07_wrex

So this is what it looks like currently. In case anyone else wants to do the same. Tested with continuity to ground with a meter when switching with the software.

Hi Dave, Thanks! I was making it too complicated. The ecu doesn't care that it's a fuel pump. I was trying to set it and then use all sorts of setting. haha. As far as the ecu is concerned, MAP goes above 140 kpa, it completes the connection to ground. The rest is wiring on my end. The Aux 7 pin (d22 for 2007 sti) to the switching ground on the relay, then 12v in and 12v/ground to pump. This should turn the relay on above 140 kpa. Would you have any concerns running a fuel pump (ground switch) from AUX 7? This pump will be powered from the same source as the primary pump. It will be on a "boost-a-pump". I wouldn't think it would matter since I'm not asking the vipec to handle the volts/amps that the pump will require. Let me know if I am thinking correctly. Thanks. Sean

Hi Simon, I'm trying to run a second fuel pump with the vipec. I want it to turn on at 8-10 psi. Let's just say 140 kpa. I understand that the vipec will complete the ground to the relay powering the pump, thereby turning the pump on. I am having trouble defining the conditions correctly. Is this correct if I set aux 7 to "fuel pump"? Thanks, Sean

It's a small injector pulse width (IPW) issue that the vipec doesn't have a correction table for. I have the same setup. v88, id2000s, e85, 07 sti. You'll have to live with a rich idle on the vipec. The stock ecu (and cobb since it uses the stock ecu) has a small IPW correction table where you can enter data from Injector Dynamics and it will adjust for the non-linear flow of the injectors at such a small pulse width.

Simon, Gotcha. I would imagine an additional fuel percentage as soon as the cut is disengaged would work well for that. Similar to the setting in the current gear cut setup where it adds fuel percent upon exit. I guess I was not really expecting the cut to be so violent. I asked another sti owner running a vipec and he said that it is alarmingly violent even when working properly. haha.

Hey guys. Is there a way to set it up like the rpm limit where it's fuel cut only?

Hi Simon. Thanks. It certainly is fun! I don't think I saved that particular log for some reason. Stupid me. I was not actually able to make the shift because it was so brutal. I did not grind anything, I was just unable to get the shifter in place without pushing really hard and I chose not to push harder than I was at that moment. My knock settings are pretty sensitive I think. The valve train is also pretty noisy on these cars. And mine has developed a tick after this test. :/ haha. I had already ordered a new short block before I tried this out though.

knock settings.

logging of the attempt.

Hey guys. I have a 2007 STi with a built engine and 6266 turbo running e85. Car is running great and made 592/506 at the wheels last time on the dyno. I took it out last night to test the gear cut shift settings. This did not go well. haha. I have included a picture of the setup I tried last night. I am thinking -20* ignition retard is a bit much. I plan on trying out 5800 rpm and -7* retard in the next couple days. Should I set the time lower? Say maybe 0.4-0.5 seconds? Also, is there a way to de-activate knock while gear cut is active? I got a huge spike from the knock setup and it caused it to remove an additional 8.4* of timing. Knock control works well as it sits. It just needs to turn off in between shifts because its obviously making noise. It's part of the way it works. I get that the knock sensor is picking up the noise, but I don't want it to act on it (during gear cut shift). Should I just turn knock control off when I'm going to use gear cut shift? That would be a little annoying though. Let me know what you guys think and if there's any way to accomplish what I'm wanting. Thanks, Sean

Simon, Thanks. Ya, it sounded good in my head. I assume it wouldn't be any different setting the top axis to "effective PW"? It would really just change the numbers across the top to account for dead time I imagine. It seems that even though it's closed loop, it would still be a compensation for the fall off in linear response since it's separate of the main fuel table. I just guessed based on the graph from injector dynamics, but if I can get a data table from them showing some actual numbers it might help. I am thinking of it like this... The injector is putting out x amount of fuel at a certain pulse width and that number stays linear until it gets too small. The numbers in the main fuel table are good for the linear response of the injector. Once the response is no longer linear, the fuel called for by the main fuel table is not correct and the idle or super light throttle areas start doing funky things. Bouncing/hunting at idle, etc. If I can get this table setup with the perfect numbers for these injectors, I would imagine it would extend the linearity of the injector down low enough for me to get my 2.5L 4 cylinder to idle nice and solid. When you say you are planning something similar to this compensation table, do you mean it will be available for the current line of v88, v44, etc. as an update to the firmware? or just looking into it for the next I88 line of boards? If I can be of any help with this particular project/issue, feel free to message me. I'll be glad to test some things out. Thanks, Sean

Hello, I assume this is possibly out of the rhealm of control for the vipec? I haven't been able to get to the car yet to try it out. We'll see what happens tonight. Thanks, Sean

Second picture. Taken from Injector Dynamics website.

So This is what I whipped up. I am not near my car at the moment, but thought I'd post up a couple pictures and see if I'm even headed in the right direction. haha. The first one is the table I setup using the 4d fuel table. I'm not sure it will work correctly. But the point is to compensate for the linear devation percentage at very small pulse width on the id2000s. The second picture shows the linear deviation I'm trying to compensate for. Hopefully that makes sense. Sean

Hey guys. I am running id2000s on my 2007 subaru STi. The stock ecu for our cars has a "small ipw" table to compensate for the non-linear response with some injectors when getting into miniscule amounts of fuel required. What is the best way to go about setting this up on the v88? Is there already a table that might be useful? Or could I possibly setup a table or two to effectively compensate for the non-linear response? I have data on my id2000s showing their exact response. Thanks for any help. Sean

Hi Dave, Ys, Closed loop lambda is disabled when I used quick tune. I am not trying to use quick tune anymore. I have the map dialed in. I only want to account for minor changes (+/-4-5%) during cruise. Weather, baro, etc. I live on a mountain and I have a 1500 ft elevation change every time I leave the house. It's not a huge deal since my AFR doesn't change that much, but I would like to have the corrections while cruising in certain cases. Thanks, Sean

Hi, I have a 2007 Subaru WRX STi with the v88 plug in ecu. I am trying to get some small corrections setup for cruising with the wideband. Both stoich and auto mode target 14.7:1. I understand stoich mode is supposed to do this, but isn't auto mode supposed to shoot for the afr target table? Mine seems to ignore the target afr table and goes straight for stoich. Thanks, Sean

Lowering the delay for overrun fuel cut has helped quite a bit actually. I set it to 0.1 seconds. I think I was compensating for that issue with accel values that were too low. Along with lowering the delay, I was able to raise the accel values back to where they should be and the car seems quite a bit better. Not perfect, but much better.

So I'll have to live with it I suppose. Dangit. Haha.

The map sensor is bolted directly to the intake manifold near the throttle body. It is in the stock location. I have attached my fuel map. The sensor is very quick to read. I don't notice any lag that would suggest it is reading in the wrong when this happens. It's not the injectors because this is my second set. My first set were injector dynamics 1000cc and now they are Injector dynamics 2000cc (2250). It happened with both sets. I have been experiencing this issue from the start. It is nothing new that has come up. Am I correct in that I am not missing a table? Could I setup a table to correct this behavior? My old aem v2 standalone had a table for both accel fuel and decel fuel. Meaning it would inject more fuel depending on the percent of throttle change and rpm for accel (obviously) and it would do the opposite for decel. As in when my issue happens (going from 40+% throttle to closed quickly). Thanks.

Dave, It is active. I was under the impression that this is fuel cut for extended periods of engine braking. I have no issue with that part of it. The injectors shut off as they should when the thresholds are met. I suppose I could set the activation delay to a really small value. 0.1 second maybe? It is currently at 1 second. Thanks, Sean

Hey guys. I have been tweaking my tune here and there on my 2007 Subaru STi. The one thing I cannot find or seem to get right is when I step on the throttle fairly heavy and then let off quickly for a shift. Obviously once I let off the throttle and the throttle plate slams shut, the fuel required for acceleration is no longer needed for that split second when the plate closes and causes the car to go super rich. 9.9-10.2:1 AFR. It is so excessive that 90% of the time the car will backfire slightly upon pressing the gas pedal in preparation for the next gear. So, is there a table similar to the accel fuel table that does the opposite? One that removes fuel quick enough that this doesn't happen? This only happens when I'm trying to be quick about gear changes and when I go from more than 40% throttle to closed for the gear change. If I accelerate and then slowly ease my foot off the throttle and then shift, it doesn't happen. This tells me that somewhere or some setting in the ecu is not quite right for a shift as fast as I am wanting under the conditions of 40+% throttle to quickly closed for a shift to the next gear. It is most notable in the lower rpm with quick heavy shifts. If I am super easy with it, it does not happen. But I'm not wanting to compromise being able to shift quickly when necessary. I feel that this is not a driving habit issue because this is the only car this happens with. My others have no issues performing flawlessly with the same driving conditions. Thanks for any help. -Sean

I don't have any useful info for you, but I have a similar problem. Idle fluctuation when the air temp changes. And not really drastic changes either. I'm getting tired of hauling the laptop around to make changes to the idle. The available adjustment tables for idle control are great, but it seems it's not enough sometimes.

Right-click in the time plot table. Click properties. Add parameter "aft target" in parameters window. I usually just search for what I'm trying to add since there are so many items.

Perfect! Thanks a lot! For me specifically: IGN6 (cruise light for 2007 STi) is set to GP output. And then setup just like the above picture. Thanks again Simon! You have really been a big help!