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iceman_n

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Posts posted by iceman_n

  1. ok i need first to modify the cam trigger so i wil be back with vvt soon

    something else now, i remember that somehow i can change the main fuel map values to actual milliseconds, for some reason i cant find it anymore or maybe i dont remember right...
    also about ignition idle there is no aircon/fan uplift should i assume that the idle target error method is so good that is "sensing" and "stabilize" idle when fan is active and rpm drops ? because i see only fuel correction/trim for aircon/fan/drive

     

  2. lets say i will go for 3 evenly spaced tooth on cam trigger...

    as far as i understand from the vvt inlet target table i control the angle not the pwm of the solenoid, so its constantly at close loop

    at vvt setup -> inlet fully retard postion -> should i use my camshaft centerline degrees at full retard ? its 125
    then the inlet targer map goes to 175 degrees

  3. 2 hours ago, Adamw said:

    The subaru 6/7 trigger pattern wont even work wasted spark without a cam sensor as it is symmetrical - there is no unique identification on it to tell the ECU where TDC is.

    Unfortunately the Subaru 6/7 trigger pattern with a Vipec only allows about 20 degs advance from the stock Subaru alignment before it causes a trigger error, so you are going to have to change to something more suitable.  1JZ is quite an easy one, 36-2 on crank and 3 evenly spaced teeth on cam.

    I use custom trigger on crank 36-2 just wanted to avoid the custom cam trigger thats why i was looking for an on/off function for vanos

  4. 1 hour ago, Adamw said:

    What I mean is sending the cam at uncontrolled speed/full pressure hard into the mechanical stops is unlikely to work for very long.  Think of an impact gun type effect.  It will either shear something off like a keyway/stop pin/drive bolt, or the impact surface will start breaking up and send metal through the engine.

     

    What was the cam tooth pattern?  Have you been told by Link that it is not supported?

    Thanks for the clarification about degrees etc

    The crank and cam patterns is exactly the same as subaru old ej20  6/7 pattern, its not a subaru but uses the same pattern cause the manufacture place a Hitachi ecu that uses 6/7 pattern..

    So i know that 6/7 pattern its not supported 4-5 years ago that i noticed that its a subaru pattern and was loooking for an ecu

  5. 19 hours ago, Adamw said:

    The ECU can drive a VVT solenoid directly, but slamming in 60 deg of advance at full pressure sounds dangerous...  Why doesnt it have a cam sensor?

    It has cam sensor but it needs to modify the trigger pattern in order vipec read it

    Its not 60 degrees its 25 from 125 centerline to 100 from 1500 to 4500 and rhen back to 125 until redline around 7800

    The vanos barrel its made that way that can only rotate for 25 degrees, solenoid just control oil flow to it

    variator.gif

  6. vipec v44 ecu with 2.0 liter N/A engine

    - i want to run smart cops in wasted spark mode, should i pair them in outputs or each cop to each output and configuratuion on software ? if it has the ability on software
    - batch mode on injectors again should i pair them in outputs or wire them separate and just select batch mode on software ?

    - 2 wire solenoid for vanos on intake cam,  i want to run as ON/OFF not vvt cause i dont have cam sensor...just using rpm condition for on/off, should i use the aux output to control a relay for feeding the solenoid and ground the other terminal of the solenoid on battery -  or use high side feeding directly from ecu ?



     

  7. its 100 kpa because he change the axis setup just to suit in his application, so it was tps in the original map with itbs...

    i disagree with you, with itbs you cant hook up map sensor with corrent readings of vacuum, tps is a must for both fuel and ignition with itbs in my experience

     

    i have seen some applications with vacuum box on itbs but doesnt work right sometimes, the wave pulses make odd readings on the map sensor

  8. ok thats fine but the problem here is that its a totaly different thing to map an engine with TPS and different with map sensor....the alpha N method its totaly different than density method

    its not as simple just to switch from TPS to map sensor just changing the axis setup on the map, thats why the second map goes until 100 and first at 105, the second map 100 is the percentage of throttle the first 105 is the kilo pascal of air entering inside the engine

     

     

  9. there is no answer if it would be safe or not, you need to tune your engine and find out where is the knock limit, a map from another engine setup its just a base map for starting your engine nothing more

    also you said it runs ITB's how its possible to run ITB's and he uses map sensor for load ?? instead of TPS...

  10. really i dont know, also it was under full boost, it start from  around 50 degrees IAT and drop to 11 degrees really suddenly

    and i think it was the last full boost attempt as after that tps is at really low values propably it was the point the blew the engine

     

    that why you ask about methanol spray...its a reasonable reason for low IAT so suddenly

  11. according to the log file IAT at 220kpa 7600 rpm is around 30 degrees quite ok in my opinion

    so i think advance  timing blew the engine as the ignition degrees in my experience are high for turbo engine....

    and obviously there is a problem with alternator and battery charging

  12. The engine is a vw 1.8 20v motor.  It is not full variable VVT.  It is just on/off.

    it not the same as the vw 1.8 20vt, vw has vvt only enabled on cold start for emission and some models without vvt this thread here is for audi s3...its different from vw engine but in general is the same engine....s3 has the same engine as seat ibiza cupra with 220hp and not 150 or 180 hp as vw

    this came up from a little research i made but still not 100% sure, just saying....

  13. i believe that the wrong vvt setup has major responsibility in idle because full advance on intake makes huge camshaft overlap...but cj has right too about the 6% open throttle is too much...

    my opinion is : kill the vvt totaly..setup the car with nice smooth idle and goos cold start...then enable vvt again an try to fix it...it needs to be mapped well without the vvt as a good starting point some things must be FIXED to allow you to move on more proffesional things as vvt...

     

    also as the vvt still remains on aux output it will not work properly...it needs to be moved on vvt output with camshaft sensor along side with crank sensor or to kill it permantly...thats your options

     

  14. i am not 100% familiar with AUDI engines but from a little research i made its a truly VVT and not ON/OFF

    if its a truly VVT then you need cam sensor in association with crank sensor to work it properly...If you try to work it as ON/OFF mode from an auxiliary port then you will have issues as you already have...also if you try to switch from 2000 rpm you will have problems because if you drive under 2000rpm then it will turned off and fully closed then if you try to drive a bit over 2000rpm it will be turned on and fully open this will make a feeling of "bouncing" and stalling because it needs some kind of hysteresis to work propery that aux output dont have...Hysteresis prevents outputs from switching rapidly on-off-on-off as the control signal hovers around the switching point

     

    thats why your mapper as far i can see from your map it enables it at 1200rpm so its ON all the time from lets say idle until 5200rpm...as i already said you need to work it properly with cam sensor and vvt functions or just totaly KILL it and try to make a proper timing on your camshaft 

     

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