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About tjwasiak

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    Seriously R
  • Birthday 09/06/1982

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    Warsaw, Poland

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  1. It might be good idea to add market for which each exact ECU was tuned as US cars had been differently equipped due to different (tighter) emissions requirements
  2. I am quite sure it is as even in N/A engines using Motronic ECUs from same era there is IAT dependant timing correction (in mine M2.8.1 it is +/- 4.5* AFAIR). Funniest part is that it is not used at WOT... IMHO the best would be to use MAF with ITB. Even Megasquirt community found it is the best way to tune fuel at least (some of them use "hybrid" MAP/MAF mode for timing). It is really hard to properly tune ITB equipped engine in speed density mode as small difference in throttles opening makes huge differences to pressure in the manifold. For N/A ITB equipped engine it might be even easier t
  3. TVUB data from Z20LEH ECU: 6.95V 10.01V 11.99V 14.03V 16.00V 2.432 1.220 0.892 0.644 0.484
  4. I know it is simplification but you already take some data and multiply it by a constant when moving into bigger housing. I would just use source data to work out values for that higher resolution area as we already do some rounding (for example when writing data as 16 bit integer value). To be honest if you check what your ECU does with those values you will find it is rounding them further. I have not browsed M4.3/M4.4 code but knowing how Bosch reuse their code I suspect it is done similarly as in M2.8.1 where MAF reading is averaged from 2 subsequent ADC conversions for example. I am quite
  5. IMHO it might be wiser to just rewrite MAF ADC function to use full 10 bit resolution for low values and place additional translation curve for that (for example for 0-1,25V range additional 255 values for better resolution). If M4.4 is in fact based on SAB80C517A/83C517A microcontroller it should be capable of 10 bit ADC... For example my M2.8.1 does use 10 bit resolution for some channels in stock form.
  6. Simply Volvo, IMHO you are trying to reinvent the wheel There are already devices on market which do what you are trying to achieve with your Arduino (for example polish Ecumaster DET3 is capable of MAP to MAF translation after getting proper data using something very similar to your history table) but that is not so important as you are only going to use it temporaily. If I were to code something like that into ECU I will just try to find Bosch Motronic ECU using MAP sensor as main load source in stock form. AFAIK there were M1.5.4 used in Ford/Mazda which depending on engine used were using
  7. If I understood correctly you just need 2 bridges to convert manual N/A ECU to manual turbo ECU.
  8. And that is what WhizzMan wanted to have as he was wondering if there is any routine which will let you read full 1MBit flash.
  9. If I were you I would change MAF and injectors step by step - so first bigger MAF and adapt ECU properly and then injectors. Sometimes MAF scaling values just do not work and some cars answers differently to different injectors. It is just easier to have everything properly calibrated if done step by step.
  10. I mean it can use both edges to calculate (interpolate). Internal resolution is "only" 0.75 degree so it could be calculated from 2 signals offset by 3 degree.
  11. It seems so as both edges of each tooth are seen by sensor/ECU.
  12. @lookforjoe - dwell time should be loggable as it is computed (or at least read from a map) directly by the ECU.
  13. @Midnight Caller - Never try to connect wideband LSU probe directly to anything which is not dedicated LSU probe controller. Bosch widebands do not work like narrowband sensors. You have to use your controller 0-5V output to connect it to ECU.