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Summary of change:
Planning on using VEMS to control ignition only on a [http://en.wikipedia.org/wiki/Volvo_B230_engine b230 Volvo 4cyl engine]. Fuel is delivered by two Strømberg carburettors and an additional mechanical on/off valve injecting fuel in the plenum when turbo pressure reaches 0.8 bar. Current setup gave 350 hp at the wheels messured with a G-tech pro performance meter. The standard ignition system is probable too simple and I would be far better of with VEMS controlling it by map and rpm. As I have little knowledge how to program and set the right parameters I hope someone could help me. I have a complete V3.3 with everything mounted. I want to have it completely simple as a start. Only map and crank sensors, no tps or water/inlet temps or anything. ---- '''Trigger''' '''Standard distributor with HALL sensor''' * [http://whatever.hotserv.dk/fordeler/P1010032.JPG HALL sensor stationary part] * trigger plate / rotor (where ?) Triggerplage is on top of VEMS box bottom right corner. 4 slots. Rotor is all the way to the right in the picture (just half of it you can see). * This probably gives one trigger pulse somewhere btdc (adjustable) for each cylinder. ** likely, but some confirmation would be nice. How do the windows look on the rotor? The distributor follows cam speed so it gives a pulse exactly when the coil should ignite. * adjust position, so that the falling edge (recommended for HALL setup) of the signal is preferrably 55..75 degrees BTDC ** we call it coil-type trigger (and configure filtering so filtering is applied in software) ** make sure HW is set up for HALL, should be OK if you ordered that way: verify voltage on primary trigger input (EC36pin27), should be > 3V without HALL sensor pulling it to GND * a triggerplate mounted on the crank (without any belt sloppyness) gives better precision than timing from cam * ignition drivers; ignition sequence (I have 4 IGBTs). Engine has 1342 firing sequence ** GenBoard/Manual/DigitalOut/Table in the ignition sequence ** from the assembled controller webshop text for 4 IGBT: " channel0=EC36pin35, channel3=EC36pin36, channel5=EC36pin12 and channel7=EC36pin10 are logic-level", so if you want to use the IGBT power-outputs (just my guess, maybe your ign-module likes logiclevel), set ignchmax=03 and ignition sequence to h[2]=02 04 06 01 02 04 06 01 (it is traversed backwards) ** ignchannel-1 CYL1 ** ignchannel-2 CYL2 ** ignchannel-4 CYL4 ** ignchannel-6 CYL3 '''Remember that if you have 1-pulses per event coil type trigger, you'll need camsync''' (or use a distributor and 1 ign-channel). GenBoard/Manual/InputTriggerCamSync This is more problematic (especially for someone getting familiar with the system), so a 60-2 or 36-1 or 24-1 or whatever multitooth wheel is often mounted on the crank and wasted spark is applied. This has proved to be a very good path, and gives (better performance through) the additional gains of precise time from crank (instead of cam). You can later use the cam transmitter (with 1 window instead of 4) as camsync (besides the 60-2 signal) if you absolutely want COP. * Does it matter that I have not connected any of the tps or temp sensors? ** some care might be needed, even if you don't control fuel. Eg. if TPS=0, the firmware will think that idle-control is necessary. Adjust 0 or very small values for the ignition-based idle-control, and than turn off ignition-based idle-control as a caution. ** I'd apply a 10k pullup to +5V for the TPS input ** and 1k pulldown to GND for the CLT and MAT inputs * How do I correct the map reading? I use the 400 kPa Map sensor. ** adjust MAP calibration (appr 200; kpafac variable) and offset Any suggestions or anything is deeply appreciated! Thanks
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