mapper
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Posts posted by mapper
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Yes think this is going to work, but this turns on the light only very short (usually during hard cornering due to fuel or oil starivation), which is hard to see. And difficult for the driver to tell in the pit if the ligh turned on during cut or not.
Thus I would like that the CEL blinks for 5 or 10 seconds for example. Maybe there is a way with a lot of timers and virtual aux, but think that ends up to complicated for a future you like to use on every car.
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Would be good if you can pack a additional paper to the ECU package, to get sure customers are aware. Because such things means always diagnosis time for us tuners which nobody want pay for. Think is a much easier task from your side to pack a letter to the ECU, which descrips the situations that the pinout will be updated only on the next firmware release.
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Sure the Link Team does a fantastic job! Feedback from tuners could be a great value for developers. This is the reason i often take the time to write suggestion to the wishlist.
Besides LINK's GP limiting is already better than the global solution in Motec M1 ECUs...
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While I'm not familary with the syvecs strategy, I agree to use a permanent shout down strategy (until ign on/off) on a very high boost application and that is worth to implement beside other options.
But I guess most customers are not going to like to have a 3000rpm limit all around the track just because there is fuel starrivation in one corner. I set up safety futures for oil and fuel pressure on every second instal. As good as it is from a safety standpoint, some customers have already been pissed off, because power was cut down during some corners, which "ruined" theire race.
Is it possible to reset the rpm limt by a button press instead of IGN ON/OFF? This would be a good solution.
The Thunder ECU has integrated G-force sensor, this brought me to the G-force strategy, but yes usually g-force is not available. So if we have to choise frome a solution I would prefer the solution Mark suggesed and the increasing RPM limit over time.
Mark do you never had the problem that the instand high cut of a GP limiter has unsettled a car?
And regarding the dash light. Yes it is possible to setup a simple status light for GP limit. But on Plugin instalation i don't like the hassles to wire in and mount a additional warning light. So I would like that the CEL light is turned on when a GP limiter was activated. At the same time the CEL function must still work when a fault code is present on the ECU.
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I had thd same problem. Think the documentation has not been updated yet.
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I like to make some additional suggestions:
In the past it happened several times that customers haven't realised that a GP limit has been activated and have wrongly changed spark plugs and coils. There should be some optical permanent warning when a GP limit has been activated. So I would suggest that the dashlight turns on permament when a GP limit or MAP limit has been activated.
Another problem I came across: A GP Limit can potentially dangerously unsettle the car during hard cornering or drifting.
So i like to see a GP RPM limit that slowly increases cut level over time.
Another strategy would be an additional setting for a lateral G-force maximum threshould. So GP limt may not be activated until lat. G-force goes below a certain value. Means cut is only applied at the straight.
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Yes use a AUX PWM Channel. Feed the signal to a Solid state relay.
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Of course two ECU's can be linked togehter, but this is a bit over the top if you just want full sequential staged injection on a 6- cyl engine.
This is a considuration for the next Gen ECU's
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Hi
To speed up wiring and diagnostic I would like to have a function that outputs a list, a schematic, and a picture of the connectors with all labels of all configured (assigned) in- and outputs. On top of that many smart things could be implemented like an auto updated complete wiring schematic in an easy understandable format(e.g MS Visio style). These things can speed up install time and wiring a lot, which sets barrier lower to switch to a standalone ECU.
possible examples attached.
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hi any updates here?
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+ one for virtual aux implementation.
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Great discussion.
I usually Setup just a GP PWM table with map vs rpm.
What's your guys expirience with tuning for fuel temp variations. How big is the influence to the knock limit?
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Plus one for that.
I would like to have two 2d or 3D table. One for additiv and one for subtractive.
I recently startet to use full time closed loop. It works great. Just the proportional table is set complet the wrong way in the base maps.
I spent alot of time into the frequency and Gain table. Gain must be higher at low error and visa versa. Otherwise control algorith is not stable.
And i like to add. Please make an axis option on all fuel correction tables for traget afr.
Openlooop Target AFR and Openloop Target Overlay is not enough to adjust target afr for all conditions.
For example i like to change AFR for the follow conditions: cold start, warm up, high IAT, very igh load situations, top speed runs, etc.
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Hi agree that there is some space for improvements on Accel enrich.
If you enrich enought that you don't see a lean spike at the begining of rappid TP change, AFR's goes usually to low. Even if you set decay rate to 100% and enrich only on one event.
I can only explain that with fuel film which is built up during extra accel enrichment injection which is then sucked aways on the follow engine cycles, because flow goes up with RPM.
Some kind of asynchron enrichment may help to built up a fuel film. Or a full fuel film modell.
- poongpoong and Davidv
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Jo can do both, same effect. No IAT correction is applied.
I usually reachen the mixture a bit up on the iat table on very high IAT, to help with cooling.
I would suggest to use a 4D or 5D table for water meth corretion and activate it trough a DI input or virtual aux while spray is active.
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Can agree to this. I would also like to have a fuel compensation vs idle solenoid position.
Makes big difference on some cars. Supra 2jz for example
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ok will check next time. Thank you for answering.
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Okay, interessting. Means I'going to convert in feature high hp builts to another crank pulley.
I'm building a 700hp Subaru ej257 atmo. What i remeber the ej257 has no crank trigger and the keft sensor measure crank and cam position. Can you elaborate the how good the this trigger is, please.
On the last 2jz i made there was a big timing drift with a quick throttlr blipped. Supra has about a 12tooth wheel. Wondering how it could be that bad. Is there i a common problem on the 2jz?
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Hi Simon
The oem Evo crank trigger wheel has only two high and lows. Generally is there any benefit if the crank wheel is changed to a one with higher tooth count? For example 36-2
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I use Raychem TMS SCE heat shrink to lable them.
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Just checked some more loggs from a hill climb car I tuned last year. We really need additional boost tables. Car makes too less boost on higher altitudes (lower BAP). Wastegate table is spanned target boost vs rpm, means I need another table to increase feed forwarding base wg duty cycle. The closed loop boost system can't act fast enough.
Hope 4D/5D strateggy is implemented with next update.
GP RPM LIMIT
in WishList
Posted
Sure thats something I talk about bevorhand with the customer how he want's the safety strategy applied.
My point was more that it should be possible to deactivated the trip limiter via a simple push button until next limiting event or permament.
So conclusion is, the GP limit should act as follow:
Start limiting by a low value and go to increase to higher limit within a few seconds (for example start by 20% limt and go up to 90% limit within 4 seconds), this prevents unsettling the car. Then there should be an option if the limiter is only active during low fault status or the limiter should stay active until it is acknowledge by a button or IGN ON/OFF.
On top of that a second button should allow to deactivat all limiters except RPM limt ( so the driver can choise to finish the race, even if the engine gets damaged)