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'''Location: ''' Ski, Norway. It would be nice if everyone gave a hint where they are located. '''Resources:''' Microcontrollers and Realtime programming since 1984. Mostly support and making hardware drivers. Have used AVR and !WinAVR in a couple of recent projects at work. Schematics and board layout. Obviously no Wiki expert. ;) '''Cars:''' Alfa GTV 2.0TS. I think I'll leave this with the brain it has. ;) Alfa Spider 1963. Volvo 780 Bertone. Maserati Biturbo Spyder. ***Original ECU: Magneti Marelli IAW. ***It has a 2800cc 90 degree V6 engine with 2 turbo units (surprize!). ***One IHI RHB50 for each cylinder bank. ***The MM-IAW use separate injection and ignition ECU's. ***The boost control solenoid is controlled by the ignition ECU (Check) to a 0,7bar overpressure. ***Both ECU's are based on MC6801 + MC1442 (ADC) + MC6840 (Timer/Counter). ***Knock sensor located between cylinder banks, goes through HPF made up of LM2902 with gated output to ADC. ***It has an absolute air pressure sensor built into one of the ECU's (Check which of them). ***It uses 2 coils going into a distributor using a rotor with 2 separate fingers. They fire in succession. ***It has one crank sensor on the front with 6 unevenly spaced tabs on the pulley to time the events, and one cam sensor on the right camshaft to phase the spark events. ***The injection ECU has one analog channel for the Throttle Position Pot, and one input from the AC signalling when the compressor is enabled. Anything else I should mention? Just ask! I know the car and engine fairly well. This engine is presently not in the car. It now runs with a 2500cc pressurized carb system. The 2800 is in pieces that are planned to come together this winter. Besides cleaning up ports and valve pockets, it is standard. There should be no reason to do anything internally. There are AFAIK only 2 common reasons for it to blow up: bad maintenance or not properly assembled. There is probably no sensible reason to not use the MM-IAW, but then I'm known not always to make sense. ;) MembersPage/ESjaavik/BuildAndConfigure MembersPage/ESjaavik/ShoppingList I have moved Maserati engine VEMS adaption here: MembersPage/ESjaavik/Maserati ---- Would it be difficult to implement a "valet switch"? * For legal street / track use: Street use in most countries does not permit more power than what is written in the car's registration documents. * If you let others drive the car, it is sometimes not desirable to let them have access to full power. One of my cars I never let others drive because it is more than a handful. With less torque it behaves much more predictable. * Periodic Vehicle Controls: The "low power setting" should of course be tuned to pass legislations including emissions. The way I would attack this is to have a switch that selects a different area in the EEPROM when activated. This would have to be done before switching ignition on. It should be MegaTune compatible, as it would not know the difference. From MegaTune viewpoint would be like having 2 VEMS units and exchanging them. The con is that since the selection is done in startup code, it would make the input used for this not configurable, as it have not yet seen the configuration (i believe). If the Ibutton gets implemented, it would of course be able to cover this function. Then I suggest that it is read only on startup, so it can be removed immediately knowing that the next time engine is started, it will be in "valet mode". This could keep you out of trouble in flying vehicle controls. ---- It seems that due to the not implemented odd-fire code, my first install will be in a 4cyl Volvo TIC, as I have access to one engine that can be used on a test stand and an identical engine in a 240. MembersPage/ESjaavik/CompileNotes MembersPage/ESjaavik/KnockDetect Einar (Spamcheck-AT) Sjaavik (Spamcheck-DOT) com
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