488 replies to this topic

[Steve.i.am]

Great stuff.  

 

Obviously should've gone Dutch myself.. CS mapping so last decade.

 

Looking forward to getting my house back to sort of normality too - fed up now of looking at my rear clam next to the dining table.

 

 

[CHILL Gone DUTCH]

Great stuff.     Obviously should've gone Dutch myself.. CS mapping so last decade.   Looking forward to getting my house back to sort of normality too - fed up now of looking at my rear clam next to the dining table.    

It's the future

[fezzasus]

Update: 

 

I've been running this for a few days now, only issue so far was a slight coolant loss, turns out I had not refitted the clip on the cylinder head to header tank return pipe.

 

Am also looking into oil breather options, as the Dutch ECU can handle PCV I will be modifying a gasket to open up the manifold vent and installing a catch tank on the crankcase to inlet hose to protect the laminovas from oil.

[fezzasus]

Oh, and a few more things about the map:

 

I would strongly recommend the Dutch software to anyone considering supercharging, I think it's hard to justify for existing supercharged cars unless big changes are planned that may not be within the typical map range. The car is running very well on the current map, I always suspected my existing map was very rich, maybe even suggesting it had been remapped at some point in its life. This one has lowered how rich it is at idle, as well as idle RPM. i love the fact that you can adjust the temp. the fans kick in, throttle response, even speed limit the car (I've set it to match my tyres). It's very intuitive once you've got past the fear of potential damage to the car.

 

Next steps are to perform full knock measurement/ignition advance measurements , power run then adjust timing again. There's a danger I will always be chasing bigger numbers so i'm going to take this slowly, at the moment I am happy with the fueling map and will go from there.

 

so next thing to look out for is power numbers. Anyone got the weight of a stage 2 VX220 SC? I'm guessing at 910 kg (without driver) but don't know if the original VX weight of 880 is wet or dry weight.

[CHILL Gone DUTCH]

910 plus driver weight Is about right with half tank of fuel.

[fezzasus]

Thought so, cheers! 

 

Just managed to get my head around the knock measurements too, I didn't see the point in them since I haven't had any knock incidents, Peter suggested I use the power measurements to identify the ideal timing advance, then run the knock measurement to pull back any ignition timing that causes knock.

[CHILL Gone DUTCH]

Thought so, cheers!    Just managed to get my head around the knock measurements too, I didn't see the point in them since I haven't had any knock incidents, Peter suggested I use the power measurements to identify the ideal timing advance, then run the knock measurement to pull back any ignition timing that causes knock.

This is the bit where you will see most gains, Steeper power curve and more power , When you do it do plus and minus and you have to manually put in the improved bits only, After you have done this 2 or 3 times I would advise doing a other fuel learn session because the fueling does change as you change the ignition setting

Edited by CHILL Gone DUTCH, 23 July 2013 - 01:19 PM.

[fezzasus]

Interesting, so you saw gains for retarding in areas too? did you perform the ignition learn before doing any of this?

 

I've partially completed the ignition learn and seen some large adjustments, the thing I can't get my head around is how they relate to performance gains as the ignition learn setting is (i assume) just changing the ignition advance until it detects knock.

Edited by fezzasus, 23 July 2013 - 01:32 PM.

[CHILL Gone DUTCH]

Interesting, so you saw gains for retarding in areas too? did you perform the ignition learn before doing any of this?   I've partially completed the ignition learn and seen some large adjustments, the thing I can't get my head around is how they relate to performance gains as the ignition learn setting is (i assume) just changing the ignition advance until it detects knock.

Are you overlaying previous power measurement with you new ignition settings

[fezzasus]

Haven't had a chance to take any power measurements yet, just struggling to understand the point of the ignition learn aspect since it's not linked to power measurements.

[CHILL Gone DUTCH]

You need to find the gains in the power measurement then only add the gains in the areas where gains are made

[CHILL Gone DUTCH]

Are you adjusting the ignition manually,

[CHILL Gone DUTCH]

Or with the learn session

[fezzasus]

That's what i don't get.

 

The ignition learn mode doesn't record power (and has no way to) so I assume all it does is bring the timings forward until it detects knock, then pulls them back a bit. Is that your impression of what it does?

 

So I don't really see the point in running the ignition learn mode, instead I should conduct power runs with manual changes to the ignition timing until I have maximised the power, then run the ignition learn mode to retard any knock detected. 

 

Does that sound about right?

[CHILL Gone DUTCH]

The ignition learn mode is basic ignition setting Mainly for the none full power ignition. For the full power ignition settings you need to do it from section 9.14 of the instructions This is where you get all the gains

[oakmere]

The ignition learn is nothing to do with improving power. All it will do is pull timing if knock is detected. So it is just a safety feature not a mapping device like the fuel learn. To improve power you have to manually increase ignition for the WOT part of the map only. See Chills coments above. Don't mess with the base ignition map below 90 KPa unless you have access to a very accurate hub dyno.

[fezzasus]

Experienced an issue today: EML and no throttle response, a bit of searching points at the usual suspects; loom connectors behind header tank, throttle body plug, throttle pedal plugs. I'll clean them all this evening and go from there. Only concern is that this is the first time it's happened and it's been 6 days since I supercharged it, so I'm also concerned the LSJ throttle might be the issue, the relocation of the ECU (it's also the first time it's rained on it) or even the software itself tripping up.

[Rosssco]

Mine was doing the same recently, but as noted, a good blast / soaking with contact cleaner on the X2/3 connectors seems to have (at least for now) sorted the issue.

[fezzasus]

Thanks, that's some comfort, I just worry that i've got a dud TB, but would hope that would fail straight away rather than after 150 miles?

[ArticMonkey]

I assume you had the plugs apart to do your conversion? logically they are either loose in the holders (where you've moved them) or need a spray of conection cleaner. I did this with my NA after having similar systems and it's not come back since.