In rally prepared cars Pectel ECUs were used, I believe.

 

Gonna check out the implementation on the cos.

back to my main problem now I cannot get the sas to deliver fuel in overrun. It worked for a long time. Something isn't right do my settings look way off?

I made a test rom for the iscv set up but it was -3•f here and I was runnin a tad late for work so it'll be later today

 

Ah which do you use?

Edit saw absolute

 

Yes, absolute is usually the default.
How did you previously get sas to deliver fuel?

 

It just did it automatically on overrun if conditions were met .. It seems like my conditions are being met now mad still nothing .

 

On a side note

http://www.diyautotune.com/ms3-pro.html

The ac on high idle didn't work. But I don't have an ac compressor hooked up anyways.. Might be the fault

Foxbat, do you think you could let me know what typically happens if you are wot and push the clutch in while lifting the throttle in a group n type throttle kicked car?

Does the car go into cyclic idle while the vehicle is moving or will it stay at high idle? Further more will cyclic only engage once the vehicle has reduced speed to a certain point?

There's one more option for iscv maxing out and that's the rpm based iscv demand adder. I can make the iscv 100% open when above certain rpm.. If it works

Which means no high idle and drivability at low rpm

 

Let's say that idle was kicked up to 2000rpm (kicker or ISCV) then during a wot (6000rpm) you lift throttle, anti lag would immediately kick in, but rpm would gradually drop until 2000rpm (kick limit).
I just learned that some tuners use the ISCV method to kick the throttle, but most find the other types (air or electric) more convenient. As I mentioned I use the electric kick, same one found in old GM cars & used raise the rpm when the AC is turned on.

Be careful, any type of kick would affect the brakes

 

I dont have a brake booster, Ive deleted it since the start of this thread anticipating boost.

Foxbat same situation but say you push the clutch in too.. does the RPM fall to 2000? Or does it fall to where the cyclic idle is.

IE clutch in and lift the throttle so youre coasting and not engine braking down.

 

No matter what, RPM would still drop back to its default minimal.
Anti lag is usually enslaved to a timer, a normal setting would be around 5sec, so, it won't be on for the entire duration if you end up 'coasting' for some time.

 

I get a strange noise when transitioning to off throttle als engaged status. It's like a noise someone mentioned earlier when f1 cars corner.!

Anyways it's working but I undid my switching set up, and I'm aiming to modify the ecu pins and bridge the two pins internally. Either way you look at it I need alt maps. Picked up my spare set of flanges from the shop today for my 4 runner set up and they cut it wrong again.. Lol how can you mess that up.. Sheesh !

Just going to use a resistor set up and leave the pins physically intact to the ecu harness.

 

The mitsubishi Group A WRC cars used a version of the evo 1-3 ECU. I know this because I've got a copy of the ROM image from one and have done some disassembly of it

Also, I've written the ECU code on the E1-3 cars to allow the ISCV to open to 100% when you lift off the throttle. It doesn't allow a massive amount of air into the system to give enough ALS effect though so you still need the SAS setup to go alongside it. It works by using the idle switch on the tps and basically, if the idle switch is 'active' but the car is moving then it maxes out the iscv. If the car is stationary then the ISCV just works as normal.

Andy

 

Maybe a little port work to the iscv would get us the airflow we need. Te factory sas doesn't amount to squat though. The manifold runner ports are the restriction. IMHO

Andy, were testers using your iscv system keying alt maps on the same time? The only way this will work is to allow alt maps to act as a separate timing and fuel set up for als. Otherwise negative timing in the sub 100 load does nothing. The car builds airflow and needs to have a dedicated map for orb ..

 

The version I wrote holding the iscv open was just to see if I could do it The cars that I tested it on were running a small amount of negative timing (-5°) in the low load areas and reported an increase in the amount of pops and bangs they got with the iscv open however there was no fuel injection going on so there would be no way to get positive boost in the manifold.

I agree with you regarding the standard SAS setup. The holes in the banjo bolts are very very small and aren't the same setup that was used on the WRC cars.

I haven't tried my iscv code with fuel injection or with big amounts of negative timing (as my car is in 1,000,001 pieces at the moment) and the evo 1-3 don't run SAS so it's probably not much help but if you can get someone to write the code for the E5 and 6 ECU to keep the iscv open when you're off throttle but the vehicle speed is above a set limit then it will help in your quest.

Andy

 

The restriction you speak of I've already accomplished with straight fittings earlier, now I'm at the 2.5mm holes in the manifold that actually go runner to runner.

Next ill be plumbing 4 5/8" roughly 15-16 mm pipes directly like the newest wrc systems .. I think they target more shaft speed than boost in manifold but with out knowing Someone first hand who understands directly what the true fresh air system accomplishes I'm blind.

There's tables to accomplish what I need just not sure how they work just yet

 

Project on hold. T -minus days until baby girl arrives

also to put a conclusion slash mission statement.

My conclusion is that the stock SAS is truly limited by the amount of airflow allowed into the manifold by the manifold itself. The banjo bolts have a remedy. The whole pipework has been revised and improved. Yet the manifold left OEM. What this leaves me with is that the visual impact left from a WRC photogaph of many many many manufacturers designs is what works. Im gonna have to venture down that road next!