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alain

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  1. Yeah, I would use it as a staged fuel system with dedicated injectors for petrol and a set for ethanol (~100%). The issue would be is that I would have to run it as group staged, instead of sequential. Group staged wouldn't really matter for the injectors spraying ethanol as you are spraying nearly 40% more than you would with petrol anyway and that would also be under conditions where you're not looking for fuel economy and drive-ability in for instance traffic, etc. For the primary, petrol injectors however, that's a completely different situation. The conditions would prefer having sequential injection, but that's not possible in that setup. I'm leaning towards having both sets connected parallel on the injector drivers and then programming a GP output to switch which set gets 12V supply under the relevant conditions. Yes, I need low-impedance driver capability as I will be running 72 lb/hr injectors for petrol and 160 lb/hr injectors for the ethanol. The ones I have are low-imp.
  2. alain

    Injector Deadtime Table

    Ahh, found it. I didn't have any tables left, but had a few in there that I ended up not using anymore. Freed up some tables, and it works for me now. Thanks.
  3. alain

    Injector Deadtime Table

    Is this also a bug in the old VTS software for the V88? I am trying to address some issues in my twin turbo Dart, but when I change from 2D to 3D, there is no table to fill.
  4. I am currently gathering the parts to twin turbo an LS2 for my '69 Camaro. Because the car will be street driven, I am wanting to make it dual fuel, being a set of 8 injectors for normal petrol and another set of 8 injectors for 100% ethanol. I'll be using a Holley low profile intake with dual injector set-up. I currently have a street driven Dodge Dart with a twin turbo 3232ci on 100% ethanol, but have found that it's quite limiting with a lot of street driving. It has a ViPEC V88. I've been looking at different ECU's and because of the good experience I have with the V88, I would prefer to buy another ViPEC or Link ECU. Is it possible to expand the unit with 16 low impedance injector drivers, so you could set a switching point based on MAP reading? Say at -10 kPa you would switch the secondary fuel pump (Aeromotive 5gpm) on and at 0 kPa you switch directly over from the primary to secondary injectors (with their own fuel map), but still have the ability to use sequential injection. I see in the Link software I can set multi-fuel and have dual maps and specify a second set of injectors, but how do you connect them as hardware when you only have 8 injector drivers?
  5. Thanks. Found a dealer near me that sells them.
  6. Hi, I have been running a V88 for quite a while now (serial number 9155) and it has served me well. I'm looking at moving the unit over to another vehicle, but don't want to go through the trouble of removing the harness from the old vehicle. I'd rather just use a new one. Is it possible to still purchase the A and B universal harness for the V88? I tried sending a message via the contact form on the website, but my message gets rejected by their mail server (probably because I use a hotmail address and I am located in the Netherlands). Can anyone tell me what a new harness would cost and how to go about purchasing one?
  7. Ok, thanks Simon. The available sensors, where you can still retain your old cable, have an AC signal and there's not much choice. I might need to play around with the Active Edge setting. I currently have the pullup resistor off and the edge set to falling.
  8. Hi, I currently have a speed sensor connected between my automatic transmission and the mechanical cable in my '69 Dodge Dart. The sensor works fine above about 40km/h. Under this speed, the V88 says the vehicle speed is 0 km/h. I haven't really made an issue about it because I didn't really do anything with this speed reading. It was more for just an indication of where I was driving and how fast I was going while data logging. It is a 4 pulse per revolution sensor. I am now looking into setting up electronic boost control with two tables. One uniform boost level for street driving and I want to setup another table for drag racing. In this drag racing table, I want to control boost based on vehicle speed, allowing me to dial in soft at the start of the track, when the track is bad and then ramp the boost in as the car goes down the track. Considering I will then also need lower speed readings than I am currently getting, I am looking at a new sensor. I have my eyes set on a 40 pulse per revolution sensor from Painless Wiring (part# 60117). Will my V88 accept that many pulses per revolution? Travelling at around 250 km/h, it will be receiving approximately 4250 pulses per second.
  9. Sorry to read this. I understand that new features will no longer be implemented into an older model ECU because time and technology does move forward. However, I am rather disappointed to see that a feature which was part of the deal when we bought the V88 (and have waited patiently for all these years), is now being scrapped altogether. Will ViPEC be offering customers with a V88 any special sort of deal to upgrade to the newer series? After all, we have paid for something which was never completely delivered. Will the i88 plug straight onto the connectors which are used for the V88 now? In other words, if I invest in a new model i88, will I also need to completely rewire everything? Or will it plug straight in and have all the same connections?
  10. Ahh. Great! That just made things a whole lot easier. Thanks. I think I can use the parameters that I listed above and just tweak to my satisfaction at which values I'd like to shift etc.
  11. I have P.R.N.D.2.1 (normal pattern) and it's an A518 or 46RH transmission.
  12. Thanks for your reply. I have programmed an Auxoutput as GP output for OD and also an Auxoutput (ign) as GP output for lockup. The lockup is activated if the OD output is "ON" and a virtualoutput is "ON". The virtualoutput looks to see if the MAP<100kPa, as I don't want it to be activated whilst the motor is under boost, and the TPS%<5%, as lockup converters don't like engine braking. I just can't figure out a way to control, and make sure, that OD isn't activated whilst the transmission is not in 3rd gear. I have the conditions for OD set to (Cond 1 or 2) and 3 with Cond 1 being RPM>5000, Cond 2 TPS%<65% and Cond 3 Speed DI2>75kph. I may also configure another virtual output to limit shifting if MAP pressure exceeds a certain amount and change one of the conditions to look at the virtual output.
  13. Hi, I have recently fitted an overdrive transmission with a lockup converter in my '69 Dodge Dart and now want to use my V88 to control the shifting into 4th gear and enabling lockup. I figured the gear calc would be a good method to make sure the transmission is already in 3rd gear (which works hydraulically) before allowing 4th gear solenoid to be activated. However, I am running a 3600 stall converter in the car. Am I correct in assuming that the gear calc method won't work in that while cruising in 2nd gear I may actually be seeing lower engine rpm for a measured wheel speed than I may be while pushing it hard in 3rd?
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