Richard, looks like the parts build is gonna have to wait. Really want to go 0-5V for this vehicle. DI engines would require the HFS-6 or HFS-3v2?

Gear head, so you aren't going to use the DDS to independently control a second FAV, you are just going to split then interrupt it with a hobbs switch.

 

Yes, Like Richard said, independant control is currently not supported. This should still work very well though.

 

I'd like a system that can be tuned and logged in the same way the ECU is dealt with via ECUflash and Evoscan. The delivery system would be more akin to the fuel injector model, with built in flow detection per-nozzle. Knock detection with programmable DSP software and user configurable outputs and inputs.

 

Having a fully integrated wmi system with capability of it own DSP based knock detection and sequential injectors is ideal. It also means it have its own set of knock sensor and multiple sensors, equipped with a full time probrammer to create new fuel and igition tables that will work along with the existing fuel table. I believe one millions dollars will sustain you for 12 months or so.

No one going to spend this kind of money readily, we opted for the next best route. Since the fuel table is the results of thousands of engineer hours from multiple sensors, all that information is available from one single wire ..... the idc signal from one of the fuel injectors. Thare are other advantages such as one single tune will take care of the fuel and methanol delivery.

We have planned to launch a full sequential system or dual fuel system as so as there are slightest signs of economic climate improving.

As regarding evoscan evoflash, it is just a matter of software change that will access those ECU pins that reads the signal from the failsafe link. Just matter of using the flow signal from the aquamist controller instead of a digital one (high/low).

 

At present, only the HFS-3 reads the Di signal since the discontinuation of the HFS6. HFS-4 (HFS6 replacement) is about to be launched, worth waiting for this system if you have a Di car.

 

I will be waiting, just trying to get a grip of all of the choices. So any HFS-3 will read a DI signal, no need to send it in or anything?

 

I know this thread is old, but I thought of something. How about complete plug and play via the OBD-2 port. Male on one side, female on the other so that it can still be used, but get power, ground, injector and map signal from the computer itself, instead of hacking in. It would be difficult to program, but would make the kit that much easier for an amateur to install, and would cut down on alot of the install-induced problems.

 

We have looked into this for some time now but the OBD-2 is still not standardized, variations can make communications tricky especially manufactures updates their protocols without notice. If you take a closer look at the pin-out, it is very vague. I can just imagine we may need to update the communication software every time when a car goes into a service.

As a wmi manufacture, it is much more reliable for us to read the raw signal rather than a processed. Other than a couple to wires we need to tap into, the rest is just 12V and ground.

The IDC signal is the most complete composite signal from the tens of sensors and engineering hours. If the car run correctly, so will the Aquamist system.

It is a good ideal nevertheless.