Simon

Looking at the racelogic unit this looks to be a very good solution for those that need full traction control.

Thanks for all the feedback on the subject. We are aware that this is a feature that the market wants and that is currently missing from the Vi-PEC model range (apart from launch control or using %slip on a GP Limit table), however, based on feedback from dealers, it would also appear that this is not the highest priority. Consequently, we do envisage that traction control will be added to the Vi-PEC model range in the future, although at this stage we do not have a planned release date.

Ray might still be able to do you one. It was a TF electronics product developed by ray.

If nobody happens to know the answer to this you might have to do a cal yourself measuring the resistance and logging the temp to give you the figures to enter in as a custom cal.

Also check your trigger two settings is set to None.

If you go to the help file in VTS and search "Device Specific CAN Information "Device Specific CAN Information" That will give you the CAN info. If you search "Datastream" you will find the Serial information

Dave also makes my day most days by answering lots of posts!

Hi Ausz3 We dont have maps for every application. We will always help where we can. Dealers make their money using their skills to create maps so if they are kind enough to share one then you are very fortunate.

All you can try is higher cal numbers but suspect its going to be putting out too higher frequency. How do they allow it to work on factory speedos? Can its output be calibrated in any way?

Have you guys tried using the %slip on a GP Limit table?

This was a problem in an earlier VTS version. In the current version ( http://www.vi-pec.com/software/vts-v4.9.3.1194# )this has been resolved

Im picking this is a typo and the function will still work correctly however I will get this tested and confirm.

Are you able to update the firmware for the AIM?

In this case no pull up will work as the tacho is expecting a voltage that is much higher 40+volts You will need to get the tacho modified to suit a low level signal 0-12V

Hi It could be worth posting you current map then some of the tuners out there will be able to advise. Assuming a stock engine it should be able to idle nice and smooth

There is no specific function for alternator control but depending on what the alternator requires an aux out might be able to be configured to suit. Variable intake is no problem to control.

The leaning out issue is most likely due to an issue that happens if you have fuel pressure set up as an input. If you change the input to be a GP pressure input the closed loop will function like normal. (known issue will be fixed in next release) For the speed check the ECU reading, If this is correct you will need to adjust the AIM logger to suit.

On the EVO 9 the trig2: VVT should be set cam type = off. Then run the cam test on Inlet / LH to determine the correct offset for the DI.

It would but it can then not support sequential fuel or individual coils.

Correct it needs a missing tooth as it looks to see if the cam is high or low when the gap goes past on the crank.

Make sure you have a multiplier of 1 and not 0 and also the duty cycle can have an effect. Of course make sure you have the correct signal wire to the tacho.

From that I would expect a cal number of 100 would be close to correct speed.

Hi Simon If your MAP is reading stable at idle then you should be able to lower the clamp. You might have to offset this with increasing the fuel in the idle zones. What injectors are you running? If they are large it could be you are looking for opening times that are just on the injector dead time and this is causing them to not function correctly.

So its doing 16000 pulses per meter? That is a lot. Can it be scaled back? We are would be looking for more like 15-30 per meter.

The Cam Angle Test is a function designed to assist with diagnostics of VVT control position signals. It can be used to determine the correct Offset value for a VVT Control Digital Input and assists with technical support inquiries. The purpose of the Cam Angle Test function is to display the position in crankshaft degrees ATDC where each position pulse occurs. Cam angle test information can be found in the F12 runtime data menu. Using Cam Angle Test To activate the Cam Angle Test Function, perform the following steps: 1. Ensure a Cam Position Digital Input has been wired and configured. 2. Select the appropriate VVT Control Channel in the Cam Test Angle drop down list. 3. Select the Test Pulse Count. This is the number of teeth on the cam position sensor (you can adjust this later if the number of teeth is unknown). 4. Observe the Cam Test Runtime Values at the bottom of the Vi-PEC Tuning Software screen (press Ctrl+F5 to make digital RTV's visible). 5. Run the engine above the VVT RPM Lockout and ECT Lockout values. 6. The position at which each cam pulse occurs will be displayed. If the positions appear to be changing erratically, then the wrong Test Pulse Count may be selected. Either adjust Test Pulse Count until the values become stable or disassemble the motor and count the teeth on the cam. After the values have stabilised, the lowest position value is the value that should be used for that VVT Control channels Offset value. The cam will be in its relaxed position (ie not controlled) while the Cam Angle Test function is turned on.