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boostDR

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boostDR last won the day on November 5 2017

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  1. Got it sorted. Changed the CAN offset to 0 from 10000. The output range has changed from 0-150 to 0-900 but that is all good. I adjusted the maps to suit. appreciate the help Adam as always, top support Matt
  2. I’m getting CAN TC Cyl 1 Input in the runtime values as 10000 when it should be zero or was zero coming in on CAN AN V2
  3. Ok. I think I understood and got all that right. see attached picture
  4. I’m also using it for ign retard on torque reduction request from the OEM ECU, but the problem is this increasing boost by about 3psi at high load. How do I swap it to CAN DI or CAN TC#8 ? Then get the priority of throttle Maps correct to only be active when a reduction request is rx’d? cheers, Matt
  5. I'm trying the setup the follow considerations for E-throttle control however not sure how to get there.. I currently have ethrottle table 1 set as AP vs Inj Duty. I would like a second consideration. I have the transmission torque reduction request coming in via CAN AN V2. Problem is the hierarchy of tables. When the torque reduction request comes in I want that map prioritised. Is there a way to setup ethrottle map 2 activation when input above 0 is rx'd from CAN AN V2 ? Or am I going about it the wrong way? Cheers Matt Link Fury G4+
  6. I’ve had the same issue with my Fury. My theory was when I changed the log setup but didn’t store before changing a parameter in the tune it wouldn’t log. If I changed the log setup, stored straight away it would be ok. Matt
  7. I had a similar issue. Couldn’t sort it out. Running a truck battery jumped helped which made me think the dead time vs voltage was off. But I feel that may be related to better spark to ignite the mixture The thing that fixed it completely was removing my Xspurt 1000cc injectors which had the dispersion disc machined off like other high flow injectors (ID,etc) and replacing with Bosch 3/4 long nose 980cc injectors. These have a proper dispersion cap (7 hole maybe) rather than the garden hose single outlet. All my problems went away. Black smoke disappeared, starting problems were non existent Car felt OEM again and picked up some fuel economy and power. Picked up the problem by filming the injector firing at cranking on a high speed camera. The Xspurt injector would hit the valve/port and stick to it mostly, the Bosch would hit it and bouch back in a mist Ball night and day difference. The Amount of post injection Tau(wall wetting) is very obvious with less than desired atomization. May not be your problem but though it worth mentioning my experience Matt
  8. boostDR

    Limiting Torque

    Yep, my Evo rod went at high rpm. Use a fuel based rpm limiter and keep the max rpms reasonable.
  9. 4D fuel table adds it own Axis value of 6552.7... removed it and it comes back. Cheers Matt
  10. I've attached my Duty Cycle vs Voltage output lookup table for reference. My cct design: 1KR 510R 22uf 4000kHz constant (Aux 1) Matt MAF_VOLTAGEvsFREQ.xlsx
  11. Ok, modified the cct. Works as expected now, thankyou. 15 % duty at 1kHz is 5.1v 84.5% is 0.05v response time is ok. You can see a slight ripple at the second decimal point. I might try 4kHz on the weekend and see how it goes. Matt
  12. I have it set up as GP PMW and 1000hz constant. Duty: 100% is 3.3v and 0% is 6.8v The PWM output goes to ground at 100% and sits at about 7v at 0%. Wondering if I’m doing something wrong. Can seem to get the required scaling.
  13. Done. Will post up the frequency vs voltage once I do some testing.
  14. Hi Adam. Any chance you could post that R-C cct solution. :-) Kind Regards, Matt
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