Originally Posted by 211ratsbud
(Post 10789957)
Undrtstably enough about not using your settings but giving an idea of raw ipw + injector size wouldn't hurt. Assuming reasonable fuel pressure too.
Either way I'm starting on my set up and in a couple of weeks should be mocked up. I'm poking at the idea if dropping back to a maf so I can monitor airflow hz while not on the throttle A log of hz while no sas valve active should be able to be compared to a log of hz while active to get a good idea of airflow Depends on the TSS stuff whether or not downtime is an issue I took a spin at making the Arduino I have some code.. The thing I want this for, is in case the ecu likes to hold the sas pin on even though the throttle has been re applied. This will use both tps, and evosaspin state to determine alt map activation and sas solenoid activation. This seems to allow room to grow the code some and read the frequency signal perhaps from the TSS kit and convert to analog so I can log that . Plus use a speed modifier in the code. If you're looking for some values to start with safely send me an email and i'd be happy to discuss IMO one of the safest ways to get started when the time comes for you to start tuning ;) |
1 Attachment(s)
http://www.924board.org/viewtopic.ph...d663dc197586d3
A little more discussion. Egr als seems to be the coined term http://passionford.com/forum/general...in-please.html heres the trial code. This will only open the solenoids and put the alt map on if the tps is less than or equal to the setting, and the SAS pin is active. the actual physical implementation still needs to be conceived a ways, but you get the drift. Theres two solenoids because I want to use two ports of control on the tial wastegate. *// give the motor control pins names: *const int pwmA = 3; *const int pwmB = 11; *const int brakeA = 9; *const int brakeB = 8; *const int dirA = 12; *const int dirB = 13; * *const int altmap = 5; *int tps = 0; // starts out with tps flag off *const int evoSASpin = 2; *int sas = 0; // where we will store the state of the sas pin void setup() { ** ** **//Setup Pin 5 *pinMode(altmap, OUTPUT); //sets pin 5 as analog out put for alt map switch * *//set up evoSASpin *pinMode(evoSASpin, INPUT); // evo sas pin as input * *//Setup Channel A *pinMode(dirA, OUTPUT); //Initiates Motor Channel A pin *pinMode(brakeA, OUTPUT); //Initiates Brake Channel A pin *//Setup Channel B *pinMode(dirB, OUTPUT); //Initiates Motor Channel A pin *pinMode(brakeB, OUTPUT); //Initiates Brake Channel A pin } void loop(){ *//goal is to only run alt map and both solenoids if both TPS and EVOSASPIN is active * *tps*=*analogRead(1); // read a-1 for voltage. a-1 is "tps in" *sas*=*digitalRead(evoSASpin); *if ((tps <= 170) && (sas == HIGH)); // if tps is 'less than or equal to' set to logical threshold slightly above the idle position reading. sas pin just need to know if its high. * *analogWrite(altmap,170); // applies ~3.3 to the EVOALTMAPPIN switching to alt maps. * *//Motor A forward @ full speed *digitalWrite(dirA, HIGH); //Establishes forward direction of Channel A *digitalWrite(brakeA, LOW); //Disengage the Brake for Channel A *analogWrite(pwmA, 255); //solenoid a @ 100 duty cycle *//Motor B forward @ full speed *digitalWrite(dirB, HIGH); //Establishes forward direction of Channel B *digitalWrite(brakeB, LOW); //Disengage the Brake for Channel B *analogWrite(pwmB, 255); //Solenoid b @ 100 duty cycle * } |
The description is about spot on pal....there is enough air still being prouduced for the ALS to still work...never seen it used on a P8...we run it on the T6.. It is cycled on its own output... Example map from the T6 if it helps Menu : ECU Software Setup Group : OUTPUT FUNCTIONS -> Group : EGR VALVE -> Map : EGR Valve On f(RPM) (RPM) 1000 Menu : ECU Software Setup Group : OUTPUT FUNCTIONS -> Group : EGR VALVE -> Map : EGR Valve Off f(RPM) (RPM) 900 Menu : ECU Software Setup Group : OUTPUT FUNCTIONS -> Group : EGR VALVE -> Map : EGR Valve On f(TPS) (ø) 20 Menu : ECU Software Setup Group : OUTPUT FUNCTIONS -> Group : EGR VALVE -> Map : EGR Valve Off f(TPS) (ø) 21 Menu : ECU Software Setup Group : OUTPUT FUNCTIONS -> Group : EGR VALVE -> Map : EGR Valve Frequency (Hz) 100 Menu : ECU Software Setup Group : OUTPUT FUNCTIONS -> Group : EGR VALVE -> Map : EGR Valve On Duty (%) 100 Menu : ECU Software Setup Group : OUTPUT FUNCTIONS -> Group : EGR VALVE -> Map : EGR Valve Maximum On Time (secs) 8 |
http://mt-motorsport.com/marko/index...b061m6rofps5g5
http://www.racetuners.com/shop/index...roducts_id=436 gonna have to pick the brains of some of the escort cosworth owners, as it seems they have this working in various ways all over the place I have simplified the control with one solenoid now, I could very well use factory wiring if the solenoid will shut on its own as wot is applied |
http://mt-motorsport.com/marko/image...5.13%20012.JPG
Haven't had as much success placing the air inlet points that close to the turbo. Between the 6-18" away from the turbine wheel seems to give the best results. Love to see your black box updates my friend great work on that set up. |
Started to assemble a new manifold. Met with hydraulic shop today and had some simple stuff bent up.
This is a little more delicate to fab as I have v-band to weld up but none the less is under way. Going to be 4 pipes 16mm od comparable to most of the designs by pro's except by an amateur ;) |
|
I just figured I'd pop in and note that through a crazy and somewhat annoying and stressful series of events I ended up with a complete Evo IV longblock in my garage, complete with the SAS hardware. The only thing I am missing is the UICP, and putting a nipple on a USDM one is cake so that's no biggie.
I'm planning to attempt to get the system working sometime next year on my car. Now, I understand that the passages for fresh air on the exhaust mani are too small, even looking at it, it's pretty clear. I'm planning to port that manifold anyway, so I'm going to see how much more those ports can be enlarged. Beyond that, it's a simple bolt-up affair outside of the code. Now, we have a guy earlier in the thread (single digit page numbers IIRC) with a IX that said he swapped a pin and it worked. I have my doubts on that, but we can't rule out the possibility. Beyond that, we really have no off-throttle fuel control, no timing retard beyond -10 degrees despite adjustments to the minimum allowed timing value, and in my case of an Evo 8 9417XXXX ROM, no apparent available options for table definitions or listed equivalent ROMs containing said tables. I'm willing to give up most Tephra functionality (outside of CEL flash on knock) to get it working if it can't be hacked into the Tephra ROM. But in the end, I have a hard time believing that a company that put tens of thousands of dollars into engineering a vortex generator panel that could otherwise have been installed as purely cosmetic would fit a system that isn't capable of functioning at all on these cars. I mean, there are videos of (allegedly) the OEM system functioning, at least popping and crackling under the proper circumstances. I'd be seriously surprised if there isn't at least some way to get the OEM system working to some degree on an OEM ECU. I'd put a grounding switch in for mine, simply to make it switchable, as the car is still (and foreseeably still will be) my DD. However, I was thinking for a kicker could you not put a secondary switched either ground or voltage source (depending on which it's operated by) to the ISCV to keep it fully open? For my application, I'd only be using the system at the track, where a 3000rpm base idle wouldn't be an issue, and I can just flip the switch to restore ECU control once I'm off the track. Thoughts on that as an option if a kicker ends up being necessary? |
I did swap a pin. It worked. I used a pin from the egr system to pin to the correct sas pin. Nothing complex.
Kicker is not an option with only -10 retard. That's not enough to keep the torque output from propelling the car. I posted the log earlier of a fixed throttle position making boost on overrun. With -10 the throttle will need a lot of jacking, you will need alt map purely for -timing and fuel control. Tie the sas pin to your alt maps, sas is a to ground function in the ecu so up to you how you do it. With a large bypass you could get something. Iscv even fully open isn't enough. Stand alones tell you that and many people can testify. The oem system probably doesn't slow shaft speed down. But it doesn't put boost in the mani either. Monitoring maf hz, uicp or turbo shaft speed is (or all of them) is really necessary to make claims. The factory ecu for sure can do something. I'm jumping to stand alone so I can find out what it takes, play with something that does work and hopefully revert some findings here to the factory ecu type stuff. |
Hey Ratsbud, what kind of stand alone are you going for?
|
New pnp vipec v88 based int knock etc..
|
It has knock control? Have you downloaded the software & logger, is it user friendly?
The thing that always worries me about stand alones is data logging & the ability to incorporate knock count & AFR (external wideband) in the log. Final question is how much :] |
They're ~2000 usd. Yep internal knock ! I have downloaded the vts not quite like ecu flash but not hard to navigate. Wish there was more similar short cuts .
Logging I have minimum experience e with but plan to learn quickly |
I think the V88 is a universal type of ecu, what you need is the plugin type, which lacks the internal knock control
|
Foxy the new pnp is v88 based. It has internal knock . It's already ordered:).
|
All times are GMT -7. The time now is 04:44 PM. |
© 2024 MH Sub I, LLC dba Internet Brands