hjtrbo

Missed the 3D in HP Tuners so threw together a very basic app to generate a 3D graph from a data table. Utilised the open source Graph3D c# library. Handles data with or without axis headers. Editor3D: A Windows.Forms Render Control with interactive 3D Editor in C# - CodeProject PCMTEC 3D Viewer.zip

First release, please report any bugs via pm. Caveats: This program is not for everyone, there is a bit of mucking around required. Must have a virtual com port pair set up. comm0comm does not work. I'm using Eltima Virtual Serial Port Driver Must have decent USB to serial adaptor for your wideband Must have a real DLP-IO8 plugged in to your machine Sometimes PCMTEC won't pick up my driver and instead connects to the physical DLP. It's an easy fix, unplug the DLP, wait 5 seconds and plug back in. Currently set up for AEM wideband running in Lambda mode, but any wideband that outputs a simple text stream will work too. There is a settings menu where you can change the serial port settings and scaling to suit your wideband. Dual wideband support for the V8 guys. AEM datasheet snippet: Serial to PCMtec_v0.6.zip

I should have asked; is this problem just when cold or all the time?

Schedule 1 and 2 is all you need to adjust. Not sure about situation table.

You really are good to us puff. 😉🍻

Injector DC 96% and PW at 26ms etc. Verify fuel pressure before splashing out on injectors. I'm not familiar with N/A.

Dead time is when it just starts to dribble ever so slightly. Just sneak up on it.

I'll have a crack too... Find deadtime at 12V (since you're only interested in low slope) Then run it at a range of low pulse widths. e.g 0.8ms, 1ms, 1.2ms.... etc. for a decent amount of time, tracking PW count and fuel mass. Commanded PW - Dead Time = Injected fuel PW For each Commanded PW => Fuel g/s = Mass of Fuel in Container / (Injected Fuel PW * Count) Plot the points in excel and draw a best fit straight line. Where the points 'knee' into the linear range is the break point. Stick your high slope onto your plot at that point. Bada bing

Brains ticking over. Is there such a thing as getting a calibrated mass air flow meter from Injectronics and installing it in the intake pipework on a turbo Falcon. Purpose being to verify computed airmass vs actual? Idea being for it to be used as a tuning tool to verify SD / injector calbration. Thoughts?

Making the most of nothing else to do and really starting to kick this thing in the guts. Have pulled cables, stopped and started in weird places, closed com ports externally and other weird stuff to try and crash it. I reckon I've caught most or maybe all of the bugs in it now. Hoping to have this version finished shortly which will be uploaded to github. Caveats: You need a DLP plugged in. Requires virtual com port software e.g Eltima Virtual Serial Port Driver. Project is still in test bench stage.

I wanted to follow up with that tacky little program. You need to set up a virtual serial port pair before using. Still in development state, to be honest I forgot all about it, but wanting to work on it a bit more. Can't even remember how to set it up with the virtual com ports; I need to set up the test bench again.

Yeah so dipshit here has a few drinks and gets on AliExpress to orders O2 sensor plugs. Then realises he needed sockets. O2 sensor plugs with pins for sale, $10 each, free postage. 10 available. Idiot.

Pulsar 3584RS should come on at 3000 if your wastegate is set up right like Puff said... Screen shot shows 12psi spring IWG-75 2mm preload and wired shut from some testing I did.

Look at Speeduino

Update: Board designs have been sent out to the fab house. Looking at about 4 weeks to get the prototype up and running. Found a nicer case with rubber grips.

Borderline knock table for timing, fuel base for open loop power enrichment.

It's important how you power the sensor. I use the AEM OBDII version with the optional 5V output connected to a DLP-IO8 so PCMTEC can read it. I have 2 of these, 1 on a VF and the other on a FG. Each car has been running the same sensor for years without issues. I did go through a couple of sensors way back at the start but I worked out why... Never start the car with a heated up sensor! 100% guaranteed to kill them. Wire the gauge from ignition power, not accessory. Don't sit with KOEO. Just get in and start the car. Only time you'd start the car with a heated up sensor is for start-up fuelling tuning, but this will reduce the life of the sensor. I've always wanted to give these guys a try: About Us | 14Point7

No point implementing the can-bus side of things, Forscan supports multiple actuators.

Thanks Rolls, I'm watching some of your Mustang flex fuel videos on FB now whilst scrolling through. It is likely my box will work with that flex sensor in "GM Mode", i'll look up the sensor data to double check. (Eager to say: 2015+ Ford with flex fuel install + custom OS now supported)

I'm yet to look at the video... Does Forscan allow that functionality I.e simultaneous IO control of 2 (or more) points? If no:- Can the 2015+ models allow multiple IO control? If yes, I'd like to add feature that to my box.

You know it. I don't know much about the can-bus flex fuel setup PCMTEC have worked out for tri-core??? Perhaps later on I might be able to get a hold of the relevant can id and message construct to be able to put my sweep data out onto the bus. Hardware wise it's supported, but would need a major firmware update from my end. Perhaps a conversation with Roland down the track...

Some CAD spam for the fiends out there. Added CAN-BUS hardware to future proof, no software support at this stage. Next iteration will be to add an aerial and enable the transistor radio function. Plan to get the layouts off to the board house for fabbing shortly. No idea on ETA just yet, next week I'm adding in the functionality to support GM Gen 4 / Gen 5 (VE, VF, Camaro, Cadillac etc) vehicles as their flex fuel sensor is frequency based and is easily implemented with just plain old vanilla HP Tuners. If they don't have a physical flex sensor, they would need to buy the ECM wiring kit from a third party (e.g. $110 from Ultimate Conversion Wiring in Australia). I'll need a couple of testers at some point if any one is interested... I also will be testing it on my own car. No technical reason why it couldn't be left permanently connected either. Have your tune setup so the box functions effectively as an on the fly variable engine power output box, mild to wild incremented at up to 256 steps lol... It's going to be small, the enclosure measures 105 mm x 65 mm x 30 mm. And could be made smaller again if I could be bothered hand soldering surface mount components and changed out the LCD for an OLED.

Schematic is done. Board layout during the week. Have included hardware support for can bus.

I'm at a cross road. 1). I spoke with Mainline. I need to output data to them for it to work with their optional ecu data logging module . For example, I would emulate a Link ECU data stream and it will work with their software. But there is a problem: I can only output 1 parameter per tuning session, that being the map we're tuning. All other data points would be static. 2). The dyno operator utilises the OBD-II data stream and my box will run in a standalone mode as originally intended. Option 2 leans heavily towards the KISS principal yet still achieves a high level of functionality. I would sure appreciate some detailed comment.

Not perfectly. It's been a while since I last went down this rabbit hole. Aggressive OSS lockup settings in the converter maps go a long way.