rayhall

John, In your first post, you have added the ohms resistance of the injectors. To me this means you have them wired in series. This will cause one injector to not open, randomly. All injectors must be wired parallel.

Simon, Mapping using TPS and the 4D table to fix the flaws in TPS mapping is just a waste of time. It make for complicated mapping and you never get correct AFR control under all conditions. The Vipec has a very easy way to map these engines. I have covered it many many times. It is mapping using TPS and manifold pressure. You only have one table to tune and makes tuning so much easier and faster. These are the settings you use. Fuel Equation LOAD=MAP AFR Open Loop table = On AFR Open Loop table Y axis = MAP Fuel Table Y axis = TPS This is a discussion which explains it further. http://www.vi-pec.com/forum/viewtopic.php?f=3&t=310&p=1947&hilit=manifold+pressure#p1947

John, The air temp sensor is reading -40 degrees and the coolant temp sensor 11 degress. This means the IAT sensor or its wiring is faulty. This would have a huge effect on air fuel ratios. Fix this and then see if all is well.

The ECU can have no power for 20 years before anything can change, so what ever it is, it is not the ECU. Could be a map sensor or air or water temp sensor not reading correctly. Ray.

The Vipec has no problem reading the 360 slots at high rpm. The problem is the CAS is driven off the end of the camshaft and it moves around at high speed. Going to 24 teeth on the CAS fixes nothing. You need to use a crank trigger. Ray.

Remove 3 teeth keep one then remove 3 keep one etc.... and you will have 20 evenly spaced teeth. This will work. Ray.

Al, I would recommend you use a trigger wheel with no missing teeth. The missing teeth are of no advantage when using a cam signal to run sequential. The engine will start faster with no missing teeth. See if they can supply this. You only need 24 teeth. Using more will not gain anything. Do not use just four teeth. Remove only enough teeth to give the maximum number of evenly spaced teeth. Ray.

Yes the pullup should be off on Digital 7. I have now corrected this in the base map. Aux 9 is used to control the main relay. I must be selected as ECU Hold Power with the Polarity = High. This is how the base map is setup. Ray.

When the Bosch sensor is fitted to a Mitsubishi EVO and the engine knocks, the knock signal will be at 6.5 Hz. The original knock sensor is a 2nd harmonic type and the knock signal is at twice the Hz of the Bosch. This is why it is 13 Hz. The Vipec digital knock amplifier can read both sensors. When using the Bosch select 6.5 Hz and for the original 13 Hz Ray.

With all tables, the last table value is used when you exceed the table axis values. If you add a new axis value you will get a garbage table values that you need to set correctly. This value will be then used when you go higher. Ray.

I do not understand your narrow or wideband question. The Bosch sensor is a piezoelectric element knock sensor and not 2nd harmonic type. The Bosch sensor will read any frequency, so I guess that is what you call a wideband. You posted that Link and Vipec are the same. We (Ray Hall and LinkElectrosystems) are all very tired of these incorrect statements. A lot of effort was make by LinkElectrosystems to make Vipec different. All ECU hardware has different features and so does the software. We no longer tolerate people who try to damage either make ECU or making incorrect statements. This was why I removed the post. Ray.

You can do this. Primary = 6 x 2.1 ohm injectors (sequential) Secondary = 6 x 12.5 ohm injectors (multi group) or Primary = 6 x 12.5 ohm injectors (sequential) Secondary = 6 x 6.0 ohm injectors (multi group)

Ignition retard. The more you retard the timing, the more of the air and fuel burns outside the engine (in the manifold an turbocharger). So rather then all the heat energy pushing the piston down the bore, the more it cooks your turbocharger. Adding extra fuel as well, just fuels the fire, making the turbocharger die quicker. Ray.

Yes if you had two injectors per output.

You have three 2.2 ohm injectors per output...!!!.. :shock: You need to be using a V88 or 12 ohm injectors. Ray.

This is from the manual.. Two 2Ω fuel injectors are wired to an injection channel each with a 4.7Ω ballast resistor, the battery voltage is 12V. What is the effective impedance of each fuel injector? Effective Injector Impedance = Injector Impedance + Ballast Resistance = 2Ω + 4.7Ω = 6.7Ω How much current will each injector draw? Max Injection Current = Battery Voltage / Effective Injector Impedance = 12V / 6.7Ω = 1.79 A How much current will flow into the injection channel (drive current)? Drive Current = Injector 1 Current + Injector 2 Current + Injector 3 Current + … = 1.79 + 1.79 = 3.58A Based on this you need a 4.7 ohm 50w resistor each pair of injectors. Mouser or Digikey would sell them.

If this is a drag car you are going to drive back up the return road. The turbocharger turbine wheel will be more then cooled down by then. If it is a road car, do you really drive at full power then suddenly stop and turn the engine off. I am sure you would spend some time after being at WOT driving normally, so you can just turn the engine off. Idling is only needed if go from full power to a stop. Driving around town you can just turn the engine off at any time. Using a pure synthetic oil like Mobil 1 or Castrol Edge, will look after the turbocharger, as these oils do not carbonize. I have been in the turbocharger business for 34 years and have never fitted or used a turbo timer. I used synthetic oils in the non water cooled days to make my turbochargers live. There are no timers in the Vipec at the moment. Ray.

The V88 has an axillary injection feature. This uses unused injector outputs for staged injection. The setup on a six cylinder engine is 6 x sequential primary injectors, and six secondary wired in two groups to injector outputs 7 and 8. Care must be taken that you do not exceed the 10 amps of the injector drivers if this is a road car. On drag cars some people have used 12 x 6 ohm injectors on the primary and 6 x 6 ohm on the secondary. Ray.

The older V44 had 2 amp injector drivers and could only drive on high impedance injector. The new V44 has 4 amp drivers and will drive one low impedance injector or two or more high impedance. Ray.

Turbo timers are no longer needed if the turbocharger has a water cooled bearing housing. This is a post I made some time ago that explains how water cooling on turbochargers work and how most people do not understand how it works and when. http://www.vi-pec.com/forum/viewtopic.php?f=3&t=194&p=1179&hilit=turbo+timer#p1179

I should have remembered you are using a V44 with 2 x 2.2 ohm injectors and not the V88. The V44 can drive 1 x 2.2 ohm injector, but not two. If you have damaged any thing it will be the drivers in the V44. The latest V44 has 4 amp injector drivers. Even one 2.2 ohm injector exceeds the amp ratting, but will be okay, but not two of them. This is from the manual... A 2.2Ω fuel injector is wired to an injection channel, the battery voltage is 13.5V. How much current will the injector draw? Using the above equation - Battery Voltage / Injector Impedance = Max Injection Current 13.5V / 2.2Ω= 6.1 Amps Now with 2 x 2.2 ohm, the calculation is... ((13.5V / 2.2Ω) * 2) = 12.2 Amps You are going to have to use other injectors or add a resister pack and select saturated. There are many big injectors available that are high impedance. Ray.

I would use these settings. Peak = 4 amps Hold = 1 amp What you have selected is too low.

What injectors are you using and what is their ohms resistance. Ray.

For other people doing this engine the six return springs on the throttle put too much load on the driver in the ECU. Removing four of them fixes the problem. The Vipec drives in both directions, unlike the original ECU that only drove the throttle open and relied on the springs to return the throttle.

One relay will be okay. Ray.