I look for it in a bit, I have the table defs for my car.


aaron

 

this is a mod of the scaling right?

whenever you got the info, that would be coo.
I can only imagine what -20 would be like...yikes.

 

Its the one that you change 203 to 255 and then I have 2 additional tables as well.

 

yes, my scaling is set to 255.
Even inputted -20 for the als portion, but when logging it only shows -10 still...

not sure about the other two tables though. perhaps my work is incomplete.

any luck with the kicker?

 

There is one at 0x133f, one at 0x133e and then one at 0x205e. Not sure which one of the 0x133x's you already have.

 

ok Ill check it out this week. Perhaps that was missed.

you are logging more than -10 with throttle lift?

 

<scaling name="IgnTimingECUa" units="deg" toexpr="61-x*90/256" frexpr="(61-x)*256/90" format="%.1f" min="-30" max="50" inc="1" storagetype="uint16" endian="big"/>
<table name="Ignition Retard Limit #1" category="Timing" address="205e" type="1D" level="1" scaling="IgnTimingECUa"/>
<table name="Ignition Retard Limit #2" category="Timing" address="133e" type="1D" level="1" scaling="IgnTimingECUa"/>

yes, more than -10. Not sure if I have some other tables I have since forgotten about. As it is I forgot there were 3 I had done.

 

Aaron,
so I did as you recomended and yes we were able to get -27.

All I can say is holy mother of gawd. I was running around with -10 full time. But with that much negative timing we actually shut it down...was way to much.
-10 is loud, but -24 with a little more air is just plain awesome.

Thanks for the tip.

Working on the map switch that we could never get to work to have on/off...once we can get that to work, the rpm, load and kmph will all be reduced to the minimum to activate the system. Should be nuts

by the way only two maps needed the modification, we could not find the third.

Cheers

 

yeah I backed it up to -20 and its VERY poppy. Still working on getting my air valve finish plumbed and wired, UICP is done though. There is also a decel fuel timing retard table you can adjust as well.

 

Putting the air around the throttle body but into the intake manifold seems like a bad idea to me. You have power brakes. No vacuum in the intake manifold = lousy brake performance.

Why not just use a BOV like a 1G DSM or metal EVO valve? Using a pull style valve, the exhaust gas would help seat the BOV and prevent a leak. Vacuum in the intake manifold and a drop in exhaust back pressure would pull the valve right open. Disable decel fuel cut and richen up the AFR on decel.

BANG!

Use a switching solenoid to disable it when not desired and a second map with Tephra's patch.

 

Can anyone help with ignition retard limit for 96530706?

changing 173e and 2438 to 255 doesnt help.. still logging -10* of maximum retard,, ((

 

03 that's similar to what I'm going for, but I wanted to iron out the kinks first before giving a how-to

 

Best way, but how I am doing mine will maintain vacuum at the booster. Air is fluid and fluid dynamics are predictable especially in a draft (i.e. vacuum inducing situation). Most race cars use dual masters anyway, not that that is my idea. I want this to work with a stock booster and stock power brakes.

 

How are you planning on maintaining a vacuum if the air is going through the motor?

Maybe it doesn't take as much air as I'm thinking to keep the turbo going when there isn't an airflow demand or something?

The more I've been thinking about this though, the more interested I am becoming about trying it out. I could really use some boost coming out of low RPM 2nd gear corners.

 

its more a case of the inlet plenum will always be at positive pressure (on boost) i don't know how he's planning to get a vacuum ? its an issue the wrc had with ALS don't know how they got over it either . possibly an electric pump to make a vacuum?
apparently diesel cars have vacuum pumps for servo's as diesel don't create a vacuum