Lancia Delta HF integrale (8v, 16v, evo1 and evo2 versions).
- 4 cylinder inline engine, with fire order 1,3,4,2
- displacement: 2L
- turbocharged
Introduction, main characteristics and version differences
Weber-Marelli engine management with almost exact configuration of the Sierra Cosworth system described by Zlotan Almasi. :MembersPage/ZoltanAlmasi
16v and evo1 ecus are exactly the same hardware, only firmware changes.
8v ecu functionality differs from 16v/evo1 one in:
1) 16v/evo1 support 2 distinct MAP sensors. A 2,16bar (APS02/03) for lower pressure and a 3bar (APS05/01) for higher one. Aparently this sofistication was there to provide better accuracy while allowing usage in a wide range of absolute pressure.
2) 8v ecu drives low impedance injectors (IW025) in peak hold. 16v/evo1 come with high impedance ones (IW058 same as Maserati Biturbo) but seemd to have the same drivers than the 8v, so it could be suitable for low impedance injectors too.
3) 16v ecu has a pin activated for diagnose lamp.
4) 16v ecu has improved firmware with larger maps (injection are 16x16 instead od 16x13, ignition 16x10 instead of 16x8). 16v ecu also has added RAM (2Kb, probably for OBD use).
5) Thanks to better firmware 16v ecu manages the overboost solenoid in modulable duty cicle, while 8v just triggers the solenoid ON/OFF.
Both ecus (8v and 16v/evo1) share the same pinout except the new services provided with the 16v/evo1 that use pins unused in the 8v configuration (I am refering to ABS communication channel, Diagnose lamp and 2nd sensor).
evo2 ecu is a P8 one like the Escort Cosworth one.
evo2 ecu goes back to a single MAP sensor instalation (PRT06 with 2,5 absolute bar limit).
evo2 ecu uses a Hall Efect sensor for camsync instead of VR. The enginespeed and TDC sensor is the same VR sort with 4 theeth at 90º than the used in the previous generation.
evo2 ecu is closed loop (8v and 16v/evo1 werent), it uses a narrow band lambda.
evo2 are distributorless, they use wasted spark.
Trigger info taken from Zoltan Cosworth page and commented by me
Engine RPM/TDC Sensor - VR type
The crankshaft pulley has 4 identical teeth spaced at precisely 90°. The sensor sends a signal to the module whenever a tooth passes a the sensor. From this signal the module determines engine speed (RPM) and the TDC position of each piston (crankshaft position).
The stock system takes the ignition sequence from a 2nd VR sensor situated at the cam. (this is the sensor that in the P8 became Hall effect).
A phase sensor, located opposite a cam having two teeth separated at 90° (camdegrees) to each other, is fitted inside the distributor. At the passing of a tooth the sensor delivers a signal to the ECU. This signal is similar to the signal supplied by an RPM/TDC sensor fitted at the crankshaft pulley.
QuestionDo you know the position of the pulses (relative to cyl1 TDC) ? With the HALL sensor, what is the polarity ?
ResponseThe camsync pulses at 0ºTDC of cildinder 1 and again at 0ºTDC of the following cilinder to fire which is 3. In most deltas the camsync is VR. The ones making camsync with a Hall effect I don't know teh polarity (must check).
The signal from the distributor and the RPM/TDC sensor together enable module to identify the phase of each cylinder during crancking.
The camsync is only used during start up, once the engine is started this sensor can be disconnected and the engine wont stop. This camsyn sensor in the evo2 (P8 ecus) is not VR but Hall Effect
Other sensors: CTS (NTC resistor), ATS (NTC resistor), Knock Sensor (audible sensing tuned for 84mm bore I think filters focus in the 12Khz-14Khz (I have to crosscheck this)
Actuators:
Ignition module (taken from Zlotan)
The ECU sends a Spark-out signal to the ignition module
- by factory it's a simple distributor+coil setup, not wasted spark (except the evo2).
- dwell is totally governed by the module and cannot be adjusted, unfortunatelly no more data about ignition module
The Fuel Injectors
The ECU provides accurate control of the solenoid operated fuel injectors to discharge fuel.
The Idle Speed Control (ISC) Valve
This unit is regulates the engine demand for air depending on the engine temperature, engine load, or swithed on accessories.
The valve, whichis controlled by a variable current from the ECU, adjust the air flow into the engine.
The valve is pwm modulated. I think the stock VAE solenoid is excited at 17Hz (I have to crosscheck).
The Boost Pressure Control Valve
This solenoid valve is directly connected to the high pressure side of the turbocharger by a hose. Depending upon whether the valve is open or closed it will either "vent-off" a portion of the boost to the inlet side of the compressor (valve open) or direct it to the wastegate actuator (valve closed)
The Project
The project is not one :-) but two.
First objective is to build one unit capable to replace the stock ones (8v, 16/evo1 and evo2) just by configuring the camsyc sort of trigger (VR or Hall) and the distributor / wasted spark ignition installation in that car. A sort of plug and play option but with this added functionality: To switch between different maps + the tipycal VEMS functions (programability, datalogging, OBD, display...).
Second objective is to build a racing purpose ecu being it: distributorless with COP, ALS switch, Launch control switch, injection cutoff switch (for sequential gearboxes), different maps switch + the tipycal VEMS functions (programability, datalogging, OBD, display...). Individual cilinder injection and ignition corrections would be interesting. Capability to work in close loop with 4 lambdas, or better, ion sensing would be highly interesting.
Links
My site about integrales and engine management:
Chip Tunning a Rally car: http://www.clublancista.org/albums/view_album.php?set_albumName=album168
My Rally Car project:
http://www.clublancista.org/albums/view_album.php?set_albumName=album242