Common rail diesel discussion thread
Common rail diesel discussion thread
(11-22-2019, 10:29 AM)baldur I am happy to announce that after over a year of development work and several prototypes built with a decent amount of fault free running time on them I am finally ready to receive orders for the DID1 direct injection diesel controller. This is capable of operating common rail diesel engines with solenoid injectors, up to 8 cylinders.
https://controls.is/shop/DID1
Truly Awesome. I know what my next car related purchase is going to be!
W123 Mods: 4 speed ** manual climate control ** '85 Kalitucky intake ** manual windows & full tint ** Euro headlights retrofit w/bixenon projectors ** 4 brake light mod ** Vogtland 50mm drop front & Lesjofors S600 drop rear springs ** 16" rims ** late w126 brake spindles, rotors & calipers ** full suspension rehab ** Bilstein HDs ** AL129X alternator & 1/0 starter and charging cables ** 300GD clutch/flywheel ** AFCO 80103N radiator & Earl's 41610 oil cooler ** custom block-off plate, remote oil filter & t-stat ** MW IP w/ tomnik's 6.5mm 'Holly' elements **
S124 Mods: 400E Rear subframe ** SL600 Brakes ** Late 300E 210mm diff ** SLK230 6 speed ** 17" CLK rims ** Vented RF Fender ** Facelift Hood, Headlights, and Lower Cladding **
OBK# 62
SurfRodder
11-23-2019, 11:18 AM #52(11-22-2019, 10:29 AM)baldur I am happy to announce that after over a year of development work and several prototypes built with a decent amount of fault free running time on them I am finally ready to receive orders for the DID1 direct injection diesel controller. This is capable of operating common rail diesel engines with solenoid injectors, up to 8 cylinders.
https://controls.is/shop/DID1
Truly Awesome. I know what my next car related purchase is going to be!
W123 Mods: 4 speed ** manual climate control ** '85 Kalitucky intake ** manual windows & full tint ** Euro headlights retrofit w/bixenon projectors ** 4 brake light mod ** Vogtland 50mm drop front & Lesjofors S600 drop rear springs ** 16" rims ** late w126 brake spindles, rotors & calipers ** full suspension rehab ** Bilstein HDs ** AL129X alternator & 1/0 starter and charging cables ** 300GD clutch/flywheel ** AFCO 80103N radiator & Earl's 41610 oil cooler ** custom block-off plate, remote oil filter & t-stat ** MW IP w/ tomnik's 6.5mm 'Holly' elements **
S124 Mods: 400E Rear subframe ** SL600 Brakes ** Late 300E 210mm diff ** SLK230 6 speed ** 17" CLK rims ** Vented RF Fender ** Facelift Hood, Headlights, and Lower Cladding **
OBK# 62
https://controls.is/shop/
Baldur Gislason
For Black Friday 2019 I am doing 15% off everything in my shop. Use coupon code GOFAST2020 in the shopping cart prior to checkout. Valid Friday through Monday.
https://controls.is/shop/
Baldur Gislason
![[Image: cOgTbSY.png]](https://i.imgur.com/cOgTbSY.png)
(11-29-2019, 07:57 PM)MartinB So, when I unplug orig ECU and plug your ECU. It will run. W210 E200CDI year 2000
Yes, it is designed to be a plug-in fit for the OM611, OM612 and OM613 cars but until now it has only been tested in engine swaps.
I will be testing it in a W163 I just purchased, hopefully next week.
Baldur Gislason
(11-29-2019, 07:57 PM)MartinB So, when I unplug orig ECU and plug your ECU. It will run. W210 E200CDI year 2000
Yes, it is designed to be a plug-in fit for the OM611, OM612 and OM613 cars but until now it has only been tested in engine swaps.
I will be testing it in a W163 I just purchased, hopefully next week.
Baldur Gislason
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
Hopefuly with OM628.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
(11-30-2019, 08:19 AM)starynovy Hopefuly with OM628.
Yes there's 8 injector outputs. It will run the 628 as that has solenoid injectors.
I currently do not have the protocol for the control of the stock turbos figured out but I have access to a S400 CDI to gather that data from when I get the time.
Baldur Gislason
(11-30-2019, 08:19 AM)starynovy Hopefuly with OM628.
Yes there's 8 injector outputs. It will run the 628 as that has solenoid injectors.
I currently do not have the protocol for the control of the stock turbos figured out but I have access to a S400 CDI to gather that data from when I get the time.
Baldur Gislason
(12-01-2019, 09:15 AM)MTUPower So this is not for the OM648 yet, correct?
This will work on the OM648 as that uses solenoid injectors.
It's not for the OM642 or OM629 unmodified as those come stock with piezoelectric injectors. Piezo will need a completely different driver design and is less common over all than solenoid injectors so I decided to tackle solenoids first.
I hope to address those some time next year but for now, OM613, OM648, most Cummins 5.9 and 6.7, most Duramax (all 6.6 including L5P, excluding LML), most Toyotas (common rail and spill valve pumps like 1KZ-TE or 1HD-FTE), early Volkswagens (including PD), early BMW M57 and a whole lot more can be controlled by this controller.
Baldur Gislason
(12-01-2019, 09:15 AM)MTUPower So this is not for the OM648 yet, correct?
This will work on the OM648 as that uses solenoid injectors.
It's not for the OM642 or OM629 unmodified as those come stock with piezoelectric injectors. Piezo will need a completely different driver design and is less common over all than solenoid injectors so I decided to tackle solenoids first.
I hope to address those some time next year but for now, OM613, OM648, most Cummins 5.9 and 6.7, most Duramax (all 6.6 including L5P, excluding LML), most Toyotas (common rail and spill valve pumps like 1KZ-TE or 1HD-FTE), early Volkswagens (including PD), early BMW M57 and a whole lot more can be controlled by this controller.
Baldur Gislason
(12-03-2019, 02:43 AM)Sotvisp Great news its a working product how many signals does it need for stand alone application
does it control the 722.6 also ??
Bestregards from Sweden
It needs crank position sensor, cam position sensor, rail pressure sensor, MAP sensor, accelerator pedal sensor and optionally coolant temperature and air temperature.
Then of course you need the injectors and the rail pressure control solenoid.
No it does not control the transmission, for that a separate controller is required.
Baldur
Baldur Gislason
(12-03-2019, 02:43 AM)Sotvisp Great news its a working product how many signals does it need for stand alone application
does it control the 722.6 also ??
Bestregards from Sweden
It needs crank position sensor, cam position sensor, rail pressure sensor, MAP sensor, accelerator pedal sensor and optionally coolant temperature and air temperature.
Then of course you need the injectors and the rail pressure control solenoid.
No it does not control the transmission, for that a separate controller is required.
Baldur
Baldur Gislason
(12-04-2019, 03:29 AM)baldur(12-03-2019, 06:16 PM)MartinB So..I ordered one too. And what about ESP - will work properly? Thank you
Yes the ESP is handled by the ABS computer.
Part of the function of ESP is managing the torque. I think the question was more along the lines of "does this ECU accept control input from ESP". A similar question could be asked about torque reduction requests during shifts for the 722.6 transmission.
(12-04-2019, 03:29 AM)baldur(12-03-2019, 06:16 PM)MartinB So..I ordered one too. And what about ESP - will work properly? Thank you
Yes the ESP is handled by the ABS computer.
Part of the function of ESP is managing the torque. I think the question was more along the lines of "does this ECU accept control input from ESP". A similar question could be asked about torque reduction requests during shifts for the 722.6 transmission.
(12-04-2019, 04:55 PM)AlanMcR(12-04-2019, 03:29 AM)baldur(12-03-2019, 06:16 PM)MartinB So..I ordered one too. And what about ESP - will work properly? Thank you
Yes the ESP is handled by the ABS computer.
Part of the function of ESP is managing the torque. I think the question was more along the lines of "does this ECU accept control input from ESP". A similar question could be asked about torque reduction requests during shifts for the 722.6 transmission.
The current firmware does not have the tables to do this but the next version planned for release in a week or two has that functionality. I just purchased a Mercedes Benz ML270 CDI so I can do some development of factory integration. The cars running this ECU today are all engine swaps so there are a couple of things that need work for perfect integration with all the factory electrics.
Baldur Gislason
(12-04-2019, 04:55 PM)AlanMcR(12-04-2019, 03:29 AM)baldur(12-03-2019, 06:16 PM)MartinB So..I ordered one too. And what about ESP - will work properly? Thank you
Yes the ESP is handled by the ABS computer.
Part of the function of ESP is managing the torque. I think the question was more along the lines of "does this ECU accept control input from ESP". A similar question could be asked about torque reduction requests during shifts for the 722.6 transmission.
The current firmware does not have the tables to do this but the next version planned for release in a week or two has that functionality. I just purchased a Mercedes Benz ML270 CDI so I can do some development of factory integration. The cars running this ECU today are all engine swaps so there are a couple of things that need work for perfect integration with all the factory electrics.
Baldur Gislason
https://youtu.be/5O1XRcrX7g4
Baldur Gislason
2005 CDI heavily modified 1984 300TD - Myna pump/TMIC/enlarged PC's/HX30Super/W126 II front brakes/Vogtland springs/EGT +Boost gauges/H4 Hella's
How easy is this to install on a USA version E320 CDI with the OM648? What kind of power can it be set to? Stock is around 200HP/469lbs- how difficult would it be to "tune" it to be 300HP with no other mods?
2005 CDI heavily modified 1984 300TD - Myna pump/TMIC/enlarged PC's/HX30Super/W126 II front brakes/Vogtland springs/EGT +Boost gauges/H4 Hella's
(12-10-2019, 07:28 PM)MTUPower How easy is this to install on a USA version E320 CDI with the OM648? What kind of power can it be set to? Stock is around 200HP/469lbs- how difficult would it be to "tune" it to be 300HP with no other mods?
Wiring is easier than a spark ignition engine as you have no throttle body and no ignition coils. You might even be able to get a stock harness for an OM613 engine and use that with little modifications needed.
I currently do not have the protocol to control the OM648 turbocharger electronic actuator but I just ordered one of those turbos so I can develop the protocol. Of course if you plan to upgrade the turbo you do not need this.
I don't know how much power the stock 648 turbo will support but I believe the injectors and high pressure pump will support 300 horsepower.
Tuning for more power is easy, you just raise the numbers in the fuel quantity maps and that will get you 90% of the way there. The last 10% is in fine tuning the injection timing.
Baldur
Baldur Gislason
(12-10-2019, 07:28 PM)MTUPower How easy is this to install on a USA version E320 CDI with the OM648? What kind of power can it be set to? Stock is around 200HP/469lbs- how difficult would it be to "tune" it to be 300HP with no other mods?
Wiring is easier than a spark ignition engine as you have no throttle body and no ignition coils. You might even be able to get a stock harness for an OM613 engine and use that with little modifications needed.
I currently do not have the protocol to control the OM648 turbocharger electronic actuator but I just ordered one of those turbos so I can develop the protocol. Of course if you plan to upgrade the turbo you do not need this.
I don't know how much power the stock 648 turbo will support but I believe the injectors and high pressure pump will support 300 horsepower.
Tuning for more power is easy, you just raise the numbers in the fuel quantity maps and that will get you 90% of the way there. The last 10% is in fine tuning the injection timing.
Baldur
Baldur Gislason
The stock turbo is good to for 1.8 bar at mid RPM and 1.6 bar at higher RPMs on the OM648. This will max out the stock 2.5 bar MAP sensor. If you go with a 3 Bar MAP sensor you should be getting close to 300hp. You will definitely want to monitor EGTs at this power level.
(12-12-2019, 08:46 AM)Sotvisp is there any issues running CP3 pump and higher rail pressure for example the pump from 400cdi etc ?
regards S
There should not be any issues there. The CP3 pump is also PWM controlled by a solenoid that draws the same current as the bypass solenoid found on OM612/OM613 so it's just a matter of tuning to get it to work.
Baldur
Baldur Gislason
(12-12-2019, 08:46 AM)Sotvisp is there any issues running CP3 pump and higher rail pressure for example the pump from 400cdi etc ?
regards S
There should not be any issues there. The CP3 pump is also PWM controlled by a solenoid that draws the same current as the bypass solenoid found on OM612/OM613 so it's just a matter of tuning to get it to work.
Baldur
Baldur Gislason
I currently do not have the protocol to control the OM648 turbocharger electronic actuator but I just ordered one of those turbos so I can develop the protocol. Of course if you plan to upgrade the turbo you do not need this.
I don't know how much power the stock 648 turbo will support but I believe the injectors and high pressure pump will support 300 horsepower.
Tuning for more power is easy, you just raise the numbers in the fuel quantity maps and that will get you 90% of the way there. The last 10% is in fine tuning the injection timing.
Baldur "
"The stock turbo is good to for 1.8 bar at mid RPM and 1.6 bar at higher RPMs on the OM648. This will max out the stock 2.5 bar MAP sensor. If you go with a 3 Bar MAP sensor you should be getting close to 300hp. You will definitely want to monitor EGTs at this power level. "
Thank you! There is drop in cartridge replacements for the stock turbo which will help. Yes a EGT gauge is a must.
2005 CDI heavily modified 1984 300TD - Myna pump/TMIC/enlarged PC's/HX30Super/W126 II front brakes/Vogtland springs/EGT +Boost gauges/H4 Hella's
"Wiring is easier than a spark ignition engine as you have no throttle body and no ignition coils. You might even be able to get a stock harness for an OM613 engine and use that with little modifications needed.
I currently do not have the protocol to control the OM648 turbocharger electronic actuator but I just ordered one of those turbos so I can develop the protocol. Of course if you plan to upgrade the turbo you do not need this.
I don't know how much power the stock 648 turbo will support but I believe the injectors and high pressure pump will support 300 horsepower.
Tuning for more power is easy, you just raise the numbers in the fuel quantity maps and that will get you 90% of the way there. The last 10% is in fine tuning the injection timing.
Baldur "
"The stock turbo is good to for 1.8 bar at mid RPM and 1.6 bar at higher RPMs on the OM648. This will max out the stock 2.5 bar MAP sensor. If you go with a 3 Bar MAP sensor you should be getting close to 300hp. You will definitely want to monitor EGTs at this power level. "
Thank you! There is drop in cartridge replacements for the stock turbo which will help. Yes a EGT gauge is a must.
2005 CDI heavily modified 1984 300TD - Myna pump/TMIC/enlarged PC's/HX30Super/W126 II front brakes/Vogtland springs/EGT +Boost gauges/H4 Hella's
Baldur Gislason
I have been driving my ML270 CDI for a few days now and you couldn't tell it has been modified except by how much the throttle response and acceleration have improved. Integration with the stock transmission and ESP is just about flawless and the engine just starts and runs as smooth as stock. I have an OM648 turbo on the way so I can develop the control strategy for that, meanwhile I have maxed out the turbo, high pressure pump and injectors on the OM612, 0-100km/h time is now 3 seconds below what is published for a stock car. Should get a little better with a more efficient turbo and of course a lot better with some fuel system upgrades.
Baldur Gislason
atypicalguy
01-01-2020, 02:15 PM #77You can put a billet extended tip wheel into the stock turbo or get a C30 AMG cdi turbo for a bit more top end turbine flow with the upgraded compressor wheel. Or so I am told.
(01-01-2020, 02:15 PM)atypicalguy You can put a billet extended tip wheel into the stock turbo or get a C30 AMG cdi turbo for a bit more top end turbine flow with the upgraded compressor wheel. Or so I am told.
I need to develop the control protocol for the OM648 electronic actuator turbo so that is the reason why I purchased one, to test the protocol. I will likely put it on my car when I'm done running it on the bench.
Baldur Gislason
(01-01-2020, 02:15 PM)atypicalguy You can put a billet extended tip wheel into the stock turbo or get a C30 AMG cdi turbo for a bit more top end turbine flow with the upgraded compressor wheel. Or so I am told.
I need to develop the control protocol for the OM648 electronic actuator turbo so that is the reason why I purchased one, to test the protocol. I will likely put it on my car when I'm done running it on the bench.
Baldur Gislason
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
Since friend bought this ECU I had a chance to poke around at it. Well foremost GUI melts my brain. I am acustomed to tunign BOSCH ECUs and I can clearly see you came up with this ECU by yourself. Hats of to you, incredible feat. But for people who tuned something before this in so difficult to do. Dont you consider to make it more like BOSCH EDC standart? Thosa are mostly simple changed to the GUI which will make it a lot more pleasant to work with.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
Here are some maps. First is Vorgluhzeit or preglow time. Second its injector calibration table, I think its much more logical this way. Third is Fahrerwunsch or Drivers wish, in your system thats fuel request. You see mostly it is only about maps being up-side down, thats no problem to fix. Second there are some acustomed maps names and abbreviations. Like predal is TPS and everyone knows it by this name, you tell them app and they think what application you talk about. So lets go one by one:
Fuel request: Thats called drivers wish and axis should be swapped for better understanding, other than that OK.
Fuel limit by MAP: Thats rauchenbegrenzung or Smokelimiter by MAP. You can have this table in MAF version if you use it, then airmass is used instead of boost. Swap axis, x would be boost from 0-1234, y would be RPM from 0 downwards to 1234.
Fuel limit charge air temp correction: This does not exist. Simple ECUs (even original MB EDC15) like this use Boost deration by IAT. Meaning its is basicaly boost limiter by measured intake temps. You lower boost not Iq (injection quantity) and thus trough smokelimit it will lower Iq itself.
Inection timing map: Thats ok, swap axis. It called SOI as in Start of injection. It should be labeled basic map since you have modifier on it.
There are generaly two ways SOI gets determined. It is either your approach or there are multiple SOI maps which are switched depending on water temperature. Thats easier to tune since you can copy it from working car. These modiefiers are hard to copy since there will be multitude of them at once and on diagnostics you only see final output.
Rail pressure map: Thats correct, swap axis.
Those other timing maps are OK, just swap axis.
Maybe I didnt looked enough but you miss Torque limiter map, or in this case Iq limiter map. This map sits above everything and governs Iq depending on Atmospehric pressure and RPM. It is mechanical engine protection. You can not do that good with just fuel request or smoke limiter. Iq itselfcould be in mg per stroke. Thats because you can more easily calculate AFR from mg of air and mg of fuel than mm3. Only Injector calibration table is in mm3 in newer ECUs. Exchange factor is mm3*0.8355=mg.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
Well shit should´ve checked spelling.. anyways how can you not consider something gold standart if you dont know it? Everything worth mentioning runs on BOSCH EMS. Also I think many people who buy your system eventualy come to some local tuner because they dont know how to tune it properly. I doubt you have time and will to remote tune each and every car you sold ECU for. So they come to that specialist he will look at it and tell them to go home. My first tought was the same.
Here are some maps. First is Vorgluhzeit or preglow time. Second its injector calibration table, I think its much more logical this way. Third is Fahrerwunsch or Drivers wish, in your system thats fuel request. You see mostly it is only about maps being up-side down, thats no problem to fix. Second there are some acustomed maps names and abbreviations. Like predal is TPS and everyone knows it by this name, you tell them app and they think what application you talk about. So lets go one by one:
Fuel request: Thats called drivers wish and axis should be swapped for better understanding, other than that OK.
Fuel limit by MAP: Thats rauchenbegrenzung or Smokelimiter by MAP. You can have this table in MAF version if you use it, then airmass is used instead of boost. Swap axis, x would be boost from 0-1234, y would be RPM from 0 downwards to 1234.
Fuel limit charge air temp correction: This does not exist. Simple ECUs (even original MB EDC15) like this use Boost deration by IAT. Meaning its is basicaly boost limiter by measured intake temps. You lower boost not Iq (injection quantity) and thus trough smokelimit it will lower Iq itself.
Inection timing map: Thats ok, swap axis. It called SOI as in Start of injection. It should be labeled basic map since you have modifier on it.
There are generaly two ways SOI gets determined. It is either your approach or there are multiple SOI maps which are switched depending on water temperature. Thats easier to tune since you can copy it from working car. These modiefiers are hard to copy since there will be multitude of them at once and on diagnostics you only see final output.
Rail pressure map: Thats correct, swap axis.
Those other timing maps are OK, just swap axis.
Maybe I didnt looked enough but you miss Torque limiter map, or in this case Iq limiter map. This map sits above everything and governs Iq depending on Atmospehric pressure and RPM. It is mechanical engine protection. You can not do that good with just fuel request or smoke limiter. Iq itselfcould be in mg per stroke. Thats because you can more easily calculate AFR from mg of air and mg of fuel than mm3. Only Injector calibration table is in mm3 in newer ECUs. Exchange factor is mm3*0.8355=mg.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
123456789
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
123456789
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
123456789
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
There's lots of features that I have yet to implement, but it will never be exactly like tuning any particular brand OEM ECU as the requirements are just much different.
Baldur Gislason
Thank you for the input. Of course the software is in an early state of development, and I am more used to dealing with American engines like Cummins, Duramax and Powerstroke, and those are all mapped in mm3, not milligrams. Traditional injection pump work is also all mm3 calibration. Yes milligrams make sense, and my petrol engine ECUs deal with fuelling in milligrams, but I opted to make it mm3 on the diesels for now because that is more traditional when dealing with diesels. However my software is very powerful so I can easily make it configurable, and probably will make it configurable when it progresses, same with the table axis, to me, being a tuner, RPM on the X axis makes the most sense because that's how you always plot engine performance on a dyno graph, it's all primarily a function of engine speed, it also makes no sense to me to start with the lowest values at the top, but I plan to make it transposable in the software so people can turn it any way they want.
There's lots of features that I have yet to implement, but it will never be exactly like tuning any particular brand OEM ECU as the requirements are just much different.
Baldur Gislason
Well old 8-bit MSA units and first CR ECU EDC15 were in mm3. Then from 2003 (EDC16, 2009 EDC17, 2017 MD1) onwards they switched to mg. So its traditional yes but not current. If you make that GUI configurable that would be best for everyone. I dont know where your customer base lies but if in europe, everyone who does diesel tuning have experience with BOSCH EMS so this make no sense to them.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
Yeah american, that would be the problem. Everything is backwards retarded back there. Well old 8-bit MSA units and first CR ECU EDC15 were in mm3. Then from 2003 (EDC16, 2009 EDC17, 2017 MD1) onwards they switched to mg. So its traditional yes but not current. If you make that GUI configurable that would be best for everyone. I dont know where your customer base lies but if in europe, everyone who does diesel tuning have experience with BOSCH EMS so this make no sense to them.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
I am happy to announce that after over a year of development work and several prototypes built with a decent amount of fault free running time on them I am finally ready to receive orders for the DID1 direct injection diesel controller. This is capable of operating common rail diesel engines with solenoid injectors, up to 8 cylinders.
https://controls.is/shop/DID1
[/quote]
Awesome Baldur. Give us some ideas on cool CR conversions we can adapt it to. VW TDI, Mercedes, Ford, GM and Dodge etc which have solenoid injectors
50harleyrider
01-20-2020, 01:29 PM #87Aquote='baldur' pid='89994' dateline='1574436599']
I am happy to announce that after over a year of development work and several prototypes built with a decent amount of fault free running time on them I am finally ready to receive orders for the DID1 direct injection diesel controller. This is capable of operating common rail diesel engines with solenoid injectors, up to 8 cylinders.
https://controls.is/shop/DID1
[/quote]
Awesome Baldur. Give us some ideas on cool CR conversions we can adapt it to. VW TDI, Mercedes, Ford, GM and Dodge etc which have solenoid injectors
(01-20-2020, 01:29 PM)50harleyrider(11-22-2019, 10:29 AM)baldur I am happy to announce that after over a year of development work and several prototypes built with a decent amount of fault free running time on them I am finally ready to receive orders for the DID1 direct injection diesel controller. This is capable of operating common rail diesel engines with solenoid injectors, up to 8 cylinders.
https://controls.is/shop/DID1
Awesome Baldur. Give us some ideas on cool CR conversions we can adapt it to. VW TDI, Mercedes, Ford, GM and Dodge etc which have solenoid injectors
Cummins 5.9 and 6.7. Every Duramax except the LML (latest generation L5P switched back to solenoids). 6.4 Powerstroke (6.7 uses piezo). 7.3 Powerstroke HEUI is a possibility being explored. Some VW TDI engines have solenoids, some have piezo, not a clear line where it changes but the injectors are visually distinguishable.
Every Mercedes engine except the OM642 and OM629 are solenoids. Early BMW M57 common rail engines use solenoids, switched to piezo at some point.
Baldur Gislason
(01-20-2020, 01:29 PM)50harleyrider(11-22-2019, 10:29 AM)baldur I am happy to announce that after over a year of development work and several prototypes built with a decent amount of fault free running time on them I am finally ready to receive orders for the DID1 direct injection diesel controller. This is capable of operating common rail diesel engines with solenoid injectors, up to 8 cylinders.
https://controls.is/shop/DID1
Awesome Baldur. Give us some ideas on cool CR conversions we can adapt it to. VW TDI, Mercedes, Ford, GM and Dodge etc which have solenoid injectors
Cummins 5.9 and 6.7. Every Duramax except the LML (latest generation L5P switched back to solenoids). 6.4 Powerstroke (6.7 uses piezo). 7.3 Powerstroke HEUI is a possibility being explored. Some VW TDI engines have solenoids, some have piezo, not a clear line where it changes but the injectors are visually distinguishable.
Every Mercedes engine except the OM642 and OM629 are solenoids. Early BMW M57 common rail engines use solenoids, switched to piezo at some point.
Baldur Gislason
(01-19-2020, 01:54 PM)starynovy Yeah american, that would be the problem. Everything is backwards retarded back there.
The USA is by far my biggest market at the moment, but there are reasons why Bosch (or anyone else) does things the way they do, and when your tuned engine is not Euro emissions compliant no matter how you tune it, then those reasons don't necessarily apply.
For example, the reason why Bosch does not have a table for air temperature compensation on smoke limit is because the fuel limit map is not based on pressure but charge air density, so it has the correction applied before lookup.
Baldur Gislason
(01-19-2020, 01:54 PM)starynovy Yeah american, that would be the problem. Everything is backwards retarded back there.
The USA is by far my biggest market at the moment, but there are reasons why Bosch (or anyone else) does things the way they do, and when your tuned engine is not Euro emissions compliant no matter how you tune it, then those reasons don't necessarily apply.
For example, the reason why Bosch does not have a table for air temperature compensation on smoke limit is because the fuel limit map is not based on pressure but charge air density, so it has the correction applied before lookup.
Baldur Gislason
(01-20-2020, 03:48 PM)baldur(01-19-2020, 01:54 PM)starynovy Yeah american, that would be the problem. Everything is backwards retarded back there.
The USA is by far my biggest market at the moment, but there are reasons why Bosch (or anyone else) does things the way they do, and when your tuned engine is not Euro emissions compliant no matter how you tune it, then those reasons don't necessarily apply.
For example, the reason why Bosch does not have a table for air temperature compensation on smoke limit is because the fuel limit map is not based on pressure but charge air density, so it has the correction applied before lookup.
In Mercedes smoke limit is always based on speed density (manifold pressure) and always have air temperature correction. Air mass meter is only for EGR control.
Tables from starynovy is common not only for Bosch ECUs. Siemens and denso use similar tables.
G300TD(OM606.964) & 250GD(OM605.960)Trophy raid
(01-20-2020, 03:48 PM)baldur(01-19-2020, 01:54 PM)starynovy Yeah american, that would be the problem. Everything is backwards retarded back there.
The USA is by far my biggest market at the moment, but there are reasons why Bosch (or anyone else) does things the way they do, and when your tuned engine is not Euro emissions compliant no matter how you tune it, then those reasons don't necessarily apply.
For example, the reason why Bosch does not have a table for air temperature compensation on smoke limit is because the fuel limit map is not based on pressure but charge air density, so it has the correction applied before lookup.
In Mercedes smoke limit is always based on speed density (manifold pressure) and always have air temperature correction. Air mass meter is only for EGR control.
Tables from starynovy is common not only for Bosch ECUs. Siemens and denso use similar tables.
G300TD(OM606.964) & 250GD(OM605.960)Trophy raid
(01-20-2020, 03:48 PM)baldur(01-19-2020, 01:54 PM)starynovy Yeah american, that would be the problem. Everything is backwards retarded back there.
The USA is by far my biggest market at the moment.
Happy to hear you are selling some of these. I will be tuning a 648 soon and will be in touch.
atypicalguy
01-21-2020, 07:47 PM #91(01-20-2020, 03:48 PM)baldur(01-19-2020, 01:54 PM)starynovy Yeah american, that would be the problem. Everything is backwards retarded back there.
The USA is by far my biggest market at the moment.
Happy to hear you are selling some of these. I will be tuning a 648 soon and will be in touch.
Also reading the conversation about small thing that are not really relevant on using mg/stroke or mm2/stroke as the difference is only 0,84 if you take fuel mass per 1000cc and compressing the same diesel fuel close to 3000Bar you end up with about 1Kg/L depending on the impurity of the fuel that make it able to compress a lot so where dos this all go in the calculation of things? And do you need to take action on that part?
Same goes for air temp correction trying to deal with airmass/stroke while you got a ton of oxygen left on hi end RPM unable to burn it all due to small injectors size poring out loads of smoke as for late end of injection or running out of fuel delivery from the CR pump dropping fuel rail pressure also running old type injector with load of return fuel eating away some of that engine power.
Things to ask for should be can we have a injection angle calculation so we know start en end of injection getting a better picture on what is going on not having to calculate all thing things our selfs.
Same goes can we have a EGT fuel reduction option with or without a PID loop or can we make this our self as the software has some options for it?
Depending on what your goal is just having an engine transplant and able to run it with aftermarket ECU to getting some decent power making changes to the diesel injection hardware able to go back to basic on things making it possible to dial in the correct numbers to make them work.
Are there real diesel tuners out there or are they all get the job done by trail and error putting in some timing and mg/stoke in some places and dos a aftermarket ECU get them out of their comfort zone.
This is what landed on my desk some days ago. Hope to find some time to build a wire loom so I’m able to hook it up to one of our diesel test system and start validating injector coil control on some of these injectors and ones that’s done find a small industial engine and run some load test on the dyno getting the feel on fuelpump control and so on.
Got tons of ECU maps for OM Mercedes BMW Cummins QSB/ISB some Duramax from 2.5L to V8 ones
![[Image: 360.jpg]](https://myalbum.com/photo/tzxCNoZCg8AL/360.jpg)
diesel1972
01-22-2020, 05:54 AM #92First of all credits to baldus building and reengineering his diesel ECU from existing diesel engine control strategies. Finally we can get a decent priced aftermarket ECU and what’s in the software makes me happy able to run a basic diesel set-up having a lot in there to get things really working also able to set-up input filtering on analogue inputs for example so we can make a brave attempt to run some of the 3L OM CR engines over 1Kn toque slamming in some massive big injector and a decent size CP3 for example without the PID going metal over rail pressure fluctuation.
Also reading the conversation about small thing that are not really relevant on using mg/stroke or mm2/stroke as the difference is only 0,84 if you take fuel mass per 1000cc and compressing the same diesel fuel close to 3000Bar you end up with about 1Kg/L depending on the impurity of the fuel that make it able to compress a lot so where dos this all go in the calculation of things? And do you need to take action on that part?
Same goes for air temp correction trying to deal with airmass/stroke while you got a ton of oxygen left on hi end RPM unable to burn it all due to small injectors size poring out loads of smoke as for late end of injection or running out of fuel delivery from the CR pump dropping fuel rail pressure also running old type injector with load of return fuel eating away some of that engine power.
Things to ask for should be can we have a injection angle calculation so we know start en end of injection getting a better picture on what is going on not having to calculate all thing things our selfs.
Same goes can we have a EGT fuel reduction option with or without a PID loop or can we make this our self as the software has some options for it?
Depending on what your goal is just having an engine transplant and able to run it with aftermarket ECU to getting some decent power making changes to the diesel injection hardware able to go back to basic on things making it possible to dial in the correct numbers to make them work.
Are there real diesel tuners out there or are they all get the job done by trail and error putting in some timing and mg/stoke in some places and dos a aftermarket ECU get them out of their comfort zone.
This is what landed on my desk some days ago. Hope to find some time to build a wire loom so I’m able to hook it up to one of our diesel test system and start validating injector coil control on some of these injectors and ones that’s done find a small industial engine and run some load test on the dyno getting the feel on fuelpump control and so on.
Got tons of ECU maps for OM Mercedes BMW Cummins QSB/ISB some Duramax from 2.5L to V8 ones
This is another thing baldur might implement. Instead of inputing SOI, you would input desired End Of Injection. Why? Because without dyno tuning you go by EGT and some rule of thumb that injection at full power should end at around 4-7°ATDC, in mid load 8-12. This is not something you calculate easily in head but powerful procesor could. Just a tought.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
You are never gonna nail injection commencement (SOI) just by driving around and whatever. That needs to be dyno tuned and you gonna spend there good ammount of time especialy in mid load region. Full power is easy but in partial load you should even consider fuel eficiency. Not saying you cannot tune it pretty close by butt dyno. This is another thing baldur might implement. Instead of inputing SOI, you would input desired End Of Injection. Why? Because without dyno tuning you go by EGT and some rule of thumb that injection at full power should end at around 4-7°ATDC, in mid load 8-12. This is not something you calculate easily in head but powerful procesor could. Just a tought.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
Here is one. When do you want max combustion pressure??? Around 20 up to 30 ATDC depending on stroke/conrodd length and bore size and just before you hit max piston speed so where the conrodd and crank are @ a 90 degree angle.
On a modern not a old CR engine you will have a burn delay of about 5 degrees under boost. And with a modern I mean Euro6 tier 4 final and stage 5 running injection pressure way over 2000Bar on the CR system but most of the small bore engines do not run or have this and partly due to development stop by some OEM it will never get there as well and combustion temp will be very hi making it hard not to use an all steel pistons. But anyway.
Old school is slam diesel fuel in as hard as you can and see what happens not getting to critical on start of injection gaining massive power sometimes. Try this on a modern engine that’s lots more efficient and you will lift the head bent connrods and so on as like a petrol engine it not very intolerant on advanced injection building combustion pressure very fast so how to get around this as for hi CR and boost unable to get more than 5 to 10 degrees advance in on start of injection??? Well two things. Follow the combustion and keep injecting up to about 30 ATDC if you can not go advanced in injection that’s is or lower the compression ratio able to get some more of this diesel evaporation cooling/delaying rapid rise of combustion pressure able to advance a bit more. It’s like getting best of both worlds on combustion/efficiency less smoke but hard to run alloy pistons as they will crack or melt due to thermal stress.
Things will get interesting when your able to build engines that can do over 450Nm per 1000cc engine displacement and you can not produce any visible smoke or you will get a black flag on track. If it can smoke we easy make 1000Nm per 1000cc and this year we ho to try to run some test on these 10.000Hp hub dyno’s as we are getting some finally in Europe as well.
Some fuel model we use for them derive from testing piston liner combinations for OEM suppliers starting years in advance for main production so we get to know most fuel systems in advance and know what not to do with them as these run 24/7 on test. After this the OEM can have there play time getting it emission approved so some of us can look for how to delete some of it again. LOL.
Will start on making a breakout loom today I hope for the DID1 Common Rail Diesel ECU.
diesel1972
01-25-2020, 06:49 AM #94Believe me I’m a walking calculator if it comes to fuel models on diesel engines. LOL.
Here is one. When do you want max combustion pressure??? Around 20 up to 30 ATDC depending on stroke/conrodd length and bore size and just before you hit max piston speed so where the conrodd and crank are @ a 90 degree angle.
On a modern not a old CR engine you will have a burn delay of about 5 degrees under boost. And with a modern I mean Euro6 tier 4 final and stage 5 running injection pressure way over 2000Bar on the CR system but most of the small bore engines do not run or have this and partly due to development stop by some OEM it will never get there as well and combustion temp will be very hi making it hard not to use an all steel pistons. But anyway.
Old school is slam diesel fuel in as hard as you can and see what happens not getting to critical on start of injection gaining massive power sometimes. Try this on a modern engine that’s lots more efficient and you will lift the head bent connrods and so on as like a petrol engine it not very intolerant on advanced injection building combustion pressure very fast so how to get around this as for hi CR and boost unable to get more than 5 to 10 degrees advance in on start of injection??? Well two things. Follow the combustion and keep injecting up to about 30 ATDC if you can not go advanced in injection that’s is or lower the compression ratio able to get some more of this diesel evaporation cooling/delaying rapid rise of combustion pressure able to advance a bit more. It’s like getting best of both worlds on combustion/efficiency less smoke but hard to run alloy pistons as they will crack or melt due to thermal stress.
Things will get interesting when your able to build engines that can do over 450Nm per 1000cc engine displacement and you can not produce any visible smoke or you will get a black flag on track. If it can smoke we easy make 1000Nm per 1000cc and this year we ho to try to run some test on these 10.000Hp hub dyno’s as we are getting some finally in Europe as well.
Some fuel model we use for them derive from testing piston liner combinations for OEM suppliers starting years in advance for main production so we get to know most fuel systems in advance and know what not to do with them as these run 24/7 on test. After this the OEM can have there play time getting it emission approved so some of us can look for how to delete some of it again. LOL.
Will start on making a breakout loom today I hope for the DID1 Common Rail Diesel ECU.
-water temp modifier maps for MI and PI does not work. Cursor is stuck at 120°C and even changing values under it does absolutely nothing. This means if you tuned SOI maps to hot car it will smoke and not even drive cold. Obviously this needs fixing.
-Crazy jerking. You go say 50km/h on 3rd, revving 1800RPM. You lightly touch pedal to accelerate. Car start to jerk like shit. And we found it is not "app" position changing, thats solid. It is basicaly undriveable. I didnt write SW for this so i dont know how you process and filter fuel request but I guess there are no filters at all and thats why it jerks. You need to implement ramps and mm3/s limiters for app and resulting fuel request. Did not find it anywhere. Its so bad engine mounts are goona rip off so nothing subtle.
-There is some glitch in SW. Car randomly pops in the exhaust like gasser on deceleration. If you hold for example 2000RPM either in netral or driving at random you will get loud sharp pops. I think it glitches and sends some random high opening time to one injector at random SOI.
Untile these get fixed you cannot drive it because there is nothing tuner/user can do to fix.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
So we killed off whole weekend trying to make it work and we did partialy. Managed to get stable boost o 2,1Bar, yes 2 Bar not absolute. And according fuel to it so it should do some 180-190kW on 200CDI. Also managed to kinda tune SOI on hot engine so it doesnt nail or smoke white/blue. But there are serious problems with that ECU going on. Namely:
-water temp modifier maps for MI and PI does not work. Cursor is stuck at 120°C and even changing values under it does absolutely nothing. This means if you tuned SOI maps to hot car it will smoke and not even drive cold. Obviously this needs fixing.
-Crazy jerking. You go say 50km/h on 3rd, revving 1800RPM. You lightly touch pedal to accelerate. Car start to jerk like shit. And we found it is not "app" position changing, thats solid. It is basicaly undriveable. I didnt write SW for this so i dont know how you process and filter fuel request but I guess there are no filters at all and thats why it jerks. You need to implement ramps and mm3/s limiters for app and resulting fuel request. Did not find it anywhere. Its so bad engine mounts are goona rip off so nothing subtle.
-There is some glitch in SW. Car randomly pops in the exhaust like gasser on deceleration. If you hold for example 2000RPM either in netral or driving at random you will get loud sharp pops. I think it glitches and sends some random high opening time to one injector at random SOI.
Untile these get fixed you cannot drive it because there is nothing tuner/user can do to fix.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
Also noted during testing that de red dot in some maps are not correct reading things and if you chance numbers of rows or map size things do not work any more so yes there is some work to be done there.
Did you try lower the numbers in the Fuel request map on low engine load request?
Also taking some timing out on low engine load will help smoothen things out.
Also put both minimum injection quantity to zero I never use them but do not know if this will be a smart thing as I did not develop the control strategy for it. I run some test on my ECU test system and it made in better with the on/off thing with injector duration.
Thing is if the car is jerky your getting a lot more pedal movement than you think. Have some data from a project and if you did not know better you think the driver had Parkinson. LOL. But must say making some serous low end power dos not make a diesel tune and easy job. Some of the rally things we do we run a hi ready state of boost like ALS on a rally car only without the bang bang sound but getting smooth power transition dos take a load more settings in general but up to 300Nm/1000cc displacement we never used it.
As for popping in the exhaust again this is something to look up in a data log.
Hope this will help.
diesel1972
01-26-2020, 05:03 PM #96First thing to do is start data logging and start looking for things on RPM jumps big changes in injector duration and fuel pressure and so on.
Also noted during testing that de red dot in some maps are not correct reading things and if you chance numbers of rows or map size things do not work any more so yes there is some work to be done there.
Did you try lower the numbers in the Fuel request map on low engine load request?
Also taking some timing out on low engine load will help smoothen things out.
Also put both minimum injection quantity to zero I never use them but do not know if this will be a smart thing as I did not develop the control strategy for it. I run some test on my ECU test system and it made in better with the on/off thing with injector duration.
Thing is if the car is jerky your getting a lot more pedal movement than you think. Have some data from a project and if you did not know better you think the driver had Parkinson. LOL. But must say making some serous low end power dos not make a diesel tune and easy job. Some of the rally things we do we run a hi ready state of boost like ALS on a rally car only without the bang bang sound but getting smooth power transition dos take a load more settings in general but up to 300Nm/1000cc displacement we never used it.
As for popping in the exhaust again this is something to look up in a data log.
Hope this will help.
As for pedal I tried that fuel request map really mild. Nothing sporty, just kinda lazy gas pedal and it still jerked all the same. I would say it even gotten worse between days. It behaves like on-off switch not some linear input feed. You would hold engine at 2500RPM, slowly apply gas, it would slowly accelerate and then suddenly VROOOOOOOOM like fuckin nitrous or jerk destructively.
Popping will get logged but there is nothing in calibration which could make sudden fuel surge or SOI going crazy when you hold pedal steady.. but it does.
Hope these will get sorted. Then you need to add fuelqty limited by engine speed and EGT limiter. For serious power these are crucial and missing.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
What is that speed gain timing map supposed to do?
As for pedal I tried that fuel request map really mild. Nothing sporty, just kinda lazy gas pedal and it still jerked all the same. I would say it even gotten worse between days. It behaves like on-off switch not some linear input feed. You would hold engine at 2500RPM, slowly apply gas, it would slowly accelerate and then suddenly VROOOOOOOOM like fuckin nitrous or jerk destructively.
Popping will get logged but there is nothing in calibration which could make sudden fuel surge or SOI going crazy when you hold pedal steady.. but it does.
Hope these will get sorted. Then you need to add fuelqty limited by engine speed and EGT limiter. For serious power these are crucial and missing.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
diesel1972
01-27-2020, 03:39 AM #98Still sounds like you hitting smoke limit as you ask for more torque it shoots off wile getting boost. Data log will tell it all if this is the case or it’s just a bug in the SW or are you running on a breakpoint the ECU needs to build a load of boost by the boost target setting in the ECU???? Or is it making loads of EGR as the NVT is almost shut complete before you going wroom??? More than 5D tuning is not an easy task.
50harleyrider
01-27-2020, 06:47 PM #99I'm anxiously awaiting the om648 turbo actuator firmware for the DSL1 as I'm not really happy controlling my 648 vgt with vacuum. Don't forget to PM or email me when you offer it. My next conversion will be a CR with your DID1.
(01-26-2020, 02:33 PM)starynovy So we killed off whole weekend trying to make it work and we did partialy. Managed to get stable boost o 2,1Bar, yes 2 Bar not absolute. And according fuel to it so it should do some 180-190kW on 200CDI. Also managed to kinda tune SOI on hot engine so it doesnt nail or smoke white/blue. But there are serious problems with that ECU going on. Namely:
-water temp modifier maps for MI and PI does not work. Cursor is stuck at 120°C and even changing values under it does absolutely nothing. This means if you tuned SOI maps to hot car it will smoke and not even drive cold. Obviously this needs fixing.
-Crazy jerking. You go say 50km/h on 3rd, revving 1800RPM. You lightly touch pedal to accelerate. Car start to jerk like shit. And we found it is not "app" position changing, thats solid. It is basicaly undriveable. I didnt write SW for this so i dont know how you process and filter fuel request but I guess there are no filters at all and thats why it jerks. You need to implement ramps and mm3/s limiters for app and resulting fuel request. Did not find it anywhere. Its so bad engine mounts are goona rip off so nothing subtle.
-There is some glitch in SW. Car randomly pops in the exhaust like gasser on deceleration. If you hold for example 2000RPM either in netral or driving at random you will get loud sharp pops. I think it glitches and sends some random high opening time to one injector at random SOI.
Untile these get fixed you cannot drive it because there is nothing tuner/user can do to fix.
Water temp modified maps do work. If the cursor is stuck at 120 then the ECU must be indicating a value of 120 or above which means probably sensor is not connected.
There are filters provided to slow pedal response, they are configurable. If you get jerking then that is most likely initiated by rail pressure PID needing tuning. Another possibility is the fuel request map having too much of a slope to it and the drive train initiating an oscillation in engine speed which the fuel map is overcorrecting for.
What you are describing I have not witnessed in the field and I have about 20 cars local to me running the system, including one that I drive every day and it performs flawlessly. What firmware are you running? You must send me some data logs.
Baldur Gislason
(01-26-2020, 02:33 PM)starynovy So we killed off whole weekend trying to make it work and we did partialy. Managed to get stable boost o 2,1Bar, yes 2 Bar not absolute. And according fuel to it so it should do some 180-190kW on 200CDI. Also managed to kinda tune SOI on hot engine so it doesnt nail or smoke white/blue. But there are serious problems with that ECU going on. Namely:
-water temp modifier maps for MI and PI does not work. Cursor is stuck at 120°C and even changing values under it does absolutely nothing. This means if you tuned SOI maps to hot car it will smoke and not even drive cold. Obviously this needs fixing.
-Crazy jerking. You go say 50km/h on 3rd, revving 1800RPM. You lightly touch pedal to accelerate. Car start to jerk like shit. And we found it is not "app" position changing, thats solid. It is basicaly undriveable. I didnt write SW for this so i dont know how you process and filter fuel request but I guess there are no filters at all and thats why it jerks. You need to implement ramps and mm3/s limiters for app and resulting fuel request. Did not find it anywhere. Its so bad engine mounts are goona rip off so nothing subtle.
-There is some glitch in SW. Car randomly pops in the exhaust like gasser on deceleration. If you hold for example 2000RPM either in netral or driving at random you will get loud sharp pops. I think it glitches and sends some random high opening time to one injector at random SOI.
Untile these get fixed you cannot drive it because there is nothing tuner/user can do to fix.
Water temp modified maps do work. If the cursor is stuck at 120 then the ECU must be indicating a value of 120 or above which means probably sensor is not connected.
There are filters provided to slow pedal response, they are configurable. If you get jerking then that is most likely initiated by rail pressure PID needing tuning. Another possibility is the fuel request map having too much of a slope to it and the drive train initiating an oscillation in engine speed which the fuel map is overcorrecting for.
What you are describing I have not witnessed in the field and I have about 20 cars local to me running the system, including one that I drive every day and it performs flawlessly. What firmware are you running? You must send me some data logs.
Baldur Gislason
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