History of MembersPage/Subaru
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2016-03-29 15:58:46 . . . . 85-237-234-213.dynamic.orange.sk [ecu configuration]
2016-03-29 15:36:16 . . . . 85-237-234-213.dynamic.orange.sk [edit]
2016-03-24 23:31:22 . . . . catv-80-98-222-153.catv.broadband.hu [for a given cyl: 1 spark per cam is normal, 1 spark per crank is double (4 strok]
2016-03-24 14:35:17 . . . . 85-237-234-56.dynamic.orange.sk [edit]
2016-03-22 19:52:27 . . . . catv-80-98-222-153.catv.broadband.hu [firing 120 crankdeg cyl 1-3-2-1-3-2 should not be any special]
2016-03-17 14:45:25 . . . . 176-61-199-8.wmx.slovanet.sk [edit]
2016-03-17 14:25:44 . . . . 176-61-199-8.wmx.slovanet.sk [edit]
2016-03-17 14:23:47 . . . . 176-61-199-8.wmx.slovanet.sk [edit]
2016-03-17 13:52:50 . . . . 176-61-199-8.wmx.slovanet.sk [add]


Changes by last author:

Changed:
* passive coils
* passive coils for wasted spark applications
Changed:
Apparently (although unconfirmed) these are 3x2 wasted spark coils, NOT COPs, so the discussion below (predates "3pcs" of igncoils) became obsolete (feel free to delete)

* will they tolerate the planned double-fire mode ? Or will they fail prematurely ?

** every coil will fire just one time per revolution of crank

** => which is twice of the required rate (and what COPs are made for).

** For a given cyl (on 4 stroke): 1 spark per CAM is normal; 1 spark per crankrot is "double". And it might easily result 1/10 of normal lifetime of COP. It's a known annoyance having to call a trailer because of this: and harms reputation of brand / installer / coil. Using twice the needed sparkrate on COP is OK temporarily for initial warmup, idle-tune, or to drive to garage, known to be done sometimes, but counterrecommended (somewhat similar to "hack-shorting" a fuse)

** CNP-s are more tolerant: CNP-s made for distributer application (eg. cost efficient aftermarket CNP-s available for ~1990 Audi 3B engine, or the 2.3L NA 139Hp engine)

** or real 3x2 wasted spark should tolerate for long if the dwell is configured correctly => THIS SEEMS TO BE THE CASE HERE, GOOD

** it would be a good idea to have the sectrig connected in hardware (easy to disable, but at least have the option to make full triggerlogs, and use it to save the igncoils)

** also beneficial (smoother, and better reaction) at idle and low power (with appropriate injector angle setting)

** every coil will fire just one time per revolution of crank as always on wastedspark coils
Changed:
INJECTORS: 3pcs of 130 Ohm motorcycle injectors
INJECTORS: 3pcs of 15 Ohm motorcycle injectors (first time customer measure it incorrect :) they are 15 Ohm suzuki hayabusa 1300 k7 injectors and not 130 Ohm like customer says)

Sorry for desinformation.

Added:
----
Changed:
2. Is it OK to use 130 Ohm injectors on VEMS? Which type of injector driver choose when ordering?

* 130 Ohm is unusually high resistance. Are they for 12V ? (higher than 12V is possible for injectors, eg 24-28V, but EC36/23 flyback must be directly connected to the shared injector+ in any case)

* any more info about the injectors ? Not direct injection or something ? Anyway, if they open (without any special high-voltage supply, like no 80V needed), than they should work without issue

* default 30V high voltage flyback should be perfect: obviously no injector PWM needed (default config: 100% duty after 25.5 msec full (implicitely 100%) power

Injectors are stock from bike Suzuki GSXR 1300 k7 "Hayabusa" ...at this time i dont have another information, but try to find.

ECU configuration:
Added:
IGN drivers: 4x IGBT + 4x digital

INJ drivers: High-Z 30V flyback

Trigger 1: VR

Trigger 2: HALL

EGT input: no

ETC: no

1-wire: no

Hi-side PFET: no

Knock channel: no

LCD: no

MAP: external (we'll just use Alpha-N strategy because of separated throttle bodies)

SD-Card: no

Flanged case: yes