Status
2005-06-01
Fixed C44/C55 problem with EGT, capacitors were soldered in place. Apparently this was a bug according to information found here GenBoard/UnderDevelopment/VerThree, and should actually be jumpered. So I jumpered them and got EGT1 and EGT2 working. Yay!
2005-05-30
One of the problems from this weekend was that the fuel pump output (P259_5) didn't switch to ground for pump priming on initial power-on of the Genboard.
But this only occured with the serial cable connected to the board, it didn't matter if a computer was connected at the same time. The cable measured out perfectly fine, infinite resistance between pins (microphone cable could be the issue?).
I'm absolutely sure your board entered BootLoader. The long cable acted like a loopback: without anything driving the input, the cable makes a capacitive coupling and the signal the bootloader uses for loopback-test is high-freq enough for this.
I assume that there was no other activity either (LCD, injectors, ignchannels, etc). On the other hand, you could have talked to BootLoader (try S and expect AVREFI1) in 19200,8n1 after this.
So you have an antitheft :-)
Try a big resistor (~100kohm) between pin 5 and pin 3 in the DB9 to drive the input low //Emil
2005-05-29
Due to a fuse problem (injectors), a very irritating laptop and running out of time - we decided to post-pone the 15x15 test until later. Too bad.
2005-05-28
I've made MegaTune files for 15x15 and I'm going to try them out today. I've bench-tested and all seems good. Here is the file I'm using: [vemsv3_15x15.ini]
Information about the installation
Emil Larsson made the initial install:
Genboard serial no: 204, with pump_zero_pw=0x65
Firmware wishes, more or less needed for this car.
- Exhaust backpressure input
- both EGT channels on LCD, best would be with current and max reading
- Extra temperature inputs, most important is for automatic transmission temp
- EGT based enrichment (if egt goes over a configured value, start adding more fuel to cool.. With the automatic transmission, the engine goes on full load for the full quarter mile, more fuel is needed to keep the engine from detonating, currently tuned to run too rich off the line)
- Cold engine ignition retard, Maybe not too important with the adv. based idle control.
- Some sort of check engine light/warning light, configurable for different temperatures and pressures, also when trigger/camsync problems appear, maybe with one led that says "hey, check your LCD", and one huge lamp / loud summer that says "switch off now, somethings is blowing"
This car is using a MSD 6 ignition system and distributor.
- Engine spec.
- 4 cyl B23 block
- Marine 2.3L 16V volvo head
- Custom made cam shafts
- H-profile aftermarket rods
- A big Schwitzer turbo with an advanced manifold and wastegate system [Picture of engine bay]
![[Picture of engine bay]](http://savarturbo.se/images/bilarna/soder/info/volvo_pv_pic05_hood_off.jpg){kind=link}
- Trigger setup:
- Main trigger is a pulley on the crankshaft, aluminium with 2 8mm (square or round), 8mm high iron pieces, to trig a Honeywell GT1 sensor.
- Cam trigger is not implemented yet, but will be easy. Change one of the M8 bolts on the adjustable camsprocket to a longer one, a GT1 will be used here too.
Alubos case front [Picture]
![[Picture]](http://www.vems.hu/files/MembersPage/MattiasSandgren/VolvoPV/pv_vems_box_not_clamped.jpg){kind=link}
Alubos case rear [Picture]
![[Picture]](http://www.vems.hu/files/MembersPage/MattiasSandgren/VolvoPV/pv_vems_box_not_clamped_rear.jpg){kind=link}
- Serial jack (6.3 mm stereo plug)
- LCD (DB25 used instead of DB9 for LEDs and switches on LCD case)
- K-type thermocouple connectors (female chassis)
Q: Can you please tell me what are your injector related settings for the 1600cc injectors? Thanks,Peter
A: I will have to get back to you in a couple of days for the real facts, below you can see what I found in an old config from May 2005.\n
req_fuel=11 injopen=0A injocfuel=19 injpwm=3C injpwmt=0F injpwm6=64
From what I remember injopen and injocfuel were relatively long periods of time compared to what I've seen with much smaller low-Z injectors. This could partly have to do with the coil being about 5 Ohms (usually 2.5 Ohms) and not as fast as it could be with a lower impedance, perhaps the size and weight of the pintle is involved here too.
Thanks!I have a problem with my 55lb/hr Siemens low impedance 3ohm injectors,and want to know which settings will work.Peter