Adamw

As well as posting your map can you also confirm what hardware you are using for trigger 1 - is it the KL 6 tooth disc in distributor or the KF crank pulley.

Hi CamB, we have this feature request all lumped together with your 4D/5D/overlay traction control request since they will be similar to implement. So yes your +1 is already counted...

Hi Plox, I think we might be able to do it with a combination of the functions that are already available. Can you tell me the conditions/inputs that you want to control the pump and also what actions you want the ecu to take when the pump is on and flow sensor reads lower than expected. I will see if I can dream up a way to achieve it. Also, what is the output signal type and range for the flow sensor.

DI3 is definitely connected to Pin 57. Originally that is an ignition switch signal. So our base map has a bad setting in it by the looks.

Hi David, Can you elaborate more on this statement. I just tried myself on the test bench and fuel cut on the secondaries seems to work as expected.

I still dont think you have provided enough info about your setup. It sounds like fuel cut might be a bad idea for you but we need more info. Are your methanol "nozzles" actually normal injectors or are you talking about a water/meth type nozzle? If they are in fact injectors, then what injection mode are you using - sequential/staged or sequential/auxiliary?

Hi Guys, We already have some data on the VQ37VHR and our engineering team has stated from their initial look that they appear to be the same. One problem we will have with this engine is according to Daniels data the exhaust cam can move 80 degrees, but we are limited (by hardware) to a maximum of 70 degrees. So we are never going to be able to give you more than 70 degrees retard from its home position. I suspect it probably only had that much movement to allow some sort of EGR or emissions strategy so in my mind this shouldnt be a big deal to most performance users.

I have put another +2 on the request list for this feature to give it some more weight. It will get done, just no promises when yet.

I have had confirmation from Engineering this morning that this was an oversight and we will fix it. Hopefully for the next release. Hi DavidV, I see most of your suggestions above are already on our request list. They are relatively low priority for now though and not being worked on yet.

If it were my engine I wouldnt be bothered at 5°C error at such a low temp. As long as its repeatable you will tune the engine based on what the sensor is reading at the time of tuning.

keep it here is good. For new features especially if more users post they want the same feature then it puts more weight on the request. As for the 3d secondary deadtime. Can you elaborate a little on why you would you need that? While I totally agree that it should be there and working - I can only think of a few odd ball scenarios where it would really be needed on secondary injectors so that's possibly why it hasnt been raised earlier.

I will check into this too.

Hi Llewellyn, I have just had a play with this function myself and can see what you mean... When the dead time table is set to "3D" in the injector setup screen it only changes the primary table to 3D, whereas the secondary table remains as fixed a 2D table. I dont think this is the expected behavior so let me check with engineering tomorrow.

Hi Cederstrom96, I wouldn't be too worried in this case. It looks like your volvo curve has most error at low temps and above about 40°C the resistance is very close to the Bosch curve. So at normal operating temps you should see very little error. The 5°C error at low temps shouldnt hacve any noticeable effect. Note you can do custom calibration curves if you want it better.

You are right, I just found the V7 map has a zero'd table in it? Yes, use the V8 table. Note there is an import/export function in the software so you dont need to type this in manually.

Hi Daniel, Simon has had to take off on leave rather unexpectedly. So I will step in as the middleman and try to get this underway. I have just passed it on to engineering tonight for their comments and I will report back tomorrow if they need anything further. Do you have any further insight on if this is actually the same as the VQ37VHR or HR? (sorry I dont know these engines well)? I think you originally said it was the same but in the other thread you linked to it seems to contradict that...

Just as Brad suggested the base maps supplied with PCLink are populated with numbers that should be a reasonable starting point for a stock engine. Here is the table in the V10 map: And here is the V9: And the V8:

Yes any of our plugin ECU's can use any of the trigger modes that are available in the software. I cant think of any other problems that will prevent this from working.

Yes it is now on the wish list. Unfortunately I can't make any promises as to when. Just to confirm you two @DOLFO & @Crave both have analog gear position sensors right?

The example given in the help screenshot above says "-10%". So to clarify, if you put 10 in the 4D table it will increase your injected fuel volume by 10%. If you put -10 in the 4D table it will reduce your injected fuel volume by 10%.

From what I can see,the vnet adapter #230-VM EFIVIPEC is the old serial only adapter. This is not CAN. The VNet adapter you need if you want to communicate over CAN is 230-VM EFIUCAN. So because you are using serial you cannot have PC Link connected at the same time, you will have to disconnect the dash when you want to tune or disconnect the laptop when you want the dash to work. You will need to set up the Link data stream like below and it should work.

Hi Mack85n, I'm sorry to hear you are having dramas with your dealer. We dont impose any restrictions on who they can sell this type of product to as far as I know. I suggest you try another dealer. What country are you in?

So was it the trigger? Did you fix it just by increasing arming voltage?

I just had some spare time to look at this request a bit closer today. It appears basic Subaru DCCD functionality like some other ECU's offer should be mostly doable with the functions we already have available. I dont know how well it compares to the OEM control strategy however. Diff control is simple PWM. From what I can gather from a couple of "competitor brand" maps, the vast majority of the duty cycle control comes from a basic 3D table which is Speed Vs TPS. On top of this main 3D table there are a couple of other conditions (probably only applicable to rally cars) to unlock the diff during handbrake slides and during left foot braking (we already have conditions available for GP PWM outputs but there are other thresholds needed for these rally conditions so we would need to involve a couple of virtual aux's to duplicate these well). The only bit that I dont have enough information about (or possibly I just dont understand the logic well) is it appears during braking an extra 2D map comes in to play. Again i think we could duplicate this reasonably using virtual auxs to switch to a different table. Neither of the maps I have appear to use any G or yaw sensor, steering or other driver inputs. The DCCD-Pro seems to do things a little different to above and information on it is sparse. I think when/if we add 4D Aux tables that will allow us to do it a bit nicer. The main hurdle I see is you are going to need about 5 years of track tuning to get all these tables dialed in...