Thom

I interpolated a new calibration table that may work fine. Just have to test it now. I will have to retry with the sensor in warm water to get more points than just two.

The sensor reads correctly in function of the digital themometer and multimeter but it reads wrong in the Vi-PEC.

Thanks but I already tested the sensor and it is within specs.

Hi, While updating from firmware 4.8.9 to 4.9.3 I noticed that the calibration for the Bosch NTC ECT sensor had been corrected to Bosch's published calibration grid, but I'm still getting readings I suspect to be incorrect. On my engine the fans are triggered by a thermoswitch managed by a separate wiring harness, independant from the Vi-PEC. On the coolant circuit, this thermoswitch is plugged on the side of the radiator just besides the coolant inlet, about ~1m after the Bosch NTC sensor which is on the engine, besides the coolant outlet leading to the radiator. The thermoswitch triggers the fans at a temperature of 92°C. At this point, ECT in the Vi-PEC reads 100°C. I could understand a slight difference in temps, but losing 8°C over just 1 meter of coolant ducts/hoses that are not exposed to any flow of fresh air whatsoever sounds surreal to me. Unfortunately, I don't have a heat gun to measure the different points on the coolant line. -> Any idea why the difference is so large? Thanks.

1) Yes, Open Loop boost control works, if I put the exact same value everywhere in the WG DC%1 Table. I have not tried DC% values varying from one row to the the next one though, but I suspect I would find myself in the same situation described above, i.e. the tracer won't be able to "jump" from one row to the next one. Actually, if I also proceed by filling the whole WG DC%1 Table with the same value when running Closed Loop, I will reach whatever peak boost I reached when running Open Loop with the same WG DC%1 Table. 2) On the Boost Target 1 Table, I have no dimension on the Y-axis, as mentioned in the Help files. Just RPM on the X-Axis.

Hi, I have read the Help files upside down and I still cannot figure out how to fill the WG DC%1 Table. As mentioned in the set up guide, I have set the Boost Target 1 Table as a 2D table with RPM on the X-Axis I have a 170 kPa spring in my wastegate, so I filled the Boost Target 1 Table with values of 180 kPA. As mentioned in the set up guide, values for PID are all zero'd. By then I can pin point the required DC % in the WG DC%1 Table to reach the 180 kPa target. Let's say this required DC% is 20%. Now this is where the problem begins. When I aim at reaching a peak boost of 200 kPa, even if I put values of 30% in the 200 kPa row, the tracer will stay on the 180 kPa row all through the rev range at WOT. The tracer seems unable to "jump" from the 180 kPa row to the 200 kPa row in the WG DC%1 Table, absolutely regardless of the value I put in the Boost Target 2D table, be it 180 kPa or 200 kPa or whatever, and I will still reach a peak boost of 180 kPa. I tried more resolution in the WG DC%1 Table (adding a 190 kPA row), makes no difference. -> What am I supposed to do? Side question : why is it necessary to put values in the Boost Target Table when PID settings are zero'd since te Boost Target table is mentioned to be disabled when PID settings are zero'd? This set up is described as "Advanced Open Loop boost control" in the Help files. I'd be feel grateful for help because I have wasted hours trying to figure out how this works, as what's mentioned in the Help files does not work in my case. Thanks.

Hi, 1. You can also just press F4 to store datas after a change, which should require less fingering than Ctrl + S. 2. When setting "ECU Logging" to "ON", the ECU will record a log file each time it's powered, until the ECU Logging memory fills up. The higher the "Logging Rate", the quicker the ECU Logging memory will fill up. You can have "ECU Logging" set to "ON" permanently and control its activation with a DI input wired to a toggle switch - see example below.

If you are switching to closed loop at sea level with a %DC Table you established when being in altitude then it's expectable to get boost spikes because your %DC values will be too high at sea level as the air is denser. You may want to build the %DC table at sea level, or at the lowest altitude possible. In best case I can imagine the PID algorithm able to add a virtual %DC to what's in the %DC Table to compensate for thinner air, but not the opposite. In worst case you may lose peak MAP when driving back in altitude but at least you shouldn't see boost spikes anymore. PS : Your calibration file won't load.