Changes by last author:
Changed:
| System was being configured by a professional calibraition engineer. His verdict was that the ECU was fit for purpose, but needed a few additions to bring it up to a more professional standard. His observations are detailed below. (And added to from an email sent 30/10/2006 |
| System was being configured by a professional calibration engineer. His verdict was that the ECU was fit for purpose, but needed a few additions to bring it up to a more professional standard. His observations are detailed below. (And added to from an email sent 30/10/2006 |
| Increasing IAT directly effects the likelyhood of knock, when IAT increased the advance needs to be reduced in order to decrease the likelyhood of knock. |
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why 70degC? This temperature is engine dependent. This summer I tune tight n/a engine which had real knock problems above 30degC MAT. At 16degC it works without problems. MembersPage/GintsK
Increasing IAT directly effects the likelihood of knock, when IAT increased the advance needs to be reduced in order to decrease the likelihood of knock. |
| This is what the default airden-tables do (which can be changed, of course, it's the hex-files). However, custom configurable MAT-enrichment is planned: |
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This is what the default airden-tables do (which can be changed, of course, it's the hex-files).
airden tables come from ideal gas law. In real life other factors such as fuel evaporation has influence. We definitely needs configurable MAT enrichment such as in image below. Few years ago I was spectator in local winter rally. On second km of first SS stalls few cars with melted engine internals. There was -27C. MembersPage/GintsK However, custom configurable MAT-enrichment is planned: |
| Knock sensor values need better explaination. MembersPage/PhatBob will need to work on this, by reading the TPIC8101 datasheet and wording the information in a more user friendly manner. |
| Knock sensor values need better explanation. MembersPage/PhatBob will need to work on this, by reading the TPIC8101 datasheet and wording the information in a more user friendly manner. |
| RPM Vs pulse width adder Vs decay time look-up table - output is pulse width adder and a decay time at that rpm (as trans fuel requirements are as dependant on rpm as pedal movement) |
| RPM Vs pulse width adder Vs decay time look-up table - output is pulse width adder and a decay time at that rpm (as trans fuel requirements are as dependent on rpm as pedal movement) |
| While the Boost controller was configured succssfully the Engineer felt that it was only possible because he'd calibrated boost systems before with the feedback. Please note that the controller WAS Calibrated correctly as it repeatedly held 200kpa (100kp boost) for prolonged periods. |
| While the Boost controller was configured successfully the Engineer felt that it was only possible because he'd calibrated boost systems before with the feedback. Please note that the controller WAS Calibrated correctly as it repeatedly held 200kpa (100kp boost) for prolonged periods. |
| Being able to trim injectors to take account of different cylinder charge would be useful (seeing around 20-25C difference between the two turbine inlets on Matts car, could be equalled by richening the appropriate two cylinders) |
| Being able to trim injectors to take account of different cylinder charge would be useful (seeing around 20-25C difference between the two turbine inlets on Matts car, could be equaled by richening the appropriate two cylinders) |