rayhall
-
Posts
1,984 -
Joined
-
Last visited
Never
Content Type
Profiles
Forums
Events
Gallery
Blogs
Posts posted by rayhall
-
-
Mode 2 would be what you would use as there is no vehicle speed to turn the launch on and off. You need to try with signal zone selected for the ignition retard. Start with -10 deg and see how much boost you get. If you need to have different retard at various rpm and loads, then select Table for the ignition retard and set that up as needed.
With the table you could add more retard to get the turbo spinning and then less at the launch rpm.
Ray.
-
More tables have been added to the open loop boost control in firmware 5.6.7 These changes are needed for the closed loop version when ready. Also the extra tables let you do a lot more with the open loop.
Some facts..
1. It is very hard to make closed loop boost control as good a open loop.
2. It is very easy to make closed loop worst then open loop.
This is the reason it is taking so long. I do not want closed loop that is not as good as open loop. We could have added closed loop a long time ago, but nothing gets added unless it works correctly. With other make ECU it is common to turn off closed loop and use open as it gives better control. I do not want this for Vipec.
Ray.
-
We have a plugin ECU for the R34 with manual transmission. I do not know if the Tiptronic will still work.
Ray.
-
I am about to delete a large amount of people who have registered as Guests. If you now own a Vipec ECU then make sure you update your profile with ECU model and serial number.
Ray.
-
Now available is new software and firmware. This is a list of the changes http://www.vi-pec.com/page_files/FirmwareChanges.html
This is another big update. Many of the changes are to the software to make it much faster and more stable. The software now connects and then ramps up the speed to 250,000 baud in most cases.
The data logger has had big changes. It is very powerful now and if you are familiar with the Motec logging software you will see many similarities.
The big firmware change is Rev Limiter and Antilag. Below is a description of how it now works. The antilag has two setups that you can switch between. Boost control is still open loop, but more control tables have been added.
Rev limiter has been changed so the values you put in the limit table are the actual rpm the limiter will hold the engine. The old version added the Limit Control Range to the values in the table. Now the Limit Control Range come into play before the limit rpm. What his means is the engine will start to cut before you get to the limit. You need to adjust the limit table values higher then the clean rpm you will use. The revlimit is for bad engine over rev and should never be set near the gear change rpm you will use.
Another change to the limiters is the option to select Advanced mode on or off. With it set to off the most of the settings are hidden and default settings used, that give good control.
Ray.
******************************************* New Antilag *************************************
Antilag:
Antilag is the retarding of ignition on gear changes while there is a big throttle opening. There are two antilag methods.
1. Fixed throttle opening. Used on GroupN cars.
2. Solinoid kicker or air bypass valve. Used on GroupA or PRC cars.
Both these methods can have antilag armed or disarmed with an external switch.
Antilag is always used with cyclic idle or cooldown.
1. Cyclic idle is random cutting of the injectors to maintain a normal idle speed with a fixed throttle opening.
2. Cooldown is used to control idle speed while the turbocharger cools down by random cutting of the injectors. This is used with a kicker solenoid or air bypass valve.
Fixed Throttle Setup:
The cyclic idle is selected and must be set to always.
Antilag can be set to Always or the a Digital switch for arming.
How it works....
When the engine is idling the cyclic idle controls the engine speed.
If you have selected a digital input to arm the antilag, the antilag will operate on gear changes after you exceed the Antilag Enable RPM. When the engine comes back to idle the cyclic idle control operates. If you turn the switch off the cyclic idle operates, but the antilag will not operate on gear changes.
Throttle Kicker or Air Bypass:
How it works...
Digital input is selected as Antilag Arming System in the anitlag setup.
Kicker solenoid wired to an Aux output that is selected a Antilag Solenoid.
Set the cyclic idle to cool down.
Set the cool down time to the value you require to cool the turbocharger.
You drive the car to the start of the rally stage with the antillag arming switch off. When you are about to start, turn in the switch. Nothing
noticeable will happen. Launch the car from the start line the kicker solenoid will turn on. Every gear change the antilag will operate. When you get to the end of the stage and the rpm drops back to idle the cooldown idle will work for the period you set. After this, the cyclic idle turns off and so does the kicker solenoid. The car now runs normal.
-
In the future we may add exporting to CSV files. The new software that will be available at the end of the month has very big changes to the way data logs can be viewed, so using Excel should not been needed.
Ray.
-
The first thing that comes to mind, is the car has a USA made CDI fitted. If it does, then the ignition edge must be rising not falling. If it has a MSD DIS-4 then it will have to have a four channel ignition module between the ECU and the MSD. When you do this you can then select falling. Best advice would be the remove the DIS-4 if it has one.
I see no problems in your map, and 4.4.3 is old firmware that is used in many cars and there is no problems.
If this is a RB26 engine then the fuel table needs to be TPS based so the engine is maped using TPS and Manifold pressure. I have a RB26 map that I can send you.
Ray.
-
is the silvertop distributor the same as the blacktop ?
As far as I know they are.
If you can get the crank angle sensor from the 4AGZE (Supercharged engine) this is just like the 20V distributor base, but already has the cover.
-
The MSD 6AL and digital 6 work with the Vipec. Dwell time must be set to 3.5 msec in all of the dwell table. Ignition edge must be set to Rising.
There is a MSD CDI that is a problem, but will work with the addition of a dumb ignition module. This is the DIS-2 and DIS-4. To be honest these are such a bad CDI that I would use any other CDI before even thinking about using them.
If you want a multi channel CDI, then look at the M&W range. Even for a single channel the M&W versions are very good and reliable.
The Malory will work. It also needs a Rising signal.
Ray.
-
Mark,
This is the information on the datastream format http://www.vi-pec.com/techdata/ViPEC_Datastream_Acquire.pdf
-
We have a lot of people running Windows 7 with the current USB drivers that come with 4.5.1 software. The driver many not be Signed Windows 7 driver, but it works. The only time people have problems installing the driver is in cases where the PC has not had the Vipec software installed before connecting to USB cable to the ECU. This is will all versions of Windows.
Ray.
-
plan is to remove the dizzy - switch to coil on plug, add an edis crank trigger - will the v44 work in this way ? are there many v44's running on 20v blacktops with custom cas ?
I am buliding a silvertop with 7AFE bottom end. I plan to do the same as JMP and use the distrubtor to generate the trigger signals. You could add a crank trigger. You will still need a signal at camshaft rpm.
I use 1zzfe corolla coils when I convert 20V's to COP, just requires four mounting bosses to be welded to the cam cover. I also take about 1mm off the coil shaft diameter in a lathe so they fit down the plug tubes nicely.Can you tell me more about these coil. Do you know how powerful they are. Do you know the dwell times.
Ray.
-
When you do the cam angle test, and get the results, select the lowest value as the offset for each cam. When doing the test make sure you select the same number or more teeth then what there is on the cams.
To set the ignition delay lock the timing using the calibrate function. Then rev the engine up and down from about 3000 to 6000 rpm quickly. Adjust the delay so the timing does not move. Common values are 50 to 250.
Ray.
-
Yes it is. Runs 1.5 bar boost.
At the point were you want full advance there is next to no boost. Where there is a lot of boost the rpm is much higher and retard is needed.
Ray.
-
Normally they are based on TPS. See typical table below. This is from my car (2JZ-GTE VVT-i). I have not found better settings then these on my dyno.
-
Haydn,
I just replied to your email, but it bounced back.
This is what I said....
Looking at the picture the cam trigger wheels have four teeth, also they
will have hall effect not reluctor sensors. For the Vipec to register engine
rpm for now, there needs to be a cam trigger wheel with one tooth. If the
engine does not have this, then we need to select the VVT-i as Subaru 2.5L
so we get rpm.
Trigger 2 must have the LH Inlet cam signal
Digital 1 the RH Inlet cam signal.
I have made these changes to the map. Try doing the cam angle test again.
1. Remove the spark plugs from the engine.
2. Crank the engine and make sure you have steady RPM on the PC screen.
3. Adjust the trigger offset so the timing is correct.
4. Do the cam angle test and press F2 to save the map during the test.
Send me the map.
Ray.
-
The problem has been fixed in the the new software and firmware that will be released later this month. If you have to have a fix now then send me an email. [email protected]
Ray.
-
If you double the injector size, then the master will be half the old value. So yes 7 is the value.
Rather then calculating the value I prefer to run the engine at 3000 rpm and 100kpa absolute and adjust the master settings so the air fuel ratio is the same as the smaller injectors. This and the calculation method, only works if the bigger injectors have identical control characteristics.
Ray.
-
The Master fuel setting is an overall fuel trim. When you change injectors or fuel pressure the master can be adjusted so the tune is back to very close to how it was. Included with the master correction is Master Trim in percentage. This is needed as the Master has a resolution of 1.0. The percentage trim is used to set values with the resolution of 0.1
1. Yes you can use the same formula.
2. Base maps for plugin ECU are for the stock injectors.
3. Below is information from the software online help.
Ray.
------------------------------------------------------------------------
Master Fuel:
The value of Master is the injector pulse width (in milliseconds) that results if the active cell of the of the Fuel Table is set to a value of 100 and the manifold absolute pressure is 100kPa. This does not include any other enrichments or corrections.
Increasing the Master value increases the injector pulse width and hence the amount of fuel injected into the engine. However, changing Master DOES NOT change any value in the Fuel Table or any other fuel adjustments. It is therefore possible to achieve the same tune with a smaller Master and larger Fuel Table numbers as when using a larger Master and smaller Fuel Table numbers.
Note: It is recommended to use a Master value which results in the rows in the middle of the Fuel Table having cell number values around 50 with the desired air/fuel ratios.
Master Trim:
Example:-
Master Pulse Width = 9ms,
Master Trim Percentage = 4%
To calculate the effective pulse width:
Effective Master = Master + (Master * (Master Trim / 100))
Effective Master = 9 + (9 * (4/100))
Effective Master = 9 + 0.36
Effective Master = 9.36
The effective master is 9.36ms.
-
There is some test software with a totally new antilag system. I will sent you an email.
-
That is a very clever way to mount the V88.
Do you know the dwell time for the Yaris coils, or how powerful they are ?
Ray.
-
The 2008 cars have been done. They require the stock ECU to be kept in the car for the dash and other items. The V88 controls everything else including the DBW throttle. Only attempt this installation if you have the full wiring information and understand what has to be shared and what the V88 can control.
I do not have a map for the EJ30, but could make you one.
Ray.
-
It does not matter as both engines have a 60-2 crank trigger pattern. Their cam signals are the difference. They may have a different offset which can be found with a timing light on the first start.
Ray.
-
The boost limit values are in Kpa absolute. With 160 in the table 9 psi is correct. 240 kpa would let you run 20 psi and 300 kpa 29psi.
I believe the boost limit was the cause of the cut at 9 psi, and the others due to some other problem, like ignition or fuel starvation.
This is a small program I wrote to do the conversion of ECU values.
To download the program http://www.vi-pec.com/software/MetricCalc.exe
Vi-Pec RX7 S6 engine
in ViPEC V Series
Posted
I just changed the settings so the PCL files are not rejected. Does not seem to have worked so far.
I can email you a base map for a S7.
Ray.