Michael Richards, who is not Kramer off seinfield lives near Ottawa, the capital city of Canada. He owns a performance shop that specialises in forced induction and engine management.
Michael has a number of years experience in electronics, digital design, embedded systems programming and engine management. He spends a number hours every week tuning cars locally and in Montreal and Toronto. He programs in C, C++, Perl, Assembly (x86 and i154), Delphi and Java. He has more than 10 years experience in Unix and has a strong preference for FreeBSD.
His plans are to work on the commercial side of marketing the VEMS system by developing the necessary tools to take it to market and then packaging and marketing the hardware as a kit.
MembersPage/MichaelRichards/TriggerTutorial/SimpleTrigger - Here is a tutorial I wrote on setting up a simple trigger and how all the config variables work.
Projects:
MembersPage/MichaelRichards/Projects/NicksGTX - A fully built BPT engine with wiseco pistons, crower rods, balanced blueprinted with a lightweight flywheel, custom hybrid turbo, ported head, ported intake manifold, ported exhaust manifold, walbro pump, RC 550cc injectors, boost solenoid etc etc etc. All the shit I wish I had on my own 323.
MembersPage/MichaelRichards/Projects/TonyGTX - A 323GTX race car. Not much disclosure on the details for competitive reasons but wiring and basic configs will be posted.
MembersPage/MichaelRichards/Projects/SimonEscort - a 1992 Ford Escort GT with a mazda 1.8l turbo enigine installed (BPT). Running stock injectors, turbo and a FMIC with a custom engine harness.
MembersPage/MichaelRichards/Projects/SubaruECU - my attempt to get a plug and play ECU working on my Subaru Legacy Turbo.
Michael, some information related to the Audi 2.7TT trigger + cam advance question in IRC:
The trigger is most likely a normal motronic trigger, it seems like Audi has used it on all cars designed in the 90's. The cam trigger is also likely to be the new type, that means that it has three vanes of different width. This make the engine syncronize sooner then if it had a simple cam trigger.
The cam advance mechanism is two solenoids in each head, they stretch the drive train between the two cams in three different configurations if I'm not mistanken. If this engine has a variable intake as the 40 valve V8 engines the switchover points for cams and intake are interlaced to provide the widest possible register.
There may also be an additional cam position sensor that tell the ecu if the cams aren't in the expected position for that particular rpm. This may cause the ECU to throw a code if you mess with the cam timing.