Evo anti-lag ECU disassembly
It's relative to routing, I am not saying I know things that WRC level teams dont but common sense goes a long way. Throttle kickers would have an issue I dont because of how I have it setup 
Last edited by JohnBradley; Oct 12, 2010 at 02:57 PM. Reason: grammar
I am trying to decide if I am ambitious enough to sell this since its standalone ALS to any car with programmable management. I will post all about it either way, but if I dont sell I will do the full right up. I am currently in the test phase and I still have good brakes. I need to do some monitoring of pre-TB boost levels, transient response, etc. It might be all I have done is devised a nice way to make ALOT of noise and nothing more. Just in the pre datalogging drive phase of testing it feels better though.
So the idea is very simple and works very well at maintaining brakes.
We set the timing and fuel to be both negative and rich in the normal map under vacuum at a standard range for ALS, lets say 3000+ for the timing being. Let off and the car pops and bangs but doesnt do much else because its missing a key ingredient, air.
Solutions-
1. Inject it into the exhaust manifold like the factory did everywhere else but here.
2. Throttle kicker as has been common on Rally cars for some time. This can be mechanical with an idle stop solenoid or in the case of DBW ECU mapping. This would work best for most of us since we dont have ready access to the factory hardware.
My solution was pretty simple.
Install a bleed in the UICP to a solenoid that feeds in line with the brake booster line. I use 3/8's hose and a Y to accomplish this. Since the only air the engine can get is through this line it maintains high vacuum through the line and past the booster (I keep the boost check valve upstream of the Y obviously). The more bang the more pressure and the more feed the process has. Brake pedal does not get hard like I have lost vacuum in the booster, I still have very good brakes.
Current hang up. Not using the ALS subroutine yet the decel fuel timers seem to only allow up to 1 second of fuel before the fuel cut turns itself off 100% (this is according to the log). I dont have any way of logging to see if there is any actual boost built in the UCIP pre TB yet but as I mentioned throttle response is improved timewise and how much boost I get a given rpm level as soon as I reapply throttle.
Now that the hardware seems to be doing its job I am going to tie this into the ADC in the ECU and use the ALS subroutine (unless I dont even have to do that) so that when the solenoid is active the ALS is doing what its supposed to and I wont even make the change in the actual map.
thoughts?
aaron
We set the timing and fuel to be both negative and rich in the normal map under vacuum at a standard range for ALS, lets say 3000+ for the timing being. Let off and the car pops and bangs but doesnt do much else because its missing a key ingredient, air.
Solutions-
1. Inject it into the exhaust manifold like the factory did everywhere else but here.
2. Throttle kicker as has been common on Rally cars for some time. This can be mechanical with an idle stop solenoid or in the case of DBW ECU mapping. This would work best for most of us since we dont have ready access to the factory hardware.
My solution was pretty simple.
Install a bleed in the UICP to a solenoid that feeds in line with the brake booster line. I use 3/8's hose and a Y to accomplish this. Since the only air the engine can get is through this line it maintains high vacuum through the line and past the booster (I keep the boost check valve upstream of the Y obviously). The more bang the more pressure and the more feed the process has. Brake pedal does not get hard like I have lost vacuum in the booster, I still have very good brakes.
Current hang up. Not using the ALS subroutine yet the decel fuel timers seem to only allow up to 1 second of fuel before the fuel cut turns itself off 100% (this is according to the log). I dont have any way of logging to see if there is any actual boost built in the UCIP pre TB yet but as I mentioned throttle response is improved timewise and how much boost I get a given rpm level as soon as I reapply throttle.
Now that the hardware seems to be doing its job I am going to tie this into the ADC in the ECU and use the ALS subroutine (unless I dont even have to do that) so that when the solenoid is active the ALS is doing what its supposed to and I wont even make the change in the actual map.
thoughts?
aaron
Evolved Member
Joined: Mar 2008
Posts: 1,392
Likes: 2
From: uk
So the idea is very simple and works very well at maintaining brakes.
We set the timing and fuel to be both negative and rich in the normal map under vacuum at a standard range for ALS, lets say 3000+ for the timing being. Let off and the car pops and bangs but doesnt do much else because its missing a key ingredient, air.
Solutions-
1. Inject it into the exhaust manifold like the factory did everywhere else but here. USDM? never had sas?
2. Throttle kicker as has been common on Rally cars for some time. This can be mechanical with an idle stop solenoid or in the case of DBW ECU mapping. This would work best for most of us since we dont have ready access to the factory hardware.
My solution was pretty simple.
Install a bleed in the UICP to a solenoid that feeds in line with the brake booster line. I use 3/8's hose and a Y to accomplish this. Since the only air the engine can get is through this line it maintains high vacuum through the line and past the booster (I keep the boost check valve upstream of the Y obviously). The more bang the more pressure and the more feed the process has. Brake pedal does not get hard like I have lost vacuum in the booster, I still have very good brakes.
Current hang up. Not using the ALS subroutine yet the decel fuel timers seem to only allow up to 1 second of fuel before the fuel cut turns itself off 100% (this is according to the log). I dont have any way of logging to see if there is any actual boost built in the UCIP pre TB yet but as I mentioned throttle response is improved timewise and how much boost I get a given rpm level as soon as I reapply throttle.
Now that the hardware seems to be doing its job I am going to tie this into the ADC in the ECU and use the ALS subroutine (unless I dont even have to do that) so that when the solenoid is active the ALS is doing what its supposed to and I wont even make the change in the actual map.
thoughts?
aaron
We set the timing and fuel to be both negative and rich in the normal map under vacuum at a standard range for ALS, lets say 3000+ for the timing being. Let off and the car pops and bangs but doesnt do much else because its missing a key ingredient, air.
Solutions-
1. Inject it into the exhaust manifold like the factory did everywhere else but here. USDM? never had sas?
2. Throttle kicker as has been common on Rally cars for some time. This can be mechanical with an idle stop solenoid or in the case of DBW ECU mapping. This would work best for most of us since we dont have ready access to the factory hardware.
My solution was pretty simple.
Install a bleed in the UICP to a solenoid that feeds in line with the brake booster line. I use 3/8's hose and a Y to accomplish this. Since the only air the engine can get is through this line it maintains high vacuum through the line and past the booster (I keep the boost check valve upstream of the Y obviously). The more bang the more pressure and the more feed the process has. Brake pedal does not get hard like I have lost vacuum in the booster, I still have very good brakes.
Current hang up. Not using the ALS subroutine yet the decel fuel timers seem to only allow up to 1 second of fuel before the fuel cut turns itself off 100% (this is according to the log). I dont have any way of logging to see if there is any actual boost built in the UCIP pre TB yet but as I mentioned throttle response is improved timewise and how much boost I get a given rpm level as soon as I reapply throttle.
Now that the hardware seems to be doing its job I am going to tie this into the ADC in the ECU and use the ALS subroutine (unless I dont even have to do that) so that when the solenoid is active the ALS is doing what its supposed to and I wont even make the change in the actual map.
thoughts?
aaron
aaron
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
apparently diesel cars have vacuum pumps for servo's as diesel don't create a vacuum
Interesting, I figured if you are able to get enough air into the plenum to keep the turbo spooled that it would be enough air to kill the brakes.
This is a time where a turbo speed sensor is almost needed to verify it works.
I'm REALLY thinking about getting a half decent OEM metal BOV and some decent sized banjo bolts and just tapping directly into my exhaust manifold. My only concern is making sure that the exhaust never flows back into the UICP, as exhaust pressure is well above UICP pressure under boost on my stock turbo'd car.
Drop throttle and the BOV opens right up, creating a nice path for air into the exhaust manifol. Just need to find a valve that will seal off the exhaust properly but then open and stay open under decel.
This is a time where a turbo speed sensor is almost needed to verify it works.
I'm REALLY thinking about getting a half decent OEM metal BOV and some decent sized banjo bolts and just tapping directly into my exhaust manifold. My only concern is making sure that the exhaust never flows back into the UICP, as exhaust pressure is well above UICP pressure under boost on my stock turbo'd car.
Drop throttle and the BOV opens right up, creating a nice path for air into the exhaust manifol. Just need to find a valve that will seal off the exhaust properly but then open and stay open under decel.
I reread everything Mychailo wrote about the subroutines and it seems that we need to patch the existing subroutines to the ADC? Is that why we had thought about the EGR pin? I got lost in there somewhere on the control wiring.
aaron
aaron
EvoM Guru
iTrader: (50)
Joined: Mar 2006
Posts: 9,675
Likes: 132
From: Tri-Cities, WA // Portland, OR
PM me if you like. I will be in Portland Mon/Tues next week and could meet up with you in-person if that's helpful.
Well playing with the decel tables (apparently inaccurately labeled) affects the ISCV which means more air and made marked increase. It got the Rally seal of approval last night. So next phase is more fuel, drop the timing from -20 to -24/-25, and see whats going on. I still have good brakes so that end of the system seems to be working well still. I am going to be doing my testing with the stock turbo and restrictor as soon as the restrictors get done to start testing.
Aaron
Aaron
Evolving Member
Joined: Apr 2007
Posts: 286
Likes: 0
From: Laguna Hills
Aaron, nice work.
What does ISCV stand for? edit...idle stablizer control valve(?)
so if the tables are inaccurately labeled...what would be a better description?
What does ISCV stand for? edit...idle stablizer control valve(?)
so if the tables are inaccurately labeled...what would be a better description?
Last edited by Maikumaru; Oct 21, 2010 at 10:58 AM.