Beams AE82

Hi Adam and David. I scratched out my sheet of measurements previously taken when I stripped a vvt pulley to ascertain the possibilities of limiting the range of adjustment. My bad, sorry, You are quite correct Adam, the pulley range of movement is just more than 23deg, equivalent 47crank deg as per the target tables. Apologies for questioning the topic again and again and thank for your input.

Hi David, it's been a while. Trust you're well. This is why I ask the question. The physical range of movement of the pulley, cam angle, is 47deg. If you insert any greater number than 47deg in the target table it will not move more.

Hi Adam. Thanks for the detail and check. Since the cam pulley has a physical range of movement of approximately 47deg in original format, I should theoretically be able to call for advance of double this value in the vvt target table. I've not yet conducted a cam angle test but will get to it tonight. Perhaps this is the missing link.

Hello Adam, Sorry to bother you again. Are you 100% certain that the values in the VVT target table are crank degrees? The intake VVT pulley has a physical range of adjustment of +-47degrees (cam degrees). This would equate to 94deg crank angle. When I insert a target advance value of 47degrees into the VVT table, my log files and run time table show an actual Intake advance value of 47deg. If this is crank angle, then this would equate to 23.5deg movement of the cam. I should then be able to insert a value of 94deg advance in the target table with a corresponding cam movement of 47deg equivalent to the maximum possible cam advance. I would then expect to see logged and runtime values for Intake cam angle of 94deg. However, I can insert any value greater than 47deg in the table but it will not advance more than 47deg as logged and viewed in the Run time tables. This leads me to think that the advance value in the table is a cam advance (1/2 crank angle) value and not crank angle. Please will you check this and confirm. The intake cam closure point is directly linked to dynamic compression ratio. Too much DCR and I will run into detonation problems. I broke piston ring lands recently and I suspect it may be in part linked to too much cam advance with a resultant high DCR. DCR is easily adjusted by limiting my maximum intake cam advance but I need to understand which number I am working with in the target table. Cheers, Rob

Good morning Adam. As always, your speedy response is appreciated. Thank you for clarifying "I can confirm all numbers in the VVT tables are crankshaft degrees" It is a pity about the LCA table but, so be it.

Hello Link tech team. I currently run a Toyota 3SGE Gen 4 motor (single VVT) with a V88. I am controlling cam timing and until now, I have utilized the VVT target table format which reflects degrees of advance from the fully retarded intake cam position. I have utilized a full 46deg cam advance range at mid rpm. Can you confirm the degree advance value in the table is cam degree and not crank degrees. I now wish to change the table to reflect Intake cam LCA. After making the change, I am not seeing the LCA values I expect to see. I have set the full retarded position as 146deg ATDC. All previous advance values in degrees have now been added to the full retard value of 146deg within the new table. For example, +20deg from the original table now reflects as 166deg. I expect to see 126deg. Can you confirm that a 20deg change in the LCA target table = 20deg on the crank and 10deg on the cam. Cheers, Rob

Thank you for your response Adam. This is a pity but understood.

Hello Adam. As promised, some feedback on the above. I am staging in the secondary injectors from 4000rpm and 40% Throttle position to carry a total load of 70% at full throttle. I am extremely happy with the functionality and there is definitely an increase in performance. I have mounted the seconndaries just outside the entry to the velocity stacks. Is there a way in which I can set injector timing differently between the primary and secondary injectors?

Thank you Adam. The software's limited capability in this regard is a pitty but understood. I'm learning with this ECU that there is always another way to achieve the required end goal. Why would I span Eth % against rpm in the 4D table for my fuel correction? If I was running for example E50, the table lookup would be to the 50% column and whatever correction factor I've inserted would then be applied across the entire rpm range. Or, is it not possible to setup only a 2D table which is in effect what I'm describing. Alternatively, could I setup Eth% on 1 axis and Eth Temp on the second axis? Would that not provide some sort of temp correction as well? For ignition, I agree with Eth % on 1 axis and rpm on the other. This would enable me to fine tune ignition timing appropriately across the full rpm range. So, the scenario is. I will empty the fuel tank and fill it with E85. I will then develop an appropriate fuel and ignition map. I will then compare the petrol vs Ethanol fuel and ignition maps. Would I then span a linearly increasing correction factor from 0% Ethanol to 100% ethanol in the 4D table (based on the 2 developed fuel maps) or is it not as simple as this?

Hello all. I have just received my Continental Ethanol Content sensor. The VTS help files unfortunately do not really provide much detail about installation and setup. It is my goal to be able to run either a developed 95 Octane Pump fuel map or an E85 developed Map and to have the option to run automatically a non-defined blend of both. Is an external pull up resistor required on the signal wire as detailed necessary for the Siemens sensor in the help files? I don't think so. Do I wire into one of the Digital inputs as opposed to an analogue input? How will the ECU differentiate between Fuel Temperature and Ethanol Content? Do I need to develop fuel map 2 and ignition map 2 to suit E85. Currently maps 1 are based on pump fuel. How do I configure the software to see Ethanol % and automatically fuel appropriately? Any help through this process will be greatly appreciated.

Wow that's odd.. I'll have a go at it this evening. Thank you Adam.

This is great Adam, thank you. Once I'm done with the mechanical install I'll set up, test and give you feedback.

Hi Adam. Here's my current PCL file. Blue Car 3SGE - Traction control Development file - 10.11.2017.pcl

Hi all. I've been trying to enable knock monitoring/control with no success. Each time I connect VTS to the ecu the knock setup immediately turns off. I have read a few previous posts where people experienced the same problem but having tried the 1 or 2 suggested remedies i am still stumped. I hope someone can assist.

Hi Adam. Have you by chance had an opportunity to come up with something?

This looks fantastic, thank you Adam. I'll play around and post further queries as they come up.

Thanks a mil Adam.

Hello Simon. Our next drag event is in 5 weeks from now so I have a little time to setup staged injection - if this is the way to go. I am very likely going to utilise a set of secondary injectors mounted at the ram tube entries that are the same flowrate as the primaries which will simplify matters somewhat. I would like to be able to phase them in from about 6500rpm upward with the option to progressively shift the fueling demand between the primaries and secondaries and not just transfer all the demand to the secondaries. In effect, have the primaries supplying all of the requirement up to 6500rpm and then, progressively bring in the secondaries to carry say 70% of the total fuel demand by 8500rpm. Would this be possible to set up?

Some quick status update for interest. Yesterday was my little cars first outing to the drag strip. I finished the day with a 13.2 pass at 169km/hr. Am very happy with the result for a non prepared surface with very poor traction. I spent a lot of time optimising the launch control and it definitely has it's place, particularly on a poor traction surface. My problems of poor traction in 1st gear however are now transferred to 2nd gear... I am spinning on the gear change as circled in red in the screen grab below. Adam, we spoke of using a slip calculation previously as one of the launch control options. As I have ground speed input, could I set some sort of a slip % limiter but gear based? I'd then utilise the speed based launch control as currently configured (rpm limit in 10km/hr increments phasing out by 50km/hr) for pull away and then apply the slip % limiter only in 2nd gear. The amount of 2nd gear slip was heavily influenced by track temperature. As the day progressed and the track temp dropped from 38degC to 24degC traction improved but the traction problem remains regardless.

Excellent! Thank you for the quick response Simon.

Hi all. I am currently running my 2L N/A Toyota 3SGE Gen 4 engine on 95 Octane pump fuel, controlled by a V88 ECU. It's running the stock 315cc injectors at 3.5bar fuel pressure, in sequential mode and peaking at 83% duty cycle so nearing my safe 85% limit. I am wanting to install a second set of the same injectors, upstream, possibly outside of the ram tubes to facilitate the optional use of E85, permit future engine modifications which will increase the fuel requirement and find gains due to expected improved fuel atomization. Injection mode will then be staged sequential. The existing 4 injectors are +-13 Ohm high impedance units. Battery voltage is 14.5V so each Injector driver currently draws a peak current of 1.1A. Will I be able to install the second set of 4 injectors to drivers 5, 6, 7 and 8 without any driver overloading issues? Maybe I should rather ask, what is the safe current limit on each Injector driver and is there an overall limit for all the drivers added together? Rob

Hi Adam. I have fitted the ground speed sensor. All works perfectly. I ran a quick test on your recommended launch control setup and it too works a charm. Next is to spend time configuring optimum rpm limits. Thanks again for your assistance.

Thanks a mil Adam. This all appears pretty straight forward. I'll have a go at setting it up as soon as I have a spare moment and give you feedback once completed. Rob

Hello Adam. My GS1007 Hall effect sensor arrived today. I've booked some dyno time for tomorrow so will hopefully make up the necessary brackets and fit the sensor after that if I have the time available. The sensor is a 3 wire unit. One wire will be the voltage supply (I'll wire in a 5V supply from the ECU sensor output), the 2nd wire will be a ground (should this be a sensor ground from the ECU or will a chassis ground be acceptable?) and the 3rd wire will be the signal output to be connected to an assigned Digital input channel. Is it required to install a pull up resistor at all? What will the basic configuration requirements be to accept and read the input signal? BR, Robin

Hi Adam. I'm glad you were able to simulate option 1 and rule it out of the equation. Thank you. The option you've detailed as preferred is Mode 1-2D table. I will install a wheel speed sensor and then revert with feedback once completed and setup. Likely in the course of next week. Thanks again.