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This is all getting buttoned up now n it’s fibal form before the pipes are reinstalled. There’s a good chance that the car will make it to a car show / enthusiast gathering in Ohio this coming weekend.
Cool, thank you for sharing. I'm assuming that the boost controller displays current pressure? So, you do have some extra data available after all of the tuning is done? But, no AFR's, intake temperatures, etc, right?
Cool, thank you for sharing. I'm assuming that the boost controller displays current pressure? So, you do have some extra data available after all of the tuning is done? But, no AFR's, intake temperatures, etc, right?
Since the boost profile can be selected manually by the driver, it needs to be displayed.
My philosophy is that a street car that is fully baked doesn't need AFR gauges, intake temperatures, or anything like this. The stock engine coolant temperature should be enough as it's the convention, and some sort of general error code or limp-home mode. Everything else is just gimmicks. I'm sure many people disagree, I myself have changed my opinion about this.
This is separate from further development and tuning which needs a full data logging system. I don't have one yet, and I am hoping to get that added in Q1 2020. Can't make decisions about the next steps without a lot more data in actual street use.
You mention a limp home mode. Will your system detect something amiss (high pressure, high/low AFR, etc) and take action? If so, what are the boundaries and what does it do?
I agree with you about not needing those things for a properly setup car. Some of us just like gauges and data, though. and they do aid greatly in troubleshooting a problem if the driver is also the one who does the wrenching.
You mention a limp home mode. Will your system detect something amiss (high pressure, high/low AFR, etc) and take action? If so, what are the boundaries and what does it do?
I agree with you about not needing those things for a properly setup car. Some of us just like gauges and data, though. and they do aid greatly in troubleshooting a problem if the driver is also the one who does the wrenching.
eBoost2 has overboost protection with an alarm. The fueling is going to be exactly where it needs to be with the new dual MAFs.
Anyone using the stock Bosch MAF sensor element, super MAF or no super MAF, with more than 500 crank hp should stare at the AFR gauge constantly. The sensor runs out of range and flatlines at an unpredictable point that depends on the environmental conditions.
Can you provide a little more background and support for your statement? Are you not using the LH and EZK? Because if you are, you'll still run into the same voltage signal limitations. So, you're still compressing the signal like the SuperMAF does, right?
As far as overboost protection, it would be possible to have the alarm output trigger a safe fuel map via the coding plug. Is that what you're doing?
Can you provide a little more background and support for your statement? Are you not using the LH and EZK? Because if you are, you'll still run into the same voltage signal limitations. So, you're still compressing the signal like the SuperMAF does, right?
As far as overboost protection, it would be possible to have the alarm output trigger a safe fuel map via the coding plug. Is that what you're doing?
Bosch MAF combined with LH has two limitations. First, there's the output voltage and LH's ability to interpret that. SuperMAF takes care of that. Second, the ability of the Bosch sensor to respond to air flow beyond certain point. Across the operating conditions, the Bosch MAF sensor in this housing will only read reliably up to 930 kg/h. Usually, the voltage continues to increase with mass flow beyond that point, but at some unpredictable point the voltage flatlines. The flat-line point depends on environmental conditions.
The fuel and ignition map are already safe in the overboost condition, there's no need to trigger anything.
Gotcha. I like the idea of being able to switch to a NA map and disconnect the intake in case there is a problem. Makes it easier to get home.
Since it's a mass air flow sensor system, it'll run just fine with the wastegates forced open or with the boost pipes disconnected upstream of the MAFs.
You mention a limp home mode. Will your system detect something amiss (high pressure, high/low AFR, etc) and take action? If so, what are the boundaries and what does it do?
Originally Posted by ptuomov
eBoost2 has overboost protection with an alarm. The fueling is going to be exactly where it needs to be with the new dual MAFs.
What happens if you get loss of spark or loss of/poor pattern fuel in one or more cylinders?
09-23-2019, 03:34 PM
John finishing the wiring looms and connectors.
and they do aid greatly in troubleshooting a problem if the driver is also the one who does the wrenching.
