Should I use a JDM 8 ROM or can the ALS tables be added to the "universal" rom?

 

From what I know at this moment there is no ALS function available on stock ECU..... unless OEM ECU`s will run rotational idle/cycle idle....(activated from the ECU) and throttle opening is used....or by using a bypass throttle kicker valve that can be activated ON/OFF.

To get a "bang: at lift off....it`s not so hard with stock ECU and I think everybody knows how to do this. For this "bang bang" there is no need for EGR system with pipes or solenoid etc....

Antilag will work in full potential ONLY if the throttle will be opened between 10 to 20% (depending on vehicle) to allow airflow to keep the boost positive.

As I know there will be no real ALS until it is used a throttle kicker that pull the throttle to the required angle or keep the throttle open all the time (like we are doing here for GruppeN rally cars). There is no need of the EGR pipes, solenoid,canister etc....

The option with solenoid and throttle kicker is illegal for production cars (GruppeN) so we are using all the time second option with the throttle open all the time.

With Standalones we can switch in "Rotational Idle" or "Cyclic Idle". In this situation the ECU effectively cuts the spark to certain cylinders to maintain the selected idle speed. The ECU eliminate cylinder firings in turn-by turn rotational basis by defeating a fuel injector firing for one cylinder at a time but never the same cylinder in sequence.

This option also helps the engine cool down quickly after using ALS because a lot of fresh air is being processed though the engine. The frequency of injector cut determines the idle speed. This is the reason why rally cars sound different at idle.

Here it is an example for "Rotational Idle" or "Cyclic Idle"

http://www.facebook.com/video/video....50306598757955

So my question is....can somebody do this with OEM ECU??

My opinion is that OEM ECU cannot control ALS functions in this moment.

Cheers

Daniel

 

Well overrun als is slightly less complicated. When you lift at high rpm its most effective. Cyclic is better for building boost from lower rpm lift imho..

 

IAC control (Grp N legal) is the throttle kicker in the equation or the bypass solenoid I have used (not GrpN).

If the IAC is at 100% DC it will idle at 3k, so there is plenty to work with as far as stock pieces.

 

I see... If I max out the iac, how would I allow fuel into the system without facing the fuel injectors decel cut ? This is my logic on getting the 8858 Rom to work because then you would have fuel overrun and the ability to inject air

I don't think the 8858 Rom is far from working .. I flashed it today but no fire, hopefully donner can discover the important pinouts for this Rom

 

If you want to use IAC, you are best off using a USDM 8859 ROM where I have worked out the ISCV tables. I'm willing to put more time into understanding how the tables work if there is someone who is willing to test out what I find.

 

That maybe ideal... I can help too.. Monday at the soonest as I'm on a racing venture now ..

 

We would still need rotational or cyclic cut + iac for als on stock ecu right ? Cyclic would prevent the need for some timing map negative values right ?

 

The negative timing enhances the ALS effect by moving the combustion event into the exhaust port/manifold, so it would still be needed. The rotational injector cut is a challenge that will take a bit of time to work out as to whether it can be done (and if so, implemented).

 

When we let off the throttle a lot of airflow going through the engine and turbo.
At the same time as the large minimum throttle opening is used, the ignition timing is retarded 30-40 degrees. Very high EGT's will result and this is usually the limit to how much ALS can be run.

If the setup will be made with a large throttle opening than more ignition retard must be used to avoid too much power under ALS mode but than EGT will go high.

 

Fred, rotational spark cut is what's needed by the sounds of it.

Focus on just overrun at the moment where rotational cut would not be needed.

If the iac can be made to 100% on lift + condition, then it may be able to just figure how to force ign to have a clamp value of -20 on overrun until rpm<3000 etc..

 

Not sure what you mean by overrun. Do you mean fuel cut on decel? If yes, I already know how that's controlled. A few questions are:

1) Do you want antilag enabled only below a certain rpm or throttle position?
2) You want non-stoich AFR during anti-lag correct?
3) Do you have a target rpm during antilag?
4) You want to be able to selectively enable/disable antilag for different driving conditions, e.g., DD vs racing? Perhaps more importantly, do you want to be able to enable/disable it during a racing event, e.g., perhaps with some sort of toggle switch?

 

Can the idle stepper table be rpm based rather than load ? Decel fuel cut delay would need to be tweaked. Is this a spot where 0-255would play a role? If we could coax 5 seconds from it... Force openloop, iac control, and ign timing would be.able to.get us some positive pressure in the uicp you think? I'm not crazy wanting 20 psi I guess well have to see what we get. I have a spare boost gauge, which port on the throttle body references pre throttle pressure ?

 

Sorry didn't see your post, lemme answer ! That now..

 

Als on above 3750, or possibly use the max rpm that iac can create.... activated or armed as such by a tps delta is say ..

I'm thinkin an appropriate afr for the boost level generated by als, but rich enough to combustion in manifold if there is a significant difference between the two.. I don't know that much yet.

Rpm, I say 3750, or as high as it can. Maybe the threshing hold for als should be the max rpm that the iac can idle for now, and if the overrun drags rpm below the xxxx , so be it.

I have no ac, so if that can be used go for it as a switch, but I will flash if need be.

I believe open loop will be best for the whole map though. Cl would likely go haywire would it not ?