I already have installed Genboard v3 in VW Scirocco, with 1.8 20VT engine. Lots of configuration to be done.
Previously equipped with Megasquirt v2.2 with Extra code. Continuous problems with ecu changing settings by itself. Also coil charge times were not what they should've been (difference between MT readings and reality), so fed up with melted coils.
System consists of:
- VW Scirocco GTX 16V
- Installed Seat 4-cyl 1.8l 20V turbo engine
- Vems v3.3, firmware 1.0.69
- OEM VW sensors, IAT, CLT, TPS, CamSync?
- 2.0 16V VW engine Hall-sensor for primary trigger
- 60-2 trigger wheel
- Polo GTI wasted spark coilpack
- Standard 1-3-4-2 firing order
Injectors wired from A to D (will add pin#s later), configured to fire 2 banks (00..01) altenating. External 30V TS-diode.
No sequential for now, camsync not in use at the moment. I'm trying to get the car running properly first.
- Rewire to 4 injector outputs. I would do this Now.
- Every injector is connected it's own output (they are just driven in pairs).
- measure injector resistance: disconnect ECU and measure Ohm in the harness EC36 connector, between each injector-signal and EC36/23
- High-Z, 12.5ohm
- related items from config (check them again in the mcd dump, maybe you unintentionally changed ?):
- injpwm=FF (good, 100%)
- injpwmt=FA (25msec, should be 25.5 msec but this should not cause any problem)
- I noticed injpwmt earlier too, and changed it to FF. I don't know what could have been changed unintentionally, i haven't changed anything at all (before this failure).
- do an ECU flyback test with DVM diode mode. What flyback do you use ?
- low voltage flyback ? Than easy, DVM shows appr 800..1200 mV from the injector output to EC36/23
- powerflyback ? Can be done with a 100 Ohm resistor and 12V supply
- 30V flyback ? harder to test, tapping to the internal flyback point (remove endplate only) makes it easy though
- I have to check this, but i'm guessing Low-voltage. I also have external 30V TS-diode.
Keep the injector discussion at 1 place. Keeping it (on MembersPage/TeroKortteenpohja/CurrentProblems ) separately from the subsystem description is a bad idea. Keep it at the injector-related section (or best: subpage) so the setup is easily seen by whoever wants to help.
- Will do when i've got the time.
Ignition coils wired to Ign00(pin35) and Ign5(pin12). Pin 12 used, beacuse for some reason, couldn't get spark from Ign01(pin33). This shouldn't be a problem, should it? These all are low level outputs anyway. Coilpack has built-in IGBTs.
- I'm working on exactly the same project nowadays - MembersPage/Fero
Here I will show my configurations for Megatune. I'll try and explain every option possible. I will update when i find answers to my own questions first. My opinion is, this Wiki is like hell to try and find something usefull. It took me more than hour to find info how to configure fuel pump output to work.
- in megatune the fuelpump output is configurable. GenBoard/Manual/DigitalOut/Table is the table most of us uses during planning (and even keeping a hardcopy during install). The EC36+EC18 pinout can be found at several places, the "external interface" of the GenBoard/Manual (see header link DocsPage)
- TPS settings must be manually configured, auto cal in MT does not work
- MAP sensor settings
- The MPX4250 sensor has appr 20kPa => 0.2V and 250kPa => 4.8V, which is 230kPa/4.6V. That is 250kPa / 5V, so 250kPa is a good starting point (might slightly vary with your sensor and controller. You can calibrate, at least adjust kpa offset to get your ambient pressure reading, appr 102 ..104 kPa )
- with the 400 kPa sensor appr 20kPa => 0.2V and 400kPa => 4.8V, which is 380kPa/4.6V. 414 kPa (/5V) calibration value is a good starting point.
- with the 300 kPa sensor appr 20kPa => 0.2V and 300kPa => 4.8V, which is 280kPa/4.6V. 304 kPa (/5V) calibration value is a good starting point.
- Injection type
- Not used for control currently (could be inspected in dumps attached to requests, but requests are only considered with good project description anyway)
- Constant for RPM calc
- Whats the point in this? If needed, could be calculated internally. Found that should be 3000 for 4-cyl and 2000 for 6-cyl.
- Battery calibration, used to adjust voltage gauge to read actual supply voltage.