Skoda Octavia dedicated track race car with
- VAG Audi 1.8L 4cyl 20valve NA engine
- WBO2
- EGT
- LCD
- knock-detect
- heavily modified intake system (individual throttle bodies,no airbox or filter)
- Kit-car exhaust manifold (very long 4 to 1 design)
The engine is currently not controlled with
There would be appr. 6 similar installs within a year if all goes well.
Trigger setup - under investigation
- maybe 60-2 VR on crank - must be confirmed
- maybe 1-pulse HALL on cam - must be confirmed
Ignition module
Similar to the GM module on IgnitionPage/TransformerWithAmplifier but different pinout.
- The coil ( a wasted spark unit) has a 4 pin connector
- measured a switched 12Volt and a Ground on it. (with the "original" ECU.)
How can i determine which pin is which cylinder group?
[shop text] shows ignchannel3 and ignchannel5 are logiclevel. The DVM measures active 0V output on these by default (when inactive, eg. after powerup).
- eg. measures -12V with respect to +12V
- or measures -5V with respect to +5V
- ignchmax=03
- h[2]=03 05 03 05 .. .. .. ..
- you must apply a gap of max 2mm between the HV side terminals between cyl1 & cyl4; between cyl2 & cyl3. Simply, wires can be used for this, no need for sparkplug. in any case, don't hold them in hand, and don't kill yourself.
- mdn01 fires ignchannel5
- mdn02 fires ignchannel3
You might need to swap 03 and 05 in the h[2] table, depending on which channel you want to time first after the missing tooth.
The genboard is wired up except the crank VR (hopefully a 60-2),WBO2,EGT,injectors and coils.It communicates with the megatune,TPS,batterycalibration,MAP already works
Please tell me how to wire up
- The WBO2. Link the info you've found and want to be verified. EC18 pinout should be correct, wbo2.com has the LSU4 pinout. 2 signals are not available on EC18:
- heater+ is switched, fused +12V
- we don't use the RCal wire
- Every injectors (the "injector common+" signal) must be directly connected to EC36pin23. 2 of the papers given with that device specify this. [shop text]. This is very easy (in fact obligatory) to test with DVM diode mode.
- AlphaN. The line of the VE table (RPM < hybrid_rpm_a) is selected according to the TPS position.
- hybrid_rpm_a = 3000 : below 3000 RPM, the 0..255 "kPa" in fact means 0..100% TPS
- hybrid_rpm_m = 4000 : above 4000 RPM, the 0..101 kPa means 0..101 kPa as usual
- in 1.0.18, config.config13 bit2 must be 1, this turns off MAP multiplying (alpha-n mode setting in MegaTune, but verify via mcd). This results in very steep VE table in the load direction, eg. values from 3..near 250
- 1.0.19 will have a small change: config.config13 bit2 = 0 (speed-density mode setting in MegaTune, but verify via mcd) will work too: MAP multiplying applied for RPM >= hybrid_rpm_m With this, the speed-density area of the VE table will look normal.
- How to wire the crank VR?
- VR has no supply (such as "Sensor5V")
- the VR- is GND (EC36pin26)
- the VR+ is the primary-trigger (EC36pin27)
- the middle is usually the shield. Use your DVM, appr 500 Ohm is typical for VR.
megmértem,a közepe és a "jobb" széle között 874ohm...
más variációban semmi....
- the VR sensor or the ECM is unlikely to be damaged if wired wrong
ok
- if you are uncertain of VR+ and VR- (or if you experience strange errors, like RPM lost during certain conditions), apply InputTrigger/TriggerLog to be certain
Looks like the Astralogger has its own sensors (checked all inputs ,working without "original" ECU, and ECU sensors). I think that the camsync signal is used by this logger for RPM signal... Nice.
sidenote: köszi, nem kell 6.3mm-es saru, vettem 600 db-ot. Ezt töröld ki, ha olvastad