I have a Perfect Power SMT-6 piggyback unit that I am getting ready to install. I have been going over the documentation all day long, and have come to the conclusion that I can have it realtime tune with my wideband o2 sensor. Later, when I need to really modify timing because of my turbo kit, I will be able to incorporate the AFR into my knock protection. AFR will also be controlled by engine temperature, and timing by the MAP sensor.

It would help if anyone had some data sheets on these sensors, so I don't have to test everything manually. PM me, or post links if you have anything to share

I plan on using the analog deflection for the wideband o2 sensors second analog output, and setting it to 0V @ 10AFR to 5V @ 15.5AFR. I just have to find what kind of correction values I need in the map for this range of AFR values to keep it from jumping back and forth too hard. I think there will be enough resolution, but I am not as sure it will be able to compensate fast enough to dump the throttle up in the boost range. I hope testing in NA with the P&P and turbo( for this app)profile camshaft will yield a positive result, which would give a good indication towards the turbo application self tuning.

the timing map for the turbo application will have to be hand built, but since the analog deflection signal is wideband o2 you can adjust timing for afr changes automatically in the map. the factory ECU has knock control anyway, so you know have double protection over your timing control. The resolution here will be rather small, which will be the biggest hurdle in creating and testing this tune, but I am not sure if the overall effect would be better this way or the other.

If this works I won't have to worry about changes in the weather, bad fuel, cold starts, etc even though being turbo changes the requirements so drastically for the ECU. It also has a trigger wire for a relay, which I could use to engage the mivec at another point. From what I understand there is a little leniency in where is kicks in, but not much. As they say: every little bit counts

If anyone has anything to add, or any opinions at all, feel free to post anything at all. Especially if you have any prior experience with AFR tuning, or know of it's reliability and effectiveness.

 

****ing bull**** ******* smt6. this one has the same issue the last one did, it won't let me connect to it no matter what I do this time though. I have sent a message to the Ebay user requesting a refund this time, I am not trying to spend $200 shipping these stupid things back and forth to Canada. At this point I am tired of dealing with it, and while the split second software isn't exactly easy to use at least it's not riddled with runtime errors. between the software issues, and the unit not functioning, I'm giving up.

 

that sucks get a SAFC II lol

 

doesn't do timing, and offers no tuning advantages over the NA piggy I took out.

 

Dan, sorry to hear about your problems man, thats horrible. FWIW, I did find a distributor in the U.S., here's the email they sent me and I think I'm going this route:

Hello Justin,

The SMT6-User-Kit is $407.91
plus $20.00 with -shipping, handling and insurance
Please note we offer and recommend Pre configuring the unit to the year, make, model, and engine size of application the SMT6 will be installed in. For an additional $75.00

If you have any other questions please do not hesitate to ask. If you would like to place an order please call at the # listed below.
Thank you, Have a great day!


^^ this came from perfectpowerusa.com. Once purchased, I'd be happy to discuss its configuration.

Regarding your comments on the actual tuning... You're *way* ahead of me on the knowledge.

 

the documentation and software are available for download on the website. i suggest going over it a few times to help you understand what everything means, and so you know how you want to wire it up. there are only so many maps and inputs to use, and they are not 100% programmable. only certain inputs affect certain maps. it would be an excellent tuning tool, aside from it not working. I am a little disappointed in the software itself though.

 

Dan i never had issues with connecting to the unit itself, my other issues however have left me disinchanted. i would recommend trying another computer, are you using a usb-serial adapter? becuase typically those are crap.

 

I have had no problems with it in the past, nor are the adapters a problem for my wideband cable. The first one was supposed to have a defective harness, but I am not sure what the deal with this one is. I have been looking at the AEM fuel / ignition controller, it seems like it may be a good alternative. I just wish it would let me register so I could download the software. I want to play with the software first so I can figure out how to tune it

 

Well, you could call it me not covering all my bases, or you could call it just plain luck, but it was the serial to usb adapter. Rather than sending this one back, I went to radioshack and bought a third adapter. Now I can connect, but still have to be careful what I plug and unplug and in what order and when

I will install after work tomorrow, and we will see what fudged real time tuning is capable of. It's not the intended function of the unit, but I should be able to modify my AFR with the wideband o2 output If not, I can tune like normal for fuel and timing using MAF voltage, coolant temp, MAP voltage, and o2 sensor in closed loop. If the coolant temp fields would have been set up different I could have used that input for the wideband o2, but it has to be a positive number less than or equal to one and that restricts what you can do with it greatly.

 

what other issues have you had with the unit?

 

I couldnt rev above 4000rpm, but i DID have the unit running the car to 4000rpm, it was just acting like it was hitting a rev limiter, i havent screwed with it since i installed it, havent had the time or for that matter the patience.

 

mind telling me which inputs you were using, and how you had it configured? As of right now I am doing the timing from the crank signal, the analog deflection will be my wideband o2 output, the MAF will have to go through the Ig2 signal line (karmen type maf) and I will use the map sensor and coolant temperature sensor too. I am back to being excited about this, as I really think I can get it to tune with my wideband o2 sensor.

How many of these inputs did you use, and did you use the tps for the analog deflection signal? were you trying to modify timing when you experienced your problems or were you running the maps at zero? Isn't there a fuel cut at 4000 when the oil pressure sender is disconnected? In other words, were you trying to use the switched output to control mivec?

 

Seems like MAF signal isn't going in the ECU... you run on protect mode (happened to me when I disconnected my piggy and didn't bypass wire 4 and 5)

 

god it was so long ago now lol.
i use analog in for my maf
ig1 in for my ignition
deflection for the pedal.

the fuel cut took place with either JUST the crank, or JUST the afm hooked up.
and the map was compleatly zeroed out.

 

yeah, the MAF was your problem then. In the developers manual is says that frequency based MAF signals have to go through Ig2. the analog map is applied to the IG2 input and the changes are output on the IG2 output. the analog in is used for voltage type maf sensors, ours appears as a constant voltage of 5V to this hookup as it does not detect the frequency of the signal.

I need to get an o-scope, If you were having problems because of the crank signal I bet it's because you were triggering on the wrong side of the wave. I am going to try and set it up with everything, and if something goes wrong I will take it down to the basics. If it ends up giving me problems with the crank signal I won't use it until I get a scope.

Now I'm not as worried, thanks for the information morpheus