Adam says closed loop idle control doesn't seem to be working, so that isn't able to finish the job. Your other logs look to have the lambda sensor connected, and they show rich in this state which it may well be.
  12. Injector PW is changing itself - really strange

    As you seem to be getting limited help I will have a go by telling you what I would try. I have never tried with an electronic throttle but your combination of idle ignition table and e-throttle settings for idle doesn't look like what I would expect (particularly hot idle timing when the RPM is above the 1000rpm target). For whatever reason, what looks to happen is that your throttle target opens up from 2-2.5% to 3.5% and rpm goes from well below target to well above, with the idle ignition table trying to compensate with a big swing (also driven by the ECT change) from ~20* to -2*. This may not actually be causing the problem, but if it was tidied up it may help trouble shooting. The actual change in PW looks like it could simply be related to the change in rpm? (edit - you can also see where the AC request kicked in at -2m10s how this caused the same big change in TP and drop in timing. This table looks too aggressive) (further edit as it was bugging me and I looked again - the AC request and going over 85* also puts on fan 3, which raises the TPS target and adds fuel. Perhaps these settings are also too aggressive) For those who know e-throttle better than I, how could a TP target of 2% have an E-throttle motor DC of 25% (see -2m30s in the log), 2.5% have 50% (see -1m30s) then 3.5% have 27% (see +1m10s)? And what is E-throttle 1 ISC CL Trim and why is it almost always 1.5% - is this a clamp on closed loop control?
  13. Pot Tuning Box

    I wondered if something like this would work if set to do page up / page down (or Q / A): https://griffintechnology.com/us/powermate Or perhaps one with better reviews (!)
  14. Preferred ignition module (distributor)

    Thanks Adam, very helpful. Will look at the 124/J121 options I think. For some reason I had thought duty cycle was locked to 50%. Clearly I was completely wrong....
  15. I have a twin spark engine (Porsche flat six), which has a twin distributor (and twin coils) firing 12 plugs. The pair of plugs per cylinder fire simultaneously and I believe Porsche used a Bosch 124 module per coil on the earlier cars and a single Bosch 200 Module (2 channel) with two coils on the later cars. Mine is more complicated, as it currently has a vintage Motec with Bosch 008 smart modules (which control dwell). I am in the process of upgrading to a G4+ and for various reasons don't believe the 008 modules are a smart choice (refer here if interested - http://dtec.net.au/Ignition Coil Dwell Calibration.htm) for the G4+. I am looking for advice on what to use instead: 6 cylinder distributed, two coils firing at once, max RPM about 7200rpm coils are Bosch MEC718 - dwell is about 3ms I understand I can connect two igniters (or two channels of a 2 channel igniter) to a single G4+ ignition output I see the options as: Bosch 124 modules. I think these are ok, but possibly older tech? Bosch 037 / J121 modules - simple 3 pin igniter Bosch 200 module - only one - I have some slight reservation about how much it will like firing both channels simultaneously (and at high RPM) although as I said, it looks like Porsche might have done that themselves Stick with what I have (I believe it is fundamentally compatible with the G4+ - please confirm(!)), populate the dwell table sensibly, as assume this will largely overcome the problem discussed in the link, which is: ** Supplementary question: - "Spark duration" appears to reduce dwell at RPM above which its not possible to achieve both, yes? How does one determine an appropriate duration?
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