_______ (_____ ) /'/' /'/' /'/'___ (_______)
#### ## ## ## ## ## ## ####
###### ## ## ## ## ##### ## ####
## ## ##### ## ## ## ## ## ## #####
###### ## ## ## ## ####
IMPORTANT: enter the case-INsensitive alphabetic (no numbers) code AND WRITE SOME SHORT summary of changes (below) if you are saving changes. (not required for previewing changes). Wiki-spamming is not tolerated, will be removed, so it does NOT even show up in history. Spammers go away now. Visit Preferences to set your user name Summary of change: == Field Report == Calibrating Unit No.638 Toyota 4A-GETT, 36-1 crank trigger, wasted spark coil pack. LowZ injectors (6R8 resistors) Transient suppression diode. System was being configured by a professional calibraition engineer. His verdict was that the ECU was fit for purpose, but needed a few additions to bring it up to a more professional standard. His observations are detailed below. '''Air temp fuel enrichment & ignition retard.''' As temperatures increase over 70degC scalable spark and fuel enrichment is required to help decrease the knock window. Spark needs to be retarded as IAT increases, a simple scaling table would be sufficient. Increasing IAT directly effects the likelyhood of knock, when IAT increased the advance needs to be reduced in order to decrease the likelyhood of knock. If you assume that the normal operating air temp is 30-50 degC then you'd want to run with a constant enrichment value 30-45, 45-60deg you'd take fuel out because of the drop in air density. 60 up you want to start adding more fuel. '''Knock Sensor''' Knock sensor values need better explaination. MembersPage/PhatBob will need to work on this, by reading the TPIC8101 datasheet and wording the information in a more user friendly manner. '''Accel enrichment''' Getting the throttle opening speed values is difficult as even the slightest touch on the pedal maxed out the dv/dt value. A suggested enrichment method is a an enrichment duration in mSec for engine speeds (4-6 speeds), which is scalable by throttle opening speed. '''Boost Controller''' Boost control needs more user information - without the ability to tune PID and see its effects the system is compramised. The need to use a restrictor is a 'sticking plaster' because of the inability to tune PID correctly, if there was feed back to the user for the solenoid duty cycle then the effect of tuning the values would be simpler and more understandable. While the Boost controller was configured succssfully the Engineer felt that it was only possible because he'd calibrated boost systems before with the feedback. Optional: Add document to category: Wiki formatting: * is Bullet list ** Bullet list subentry ... '''Bold''', ---- is horizontal ruler, <code> preformatted text... </code> See wiki editing HELP for tables and other formatting tips and tricks.