The goal/plan is to use the existing sCANalyser hardware for the interface. Initial developments have sucessfully reflashed using this method, so that is the basis for the next round of work.

Yes - I'll have an upgrade path for those who have supported sCANalyser to date.

Cheers,
Hymee.

 

Current versions only report on one pulse width, but essentially sCANalyser can monitor anything that is broadcast on the CAN bus. It might take some more work to get that far - it is just a matter of finding out the "PIDS". Sounds easy - hey? LOL!

Cheers,
Hymee.

 

Does this mean you save the curent map on your lap top for emmissions purposes. Then re-install it for smog inspection?

 

mark,

i have a couple of templet things that you can make available. send me a email when it settles down....


beers

 

awesome news - this will be a major coup for you if you can realease it before anyone else

 

Whilst that is entirely possible, I'd advocate that in the right hands, your "current map" would/should be smog legal anyway. It is a very powerful computer - it is just a matter of tuning it correctly for the application.

Cheers,
Hymee.

 

How do you plan to manage boost Hymee?

 

I'm not going to give away all the secrets, but lets just say that that computer is more than capable of handling what is required, without resorting to trickery.

Unless I read your question wrongly of course - The other answer is that the driver manages the boost. When you open the throttle enough to lose manifold vacuum, you get boost. When you close the throttle, the boost is bypassed. This is of course in relation to my S/C with the bypass valve.

Or are you talking about electronic control of the blow-off valve or wastegate in a turbo application?

Cheers,
Hymee.

PS - If I go quiet from time to time, it'll be 'cause I'm working on the product. I'm sure there are one or two capable minds here who should be able to chime in with some answers. I reckon I'd probably prefer to get the runs on the board first. But I'll try to provide answers where I can.

Cheers,
Hymee.

 

My bad Hymee - I should have been more specific - with MAF; you get total volume of airflow which is cool - but without pressure information. You could calc MAF flow and intake temperature - then deduce the PPO2 I guess...but was curious if a MAP was part of the package.

I was just curious how you were going to handle it.

But I understand secrets too -

 

"Tell them nothing, Hymee!!"

I'll resist that for the purpose of community edumaction. If the computer know precisely what mass of air is entering the engine, then it can calculate the amount of fuel required. The RX-8 doesn't need to calculate mass air flow. It has a very sensitive device on board that tells it - the MAF and it has a integrated air temp sensor. As long as it is calibrated correctly. If the RX-8 doesn't have a MAP (Manifold Absolute Pressure) sensor, then the factory computer can't know anything about one.

Lesson over :D

Cheers,
Hymee.

 

good work hymee. any info on pricing yet?

how does this work in practice? should the maf then be located after the compressor to correctly measure the air temp? or is the mass flow drawn through at atmospheric the same as the mas flow of the compressed air? and if the latter is true then how is the increase in temperature post compressor accounted for?

 

The more important question is will this work for North American cars?

 

^^ Why wouldn't it..same engine, same PCM...different programming is all...

 

yes,

as we are his major market...

beers

 

Question that I must ask.

Is this Dummy proof? Just curious if I should keep track of this or let the professionals as it where play with this.

 

It will be like any other tuning....if you understand what your doing and have good data...you get a good result.

But..."garbage in = garbage out" The system won't be the problem...the geniuses doing the tuning will be

 

Next question is: Can we load pre-made maps (like cobb) and flash the ecu, or will we need to make our own maps for everything?

 

argh. more monies that will need to be spent. but not now unfortunately.

dynos plx.

 

Ok I know i am relatively new to the FI scene and my question may be stupid. But, i would appreciate an answer so maybe I can learn some more.
Once this tuning of our pcm is done--what is keeping the pcm from adjusting via short term fuel trims and long term fuel trims? Does this tuning change the pcm's desire to automatically tune via st and ltft to a 14.1 a/f? if so --without revealing secrets---can you tell me How?
oldsuperchargeddragger

 

I am speculating here...

Good question OSCD - but in closed loop - I dunno how you would change it since it uses the narrow band O2...I think.

But like EMU - with the flash you should be able to force it into open loop at will.

If it is like cobb - in the logging interface; you can adjust (say for example idle map) and watch the real time feeds to be sure your STFT is zero...there is a HOW TO article on Cobb's page somewhere that describes how you would do it with their software.

 

Given that this tool allows changing parameters within the ECU, you no longer have to "fight" with the ECUs tendencies. IOW you use the tool to change the 'target a/f' then any trim developed will go towards the new (corrected) target.

 

Spin9K - You would still be limited by the sensor - I don't think closed loop driving used the wideband one.

Can someone correct me?

 

Want Need Want Need Want Need.
How much of my savings... er credit ca.... um... money I don't have will this require?

 

nice, keep us updated!

 

I would expect the PCM has a defined Lamba reading at each load/rpm point...and in closed loop will try and adjust to that...hence the LT and ST fuel trims.
In open loop...there is no adjustment...so the trims are not changed. You get what your tables say for that Mass air flow

What I'm not sure about...is whether or not the trims are carried forward into the open loop areas or not ....