New Megasquirt ECU - What features do you want?
06-27-2012, 02:31 AM
#22
Elite Member
Thread Starter
iTrader: (10)
Join Date: Jun 2006
Location: Athens, Greece
Posts: 5,977
Total Cats: 356
Oh one more thing, a calculator that automatically converts ms to cc of fuel injected that adds stuff up so you can do a cc per minute or hour whatever of fuel usage.
Hustler didnt MS3 do that?
Also spark auto tune of some sort.
I'll be honest, the spark autotune and "it will pass emissions" bs was why i got adaptronic... but now few years later we all know how well those worked. (Not bashing adaptronic, just would like to see them working (properly) in MS)
Hustler didnt MS3 do that?
Also spark auto tune of some sort.
I'll be honest, the spark autotune and "it will pass emissions" bs was why i got adaptronic... but now few years later we all know how well those worked. (Not bashing adaptronic, just would like to see them working (properly) in MS)
Spark autotune will be difficult but not impossible. I have a crank angle clock and crank/cam decoder already working on my coprocessor (necessary for VVT and knock windowing), so in theory I could detect crank speed acceleration just after each ignition event. This could also lead to cylinder specific or random misfire detection.
0
06-27-2012, 07:22 AM
#24
Elite Member
Thread Starter
iTrader: (10)
Join Date: Jun 2006
Location: Athens, Greece
Posts: 5,977
Total Cats: 356
Its quite possible (almost certain to be honest) that the firmware won't be compatible due to the hardware changes. Like the Enhanced MS2 firmware isn't compatible with an off-the-shelf MS2 due to the special expansion board that I use.
0
06-27-2012, 08:43 AM
#26
Boost Czar
iTrader: (62)
Join Date: May 2005
Location: Chantilly, VA
Posts: 79,493
Total Cats: 4,080
-MS3x (or whatever the latest and greatest is)
-completely PNP
-VVTuner built in
-knock control rivaling the AEM2 (knock-windowing, the whole 9 yards)
-all the ait and coolant corrections and bugs (that we had in the ms2e 2 years go) ironed out and non-existant
-Map switching on the fly (with a button/****/etc)
-Solid CL/OL boost control that with multi-maps that also switch with above
-lean cut (very few systems have this, but it is uber-awesome)
-boost by gear (though not high on my priority list)
-DBW throttle body control (obviously would have to be from a newer or different car)
-effective flex fuel/fuel blend sensor (octane goes up, timing goes up and vice versa)
-completely PNP
-VVTuner built in
-knock control rivaling the AEM2 (knock-windowing, the whole 9 yards)
-all the ait and coolant corrections and bugs (that we had in the ms2e 2 years go) ironed out and non-existant
-Map switching on the fly (with a button/****/etc)
-Solid CL/OL boost control that with multi-maps that also switch with above
-lean cut (very few systems have this, but it is uber-awesome)
-boost by gear (though not high on my priority list)
-DBW throttle body control (obviously would have to be from a newer or different car)
-effective flex fuel/fuel blend sensor (octane goes up, timing goes up and vice versa)
PNP - check
VVT - check
knock control windowing - check
table switching on the fly - check
solid CL boost control - check
lean cut - check (http://www.msextra.com/doc/ms3/afrsafety.html)
boost by gear - semi-check (can switch boost targets above a given MPH)
DBW - minus
effective flex fuel - check
The great thing is, Reverant was working on DBW control...
0
06-27-2012, 09:01 AM
#27
what about launch control? does it still require a clutch switch or whatever? or is it now simply clicking "enable" and setting the rpm and spark/fuel cut
also I thought it was neat that the adaptronic had a turbo timer built in. might be something easy and cool to do on the ms as well
also I thought it was neat that the adaptronic had a turbo timer built in. might be something easy and cool to do on the ms as well
0
06-27-2012, 10:02 AM
#29
Sure, you could talk to MSIII/sensors an many other ways but why not use a semi-standard that many already have the connector for.
If you try to be "in the spirit of the law" you probably create more problems than you solve.
I'd be happy for a OBD-II that would work with generic ODB-II readers, but don't answer request for error codes (i.e. won't pass inspections, by design).
0
06-27-2012, 10:07 AM
#30
Elite Member
Thread Starter
iTrader: (10)
Join Date: Jun 2006
Location: Athens, Greece
Posts: 5,977
Total Cats: 356
I do know what you mean.
If I decide to add OBD-II, the first implementation will be Mode 01 (sensor data) then Mode 03 (codes) along with Mode 02 (freezed frames).
To pass emissions, you still need a lot more modes, which I will probably never implement.
If I decide to add OBD-II, the first implementation will be Mode 01 (sensor data) then Mode 03 (codes) along with Mode 02 (freezed frames).
To pass emissions, you still need a lot more modes, which I will probably never implement.
0
06-27-2012, 11:18 AM
#35
I'm an MS-1 dinosaur, so perhaps this is already in MS-2 or MS-3? There should be a second minimum idle duty cycle setting for use when the AC compressor is engaged.
Also, can the new box act as a supplemental AC unit? It was 106 yesterday. (JK).
Also, can the new box act as a supplemental AC unit? It was 106 yesterday. (JK).
0
06-27-2012, 11:55 AM
#39
Elite Member
Join Date: Jul 2005
Posts: 6,420
Total Cats: 84
How about a voltage inverse multiplier feedforward for various linear solenoids (e.g. idle, VVT)?
A solenoid's position is a function of duty cycle and system voltage.
If voltage abruptly drops, the solenoid will close a bit. A multiplier will prevent this.
For example. You're idling at 14V and have 50% on some solenoid.
Fans kick on and voltage abruptly drops 10% lower. All solenoids will close down by 10%. If the duty cycle were all automatically increased by 10%, they wouldn't.
Here's the equation, which assumes 14V is the "normal" system voltage:
corrected_duty = duty * 14V/actual_voltage
This equation works when said solenoid or pulldown driver output has a "flyback" diode to 12V.
------- another suggestion ---------
Staggered delay for the 2 fans:
second fan turns on 3 seconds after first fan
---- or ----
3 fan relay outputs - these 3 relays will be wired so that the fans can be run in 2 modes: low, where the fans are connected in series, and hi, where both fans see 12V. Then you have 2 thresholds for CLT fan triggers, e.g. fans on low at 90*C, high at 95*C, with 2* of hysteresis...
A solenoid's position is a function of duty cycle and system voltage.
If voltage abruptly drops, the solenoid will close a bit. A multiplier will prevent this.
For example. You're idling at 14V and have 50% on some solenoid.
Fans kick on and voltage abruptly drops 10% lower. All solenoids will close down by 10%. If the duty cycle were all automatically increased by 10%, they wouldn't.
Here's the equation, which assumes 14V is the "normal" system voltage:
corrected_duty = duty * 14V/actual_voltage
This equation works when said solenoid or pulldown driver output has a "flyback" diode to 12V.
------- another suggestion ---------
Staggered delay for the 2 fans:
second fan turns on 3 seconds after first fan
---- or ----
3 fan relay outputs - these 3 relays will be wired so that the fans can be run in 2 modes: low, where the fans are connected in series, and hi, where both fans see 12V. Then you have 2 thresholds for CLT fan triggers, e.g. fans on low at 90*C, high at 95*C, with 2* of hysteresis...
0
06-27-2012, 12:06 PM
#40
Boost Czar
iTrader: (62)
Join Date: May 2005
Location: Chantilly, VA
Posts: 79,493
Total Cats: 4,080
Staggered delay for the 2 fans:
second fan turns on 3 seconds after first fan
---- or ----
3 fan relay outputs - these 3 relays will be wired so that the fans can be run in 2 modes: low, where the fans are connected in series, and hi, where both fans see 12V. Then you have 2 thresholds for CLT fan triggers, e.g. fans on low at 90*C, high at 95*C, with 2* of hysteresis...
second fan turns on 3 seconds after first fan
---- or ----
3 fan relay outputs - these 3 relays will be wired so that the fans can be run in 2 modes: low, where the fans are connected in series, and hi, where both fans see 12V. Then you have 2 thresholds for CLT fan triggers, e.g. fans on low at 90*C, high at 95*C, with 2* of hysteresis...
Then I just setup a simple on at 200°F off at 190°F output for the main fan.
This is more how oems do it, I know my main an on my altima or prelude doesnt turn when the a/c fan is running. But I'd rather it all be in one menu dropdown and not as a work-around.
0
