Sutkale

There´s NGK Wideband calibrated to software. It seems that the product has been changed to cover wider range of AFR than the older version. The latest version is using also NTK sensor. Now, I´m just wondering which model is calibrated to software, the older one or the newer one? The old one: http://www.ngksparkplugs.com/products/p ... p?mode=nml The newer one: http://www.ngksparkplugs.com/products/p ... p?mode=nml

What's the problem with dual or staged injectors? I am running 1000 + 1200 and no issues.

There´s trigger scope function in i88. Any chance to add trigger scope function as part of a logging feature. Would be a good feature to trace trigger issues since misfire can also cause trigger error though having nothing to do with real trigger issues.

Sometimes it is possible to use serial port as CAN. I´ll ask this issue from Race Technology directly to clear this out. This dash is really on my sight regarding the price level.

I think Dash2 is available with CAN interface suitable to Vi-Pec / Link: http://www.race-technology.com/wiki/ind ... NInterface What cables do I then need, if I decide to go with DASH 2?

Ok. But if Haltech version is utilizing a true CAN communication why wouldn´t it work with Vi-Pec CAN communication? Maybe a stupid question, but I´m not really familiar with CAN stuff. :roll: EDIT: Doable by generic Dash CAN setup?: The 'Transmit Generic Dash' mode sends out a range of common parameters, it is useful for dashes that are able to have a custom configuration. The parameters that are sent are in the table below. Setting up the Vi-PEC ECU: 1. Open the CAN Setup window (iVTS > ECU Controls > CAN Setup) 2. Select the CAN module to be used 3. Set the Mode to 'User Defined'. 4. Configure the Bit Rate to match what the dash requires. 5. Select a spare CAN channel. 6. Select 'Transmit Generic Dash' from the Mode drop-down menu. 7. Set the CAN ID to match what the dash expects. 8. Set the Transmit Rate to 20Hz or what the dash expects. 9. Make sure no other CAN channels are configured on the same CAN ID as the Generic Dash channel. 10. Click Apply and then OK. 11. Make sure a Store (F4) is performed. Setting up the Generic Dash: 1. The dash will need to be configured to match the data layout in the tables below. All parameters are sent as 16 bit unsigned numbers, with low byte first. Some parameters must be multiplied or offset (constant value added) to get the correct calibrated value. The limits flags are sent through as a bit field (described below). Data 0 Data 1 Data 2-3 Data 4-5 Data 6-7 Frame 1 0 0 Engine Speed Display (RPM) = Raw Range = 0 - 15000 RPM MAP Display (kPa) = Raw Range = 0 - 650 kPa MGP Display (kPa) = Raw -100 Range = -100 - 550 kPa Frame 2 1 0 Barometric Pressure Display (kPa) = Raw * 0.1 Range = 0 - 200 kPa TPS Display (%) = Raw * 0.1 Range = 0-100% Injector DC Display(%) = Raw * 0.1 Range = 0-100 % Frame 3 2 0 Injector DC (Sec) Display (%) = Raw * 0.1 Range = 0 - 100% Injector Pulse Width Display (ms) = Raw * 0.001 Range = 0 - 65 ms ECT Display (deg C) = Raw - 50 Range = -50 - 205 deg C Frame 4 3 0 IAT Display (deg C) = Raw - 50 Range = -20 - 205 deg C ECU Volts Display (V) = Raw * 0.01 Range = 0 - 65 V MAF Display (g/s) = Raw * 0.1 Range = 0 - 6500 g/s Frame 5 4 0 Gear Position Display (gear) = Raw Range = 0 - 6 Injector Timing Display (deg) = Raw Range = 0 - 719 deg Ignition Timing Display (deg) = (Raw * 0.1) - 100 Range = -100 - 100 deg Frame 6 5 0 Cam Inlet Position L Display (deg) = Raw * 0.1 Range = 0 - 60 deg Cam Inlet Position R Display (deg) = Raw * 0.1 Range = 0 - 60 deg Cam Exhaust Position L Display (deg) = Raw * -0.1 Range = -60 - 0 deg Frame 7 6 0 Cam Exhaust Position R Display (deg) = Raw * -0.1 Range = -60 - 0 deg WBO2 1 Display (AFR) = Raw * 0.01 Range = 0 - 65 AFR WBO2 2 Display (AFR) = Raw * 0.01 Range = 0 - 65 AFR Frame 8 7 0 Trig 1 Error Counter Display (counts) = Raw Range = 0 - 255 Fault Codes Display (code) = Raw Range = 0 - 255 Fuel Pressure Display (kPa) = Raw Range = 0 - 6550 kPa Frame 9 8 0 Oil Temp Display (deg C) = Raw - 50 Range = -50 - 205 deg C Oil Pressure Display (kPa) = Raw Range = 0 - 6550 kPa Speed 1 Display (kph) = Raw * 0.1 Range = 0 - 1000 kph Frame 10 9 0 Speed 2 Display (kph) = Raw * 0.1 Range = 0 - 1000 kph Speed 3 Display (kph) = Raw * 0.1 Range = 0 - 1000 kph Speed 4 Display (kph) = Raw * 0.1 Range = 0 - 1000 kph Frame 11 10 0 Knock Level 1 Display (units) = Raw * 5 Range = 0 - 1000 units Knock Level 2 Display (units) = Raw * 5 Range = 0 - 1000 units Knock Level 3 Display (units) = Raw * 5 Range = 0 - 1000 units Frame 12 11 0 Knock Level 4 Display (units) = Raw * 5 Range = 0 - 1000 units Knock Level 5 Display (units) = Raw * 5 Range = 0 - 1000 units Knock Level 6 Display (units) = Raw * 5 Range = 0 - 1000 units Frame 13 12 0 Knock Level 7 Display (units) = Raw * 5 Range = 0 - 1000 units Knock Level 8 Display (units) = Raw * 5 Range = 0 - 1000 units Limits Flags - Refer bit field definition below. Limits Flags Definition Bit 0 RPM Limit 1 MAP Limit 2 Speed Limit 3 Maximum Ignition Flag 4 Anti-lag Ignition Cut 5 High Supply Voltage Limit 6 Overrun Flag 7 Traction Limit 8 Low Supply Voltage Flag 9 Launch RPM Limit 10 Wakeup Flag 11 GP RPM Limit 1 12 CL Stepper Limit 13 GP RPM Limit 2 14 EThrottle Limit 15 Cyclic Idle Active

It seems that Haltech and Racepak have developed Racepak iq3 to work through true CAN communication. Any idea this would work with V/i88? Could anyone from "down there" be in touch with Haltech upon this?.. http://www.haltech.com/a-lot-of-dash-fo ... -dollar-2/

so its hooked up to CAN port at Vipec´s side?

But I suppose Racepak won´t work through CAN? I was about to go with Racepak but found this topic: http://www.learntotune.com/discussions/ ... us-to-ecu/ EDIT: Found this type of a module from Racepak website, still not a CAN interface? (http://www.racepak.com/Components/EFI.php): 230-VM-EFIVIPEC ViPEC EFI Engine Rpm EFI MAP Press Barometer EFI TPS Inj Duty Cycle Inj Pulse W EFI H2O Temp EFI Intake Temp EFI Voltage Wheel Speed Inj Timing Ing Timing E1-Knock Custom 1 Custom 2 Custom 3 Custom 4 EDIT2: Maybe I was hesitating, found this. The dash will be hooked to CAN port at ECU side leaving the serial for laptop: viewtopic.php?f=3&t=400&hilit=racepak

This is really brilliant feature in i-series, played around with it...

Yeah, I´m interested of that too... !

Which CR? I´ve used in stock "white engines" 38 - 40 degrees at cruising and and 12 - 18 at load (app. 1.0 - 1,3 bar boost). Don´t have the map left from those times :|

How´s your +14 voltage acting? My V88 sometimes starts to see +24 volts and that makes the baro to jump even to 105 kpa. That´s 100% sure there is not +24 current flow to ECU.

It seems that raw data is based on lambda but naturally lambda should also be a displayed option.

Guys, Gonna hook up Autronic 500R CDI with V88, 4 banger engine, direct fire with IGN1 CD coils (a CD version of IGN1A coils). Is there any issues I should pay attention to? Dwell matrix could, perhaps, be set to flat 1.0ms? Any concerns with triggering? What about tuning itself with CDI? I´ve heard that ignition advance requirements could vary compared to inductive ignition, i.e ignition should be backed a few degrees. Any truth about that?

Hard to say what is right pressure and what is not. I´ve got around 5,5 bar in Volvo engine with big wet sump pump, so your 4,2 is not that bad. But I know that 1,5 bar is too low causing rod bearing failure..

I have splitted RPM signal without issues with stock ECU in my Volvo. I think TPS would work also that way.

Okay, ECU is not broken this time.. , but it is getting getting some voltage spikes. I suppose this is due to generator. When the engine is cold, the generator voltage level jumps (that what ECU sees) between 13.92 and 14.02 volts rapidly. After a some time and things gets hotter the voltage gets steady, setting to 13.60 v level. While the voltages jumps around, ECU sees very short bursts of 24.5 v and internal baro begins to alter as well causing some occasional lean conditions while driving. Once the engine reaches its normal operating temperature, generator output voltage gets steady and ECU calms down and everything works normally. Has anyone experienced anything like this? Should I pay attention to generator or to be more concerned from the ECU? EDIT: The described phenomen is more common if the car is not driven for a while.

Yup, please share it.

That is pretty damn awesome result with that boost Is that Holset pro52 with 71/72 wings and which exhaust housing? How much ignition you´ve got at max torq?

Sometimes the cure is too easy to be true... I put the grease on the lead connectors on coil and plug side and no misfires. I gotta source out quality leads in order to prevent arcing. I´ve heard Magnecor manufactures ones that are fully suppressed (RFI etc..)?

Lemmy, do you mean the ignition wires from ECU?

They shouldn´t be. I´ll put some dielectric grease on leads and plugs to prevent possible arc. Let´s see if that have any effect.

Old leads helped in a way I´m only having misfires like before changing the leads. Not complete loss of a trigger. This makes me belive the ignition devices are messing up with the trigger signals. And now the trigger set up: Trigger 1: Reluctor sensor and 60-2 trigger type. Trigger 2: Hall senror and sync mode as cam level (cam level wheel is covering 180 degrees of a cam) By stating "it would be worth checking the can sync is not occurring at the same point as a trigger on the crank" and "if its multi tooth missing on crank with a single tooth sync sync make sure the cam tooth is not on top of the tooth after the gap", do you mean the physical location of a cam wheel / missing tooth on the crank? EDIT: What kind of an effect would there be if I change the filtering level of a crank signal to 2 or 3?

Hi Guys, Did one day a head job due to a failed timing belt tensioner.. :twisted: At the same time changed spark plug wires to Accel wires from 034 coil wires (runnning 034 coils). After that I have had massive trigger problems. Trigger issues begins to appear once the rpm is close to 5700 rpms and boost starts to build up (i´ve got a really big turbo in 2.0 litre 4 banger Volvo engine). Trigger error counter jumps immediately up to 15 and rpm counter to 12000 rpms and engine literally stalls since the rpm limiter jumps in. The issue is similar and repeatable once rpms reaches +5500. According to the logger, both Trig 1 and 2 status shows "yes" all the time and there is no trigger errors on idle or lower revs, perfect readings there. Before the head job, I had no issues with the trigger but some occasional misfires that made me to change the coil wires. Where to start to look? Is this more ignition related problem or trigger related one? The total loss of trigger makes me believe, this is ignition related one.