Idle Advanced Settings

Hey, long time no post :|

I'm starting my second year studying Electronics Engineering  - no time for nothing...

The last piece in the idle puzzle is the "Idle Advanced Settings".

Lets talk about it a little first.
In order to help stabilize idle rpm we can use this mechanism too, meaning we play around with timing at idle in order to help too low or too high rpm - we can do that in a very good resolution resulting very stable idle.

BTW, if you ever checked via OBD the timing angle on a stock car you would see that the idle timing is playing around - keeping the idle steady.

Less timing = less RPM
More timing = more RPM

What we want to tune:
MORE timing @ lower then desired idle rpm - so the rpm will rise a little.
LESS timing @ higher then desired idle rpm - so the rpm will lower a little.

Got it ?

You can play around with big numbers and low numbers - both for the delta (the rpm change) and for the timing value.

The Settings:

"Idle Advanced On" : Idle advanced reacting to load change.
"Idle RPM Timing Correction" : Idle advanced reacting to RPM offset from desired idle rpm.

The rest is the conditions to meet in order to start "Idle RPM Timing Correction" or "Idle Advanced On"

Values for "Idle RPM Timing Correction":

You can try different resolutions for the rpm delta and the timing delta.

You hope it helps !

Have fun.

How to control VCT (VVT) using DIYPNP

VVT (VCT) Control using DIYPNP ?? No way ! well yes :) Just keep reading

Any one who considered a VVT (BP6D) engine swap had to answer the VVT question (Mazda calls it VCT), How I'll control it ? New ECU ? VVT Tuner ? Leave it disabled ?

Well, you can go either way but if you have a DIYPNP installed already you can use it to control VVT.

You need to wire the VVT solenoid to the ECU location, on the board you need to use ALED or WLED outputs, wire the output you choose to the external pins.

You need to supply 12v and GND(ALED/WLED) in order to control VVT.

After all is wired we want to configure it.

One little explanation before we actually do, "Real" VVT control consist of a 3D table the utilize LOAD, RPM and duty cycle.

Like so : (Taken from MS3 Basic)

The idea is to apply smooth transit in and out of full VVT camshaft advance.

On the DIYPNP we do not have this kind of table/control BUT we can enjoy the VVT nonetheless !

Our control will consist of a on/off trigger.

My VVT tests on the dyno show a performance gain from very low rpm (<2000) upto 5500~.

For the best tune you need to enable VVT at around 2000rpm and disable it at 5500~, in order to do that we configure the WLED/ALED output as follow:

Just keep the "On" trigger away from your stop and go speed.

Very noticeable improvement ! Enjoy !

Flatshift and Launch control - 2 step

Always wanted to shoot flames and make gun shots sounds from your tail pipe ? GOOD !

Let me show you how.

I will guide through how to setup launch control and how to setup flat shift, lets go.

Launch control will hold your RPM at launch rpm even when standing in WOT.
You will need to try and see what is the best config for your setup.

Requirements:

• Clutch switch (sensor) must be connected to an input on the ecu, on my DIYPNP I wired it to FLEX input.
• No catalytic converter (for flames and bangs)

Wiring:

1L (on 97)
1V (on 95)
 = Clutch switch

1L/1V to Input2In
Input2Out to FLEX

TunerStudio setup:

Here you can choose if you want to enable Launch only or Launch+Flatshift (or turn it off)

You'll need to config the input pin - FLEX in my case.

The next 5 rows are the Launch control configuration, 

At what rpm to hold for launch.

Soft limit mean at what rpm it will start acting  - it is like a transition stage.

Retard is the BOOM config.... how many deg to retard when activated - test to see what BOOM you like best...

TPS % is activation condition must be > 0%.

Limiter method: for BOOMs choose "Spark Cut" the other will limit you but in a more civilized meaner.

The last 3 lines config FS(flatshift).

FS will hold your rpm at high rpm (not red line revlimiter) in order to shift gears when in WOT.

Usually the rpm should be around 5000-5500, it will allow the best FS, of-course you should try and see what is best for you.

Forced induction engine benefit the most form FS, it will allow gear changing with very little boost lost.

Arming: FS start

Hard: FS limiter
Retard: deg to retard

After it is all ready and working, play around with the numbers and find the best set up for you.

Final tip: Install an On\Off switch on the clutch switch line in order to be able to turn off this party when not needed - trust me you want that.

Have fun !!

Barometric correction for 12$

Hey,

Barometric correction will help your fueling when going dramatically below/above sea level.

Hardware needed:

Hope it is still on.

It is the same sensor as the DIYPNP MAP sensor. (now you will have two of them :))

Installation:

Mount the second sensor on top of the first, solder the legs together as shown in the picture, solder the left most leg to the baro hole on the PCB.

k ?

Setup:

Change this two as shown in the picture.

Tune:

This is untuned of curse, the reason is that I use the EGO correction and I  usually drive at sea level...

You can tune the curve to add or decrease fuel according to barometric pressure.

Have fun :)

Closed Loop Idle REV 2.2

Closed Loop Idle REV 2.2

Overview
CLI is intended to help keep steady idle when the load on the engine change, load change can come from: AC compressor,  power steering, fans, lights and electric load in general.
High or low CLT and MAT can change the idle behavior too.

CLI control the idle valve which is an air valve that bypass the throttle.

After some time you run open-loop (PWM-Warmup) and all is good, meaning the idle valve is operational and you can get a relatively good idle and AFR, it is time to try CLI.

Let's dive in, put your swimsuit on.

Closed Loop Idle 

CLI is dynamic air correction mechanism using PWM-idle air valve.

PWM-idle air valve allow air in the engine when the throttle is closed (when the gas paddle is lifted).

CLI will automatically control the PWM-idle air valve in order to sustain steady idle.

Change "Algorithm" to "Closed-loop"

Main CLI menu:

CLI behevuier is consisted of CLI and OLI(open loop idle) operation, when CLI Activation Settings are not met, the ECU will follow OLI settings.
"Closed-Loop Idle Valve Settings" are OLI when CLI Activation Settings are not met.

So, in "Closed Loop Idle" settings, you define IAC(idle air control valve) behavior when in open-loop (PID disabled) and for closed-loop (PID enabled).

The other three PID menus define the delay, behavior and activation values for PID operation.
We start at the first sub menu:

Closed Loop Idle Valve setting:

Idle Valve Close Duty(%): Remember "Output Test mode - Idle Valve" ? put the value you've found, here.
(max closed %)
Idle Valve Open Duty(%): same as above (max opened %)
Dahspot Adder(%): The amount of valve % to add when throttle is lifted. (getting ready for idle rpm)
Dahspot Decay Factor(sec?): How long will it take the adder above to decline to 0 - leaving CLI to follow regular CLITR (Closed Loop Idle Target RPM)
Use Last Value Or Table: "Use initial value table" the other option "use last value" did not work good for me.
Use CLT Or MAT In Table Lookup: I use MAT
Close Delay(s): How long will it take the valve to close when throttle is pressed.
Shift Settings
This settings help the ECU tell when you are just shifting gears or not.
Shifting gears means the ECU does not need to start preparing to idle the engine.
If the situation is not shifting gears then the ECU needs to start preparing to idle the engine.
When you press the clutch, not in order to shift gears, that is when the ECU needs to prepare for idle, meaning, set the IAC at a preset % in order to "catch" the falling RPM.
K ?
Leave Valve Closed Above(rpm): Here you to tell the ECU above what RPM the IAC stay closed, if you change gears then there is no need for the IAC to open.
For This Number Of Seconds(s): This will tell the ECU what is the max time to consider "shifting gears", if throttle pedal is lifted for more then the time set, consider the situation "not shifting gears" - prepare to idle - get ready to catch the falling (fast) RPM - set the IAC at the preset % from "Closed-Loop Idle Initial Values" table.



Next sub-menu:

Closed-Loop Idle PID Delays And Behavior
PID Delay(s): tool tip
Crank To Run Taper(s): How long to keep following  "Idle Cranking Duty/Steps" curve after engine start
PID Ramp To Target Time(s):  tool tip
PID Control Interval(ms): tool tip
PID Disable RPMdot: tool tip

Closed-Loop Idle PID Activation Settings
Idle Activation TPS Threshold(%): highest TPS that allow PID activation.
RPMdot Thershold(rpm/sec): RPM change speed, how fast the rpm change, close to idle or in idle it will be slow (30rpm/sec is slow)
Max Decel Load(%): Lowest MAP that allow PID activation, should be a little below idle MAP.
PID Lockout On Switch Active: If clutch switch is present you can use it here as CLI activator.
PID RPM Window Size (1=Off): tool tip(?)

Closed Loop Idle PID Gains
tool tips

Settings and settings...., let's talk about the whole CLI concept and what happens when.

When I was tuned to run PWM-Warmup (open-loop idle) I had the IAC set to a specific (low) value for idle.

Goods:
- Easy to set up
- Works (sometimes)

Bads:
- Not dynamic - when load at idle is represented to the system the idle rpm will drop and may even stall, same with low\high CLT and MAT it would not "care", it would just do the same (same IAC %) leading to oscillation, too low or too high idle.
- When the throttle is lifted and the clutch is pressed, the rpm run down pretty fast, the static IAC % will not be enough to "hold" and "stop" the rpm from taking a deep dive below desired idle...

CLI - what happen when.
The first trigger that will make MS look into this menu and check what to do is: throttle lift.
When you lift your feet from the throttle, MS is checking to see if you are just changing gears  (Shift Settings: For This Number Of Seconds(s) < value) or not  (Shift Settings: For This Number Of Seconds(s) > value) and  what IAC % to use in order to give the rpm a "soft" landing just before (Closed-Loop Idle Initial Values+Dashpot Adder) idle (PID idle).

Ok ?

MS will find the answer in "Closed-Loop Idle Initial Values" - meaning, what IAC % @ what MAT/RPM.
I will address this table in a sec.

MS checks the MAT and then looks at CLITR (Closed-Loop Target RPM) to know what IAC % to use.

So, now the IAC is standing by opened, rpm is decreasing, MS checks for  Closed-Loop Idle PID Activation Settings, TPS is good, RPMdot will be good when the rpm will get close to idle range and Max decel Load will be here when the rpm has "landed" and  the engine is close to normal idle MAP (around 30kpa).

NOW ! PID takes control of the rpm following Closed Loop Idle PID Gains as behavior guidelines.

k ?

1. Throttle lifted
2. Not changing gears.
3. Set IAC % for RPM soft "landing"
4. RPM "landed"
5. PID conditions are met
6. PID controls idle
7. Throttle pressed
8. PID disabled
9. IAC closed

Good ? more details ? k !

1. TPS < 1%
2. "Shift Settings: For This Number Of Seconds:(s)" > value
3. IAC % = "Closed-Loop Idle Initial Values" table + Dashpot Adder.
4. Dashpot Decay Factor
5. PID conditions are met
6, PID controls idle
7. Throttle pressed
8. PID disabled
9. IAC closed

Closed-Loop Idle Initial Values:
You can start tuning this table by finding the IAC % / RPM correlation @ a specific MAT.

Run "Output Test Mode - Idle Valve" and find what IAC % will give you what RPM, at what MAT.

Lets say your MAT is 45C and you've found that 37% will set you @ 950RPM, write it down.

Now find what IAC % for 850,900,1000,1200, if the MAT changes, write down @ what MAT what IAC % for what specific RPM.

You should find something like that (for NA):
MAT @ 45C

850RPM @ 33%
900RPM @ 35%
950RPM @ 37%
1000RPM @ 40%
1200RPM @ 54%

Now put it all in the table and add one or two % across the board.

Now your 45C row is correct, higher MAT will need more % and lower MAT will need less %.

This is a very good start, drive around with this table and after a while you will notice the % change you need to make for higher/lower MAT.

Have fun :)

MegaLog Viewer - MLV
If you want to check CLI status in MLV - if MS is in CLI or not, you can choose "status2", when it is 0 CLI is off, when it is 128 CLI is on.

When status2=128 it means that PID is enabled ! 

The whole IAC % landing the rpm is happening before that (every time you lift your feet from the throttle), so you can see in the log that the IAC% is up and status2=0 this is because PID is not active yet, but the IAC % is ready for the rpm...

k ?

Tuner studio

You can add a CLI indicator to TS - just remember it is just the PID activation indicator !

Closed Loop Idle REV 2.1

Closed Loop Idle REV 2.1

Overview
CLI is intended to help keep steady idle when the load on the engine change, load change can come from: AC compressor,  power steering, fans, lights and electric load in general.
High or low CLT and MAT can change the idle behavior too.

CLI control the idle valve which is an air valve that bypass the throttle.

After some time you run open-loop (PWM-Warmup) and all is good, meaning the idle valve is operational and you can get a relatively good idle and AFR, it is time to try CLI.

Let's dive in, put your swimsuit on.

Closed Loop Idle 

CLI is dynamic air correction mechanism using PWM-idle air valve.

PWM-idle air valve allow air in the engine when the throttle is closed (when the gas paddle is lifted).

CLI will automatically control the PWM-idle air valve in order to sustain steady idle.

Change "Algorithm" to "Closed-loop"

Main CLI menu:

CLI behevuier is consisted of CLI and OLI(open loop idle) operation, when CLI Activation Settings are not met, the ECU will follow OLI settings.
"Closed-Loop Idle Valve Settings" are OLI when CLI Activation Settings are not met.

So, in "Closed Loop Idle" settings, you define IAC(idle air control valve) behavior when in open-loop (PID disabled) and for closed-loop (PID enabled).

The other three PID menus define the delay, behavior and activation values for PID operation.
We start at the first sub menu:

Closed Loop Idle Valve setting:

Idle Valve Close Duty(%): Remember "Output Test mode - Idle Valve" ? put the value you've found, here.
(max closed %)
Idle Valve Open Duty(%): same as above (max opened %)
Dahspot Adder(%): The amount of valve % to add when throttle is lifted. (getting ready for idle rpm)
Dahspot Decay Factor(sec?): How long will it take the adder above to decline to 0 - leaving CLI to follow regular CLITR (Closed Loop Idle Target RPM)
Use Last Value Or Table: "Use initial value table" the other option "use last value" did not work good for me.
Use CLT Or MAT In Table Lookup: I use MAT
Close Delay(s): How long will it take the valve to close when throttle is pressed.
Shift Settings
This settings help the ECU tell when you are just shifting gears or not.
Shifting gears means the ECU does not need to start preparing to idle the engine.
If the situation is not shifting gears then the ECU needs to start preparing to idle the engine.
When you press the clutch, not in order to shift gears, that is when the ECU needs to prepare for idle, meaning, set the IAC at a preset % in order to "catch" the falling RPM.
K ?
Leave Valve Closed Above(rpm): Here you to tell the ECU above what RPM the IAC stay closed, if you change gears then there is no need for the IAC to open.
For This Number Of Seconds(s): This will tell the ECU what is the max time to consider "shifting gears", if throttle pedal is lifted for more then the time set, consider the situation "not shifting gears" - prepare to idle - get ready to catch the falling (fast) RPM - set the IAC at the preset % from "Closed-Loop Idle Initial Values" table.



Next sub-menu:

Closed-Loop Idle PID Delays And Behavior
PID Delay(s): tool tip
Crank To Run Taper(s): How long to keep following  "Idle Cranking Duty/Steps" curve after engine start
PID Ramp To Target Time(s):  tool tip
PID Control Interval(ms): tool tip
PID Disable RPMdot: tool tip

Closed-Loop Idle PID Activation Settings
Idle Activation TPS Threshold(%): highest TPS that allow PID activation.
RPMdot Thershold(rpm/sec): RPM change speed, how fast the rpm change, close to idle or in idle it will be slow (30rpm/sec is slow)
Max Decel Load(%): Lowest MAP that allow PID activation, should be a little below idle MAP.
PID Lockout On Switch Active: If clutch switch is present you can use it here as CLI activator.
PID RPM Window Size (1=Off): tool tip(?)

Closed Loop Idle PID Gains
tool tips

Settings and settings...., let's talk about the whole CLI concept and what happens when.

When I was tuned to run PWM-Warmup (open-loop idle) I had the IAC set to a specific (low) value for idle.

Goods:
- Easy to set up
- Works (sometimes)

Bads:
- Not dynamic - when load at idle is represented to the system the idle rpm will drop and may even stall, same with low\high CLT and MAT it would not "care", it would just do the same (same IAC %) leading to oscillation, too low or too high idle.
- When the throttle is lifted and the clutch is pressed, the rpm run down pretty fast, the static IAC % will not be enough to "hold" and "stop" the rpm from taking a deep dive below desired idle...

CLI - what happen when.
The first trigger that will make MS look into this menu and check what to do is: throttle lift.
When you lift your feet from the throttle, MS is checking to see if you are just changing gears  (Shift Settings: For This Number Of Seconds(s) < value) or not  (Shift Settings: For This Number Of Seconds(s) > value) and  what IAC % to use in order to give the rpm a "soft" landing just before (Closed-Loop Idle Initial Values+Dashpot Adder) idle (PID idle).

Ok ?

MS will find the answer in "Closed-Loop Idle Initial Values" - meaning, what IAC % @ what MAT/RPM.
I will address this table in a sec.

MS checks the MAT and then looks at CLITR (Closed-Loop Target RPM) to know what IAC % to use.

So, now the IAC is standing by opened, rpm is decreasing, MS checks for  Closed-Loop Idle PID Activation Settings, TPS is good, RPMdot will be good when the rpm will get close to idle range and Max decel Load will be here when the rpm has "landed" and  the engine is close to normal idle MAP (around 30kpa).

NOW ! PID takes control of the rpm following Closed Loop Idle PID Gains as behavior guidelines.

k ?

1. Throttle lifted
2. Not changing gears.
3. Set IAC % for RPM soft "landing"
4. RPM "landed"
5. PID conditions are met
6. PID controls idle
7. Throttle pressed
8. PID disabled
9. IAC closed

Good ? more details ? k !

1. TPS < 1%
2. "Shift Settings: For This Number Of Seconds:(s)" > value
3. IAC % = "Closed-Loop Idle Initial Values" table + Dashpot Adder.
4. Dashpot Decay Factor
5. PID conditions are met
6, PID controls idle
7. Throttle pressed
8. PID disabled
9. IAC closed

Closed-Loop Idle Initial Values:
This is the default map values, it is good to start with, I think it will give a little high initial idle but it is great to start with.
After you see/feel that CLI is working, you can tune this little map.

How to tune it ?

Start with 40% in all cells, and keep in mind that low MAT will need less % and high MAT will need more %.

Tune it !

MegaLog Viewer - MLV
If you want to check CLI status in MLV - if MS is in CLI or not, you can choose "status2", when it is 0 CLI is off, when it is 128 CLI is on.

When status2=128 it means that PID is enabled ! 

The whole IAC % landing the rpm is happening before that (every time you lift your feet from the throttle), so you can see in the log that the IAC% is up and status2=0 this is because PID is not active yet, but the IAC % is ready for the rpm...

k ?

Tuner studio

You can add a CLI indicator to TS - just remember it is just the PID activation indicator !

More REV2 to come....

Electronic boost controller - How to.

Hey !

***Firmware 3.4.3 Beta2 and above is required !***

Quick workaround was switching between PA0 and ALED outputs, using PA0 for EBC and ALED for fans.

PA0 must go to "Boost Control" circuit.
PA0 -->Boost IN
Boost Out---> EBC pin 

After we updated the ECU FW in order to get all the outputs available, we can now finish the wiring, test the EBC and tune it.

First we need to decide what output we want to use from the ECU, for me ALED was good, straight wiring - as simple as that.

OK then, we need a wire from the cars loom to get all the way to ALED and then set TS to use ALED - simple.

A nice clean way is to use the extra wires from the MAF, on the 1.8L NA the MAF connector use five wires, two of them is the IAT(Intake Air Temp) sensor, we got the GM open element connected there, so we have three wires left, one of them is ground, one is +12V and the one left can be used to connect the EBC to the ECU.

The picture is from Brainwerks MS3 Installtion guide.

Great ! Now !

1B(on96) = 4B(on97) = +12V
2O(on96) = 3B(on97) = MAF Sensor = will be used for EBC

EBC-->4B&3B
On DIYPNP board: 3B-->ALED

***Firmware 3.4.3 Beta2 and above is required !***

Quick workaround was switching between PA0 and ALED outputs, using PA0 for EBC and ALED for fans.

PA0 must go to "Boost Control" circuit.
PA0 -->Boost IN

Boost Out---> EBC pin 

That is it ! all connected !

About the EBC itself, you can get a solenoid from ebay for as low as 25$,

PN: 35A-AAA-DDBA-1BA

You should get it with hose barbs.

Connect the EBC between your boost source: the compressor housing or before the throttle (best) and to  your wastgate actuator.

Before throttle ---->MAC Port 1
Mac Port 2      ---->Wastgate actuator

Now after the EBC is connected to the ECU via 3B pin (to ALED) we can test it via TS outputs test mode.

Click on "CAN bus/Testmodes" button (upper left), when you are online with the ECU click "Enable Test Mode", set "Pulse Frequency" to 26Hz and then click on "Pulsed" under ALED, if all is good you should hear the EBC clicking.

Click "Disable Test Mode" and lets go tune this SOB !