This is for my 2L Alfa spider 4 cyl.
Trigger is runing at cam speed 36-1.
Trigger feeding trigger configed to hall.
Driving 2 wasted coils.
Coil driver 5 and coil driver 6.
One of the injector drivers(any one) will feed the servo to control the mec-FI.
This is how we think we should set up for MAP idle, TPS every where else.
The 2 bins at the bottom left of the VE table that are set to 100 that have the same RPM range as the MAP Corr Table.
The tuning is for just two bottom left 100 bins. Tuning will be made in the Corr Table.
everything above 1300 should be TPS.
NOTE: This will take a bit of tinkering
NOTE: The numbers in the rest of VE table are random crap.
- Gunni -
This would be the first in the history of fuel injection where there is need for MAP based idle and TPS based rest.
If you have steady MAP signals at idle, then you have them at all other rpmīs as well. So Speed Density is the tuning method.
If you donīt have steady map signals at idle then Alpha-N is the right method, unless you want to blend into SD later in the rpm range. But then again, you could just tune Alpha-N with MAP correction for any potential ram air effect. So map corr would go from 100-130kpa based on the amount of potential ram air effect.
- Keith -
Not the first. The OEM Toyota 20V work that way. and I bet there are others too.
It is very easy to get a smooth map signal at idle. Most ITB set up have a mini manifold. And work like any other manifold car when the butterflys are closed.
This will also let the idle control valve work. The problem is the ports feeding the ITB's as the air speed changed going past the ports they can ether have the air blowing in to them giving a MAP of more PSI then is there. Then suddenly shift to a venturi and show a very low PSI. It can swap back and forth as the air speed changes making the map go all over the place.
The stock Alfa ports were very bad at this. I made new ports that are in line with the axle of the buterfly. this has the slowest air speed and the most constant map readings. but still I was getting some of the same affects. but as lest could be made drivable. But the Ve maps had some crazy ups and downs. And the WBO2 was working over time makeing changes when the MAP would flip from air being pushed in to a venturi.
Now if a J tube was used away from the butterflys like is used for a manometer in a flow bench it might be able to work. As the air would be blowing into the tube at all times. so at lest the reading would not be swaping from a push to a pull. but might still mess up speed-density math.
After I found out the generate-config.bat and the upload-config.bat do not work right.
I loaded 1.0.36 fw and used a saved MT file I have for my other car then loaded 1.0.73 and changed the stuff like the trigger etc and it seems to have worked.
I nolonger get stuff on the com port while triggering too.
inside wiring for knock
showing the tooth cut out of my Spica pump drive wheel
had 36 teth now I only have 35 left.
This is my 2nd proto
This is my first proto
I will remake it now and clean stuff up
- Where is your system description ?
- Where are your tables ?
- For outputs, you should prefer that ECU pulls to GND5 when active. This way any output (with sufficient current capability) can be used easily. Although stepper outputs can drive to high, you can invert them so they drive low when active. This way it is easier to change outputs. Changing output can be necessary in a clone-install that uses stepper outputs for ignition or stepper idle, or in your install if the given output is damaged (or misbehaving, or just for test). See GenBoard/Manual/DigitalOut. To use active-low :
- fan_channel=56 should be fan_channel=D6
- fuelpump_channel=36 should be fuelpump_channel=B6