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Post Info TOPIC: Quick shifter for gen2


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Quick shifter for gen2


Having spent now couple of days on the on a quarter mile track with stock engine gen2 the need for quick shifter functionality is evident.

In gen1 we implemented quick shifter by utilizing GPS sensor to detect a kind of "Shifter Gear" by connecting a 220 Ohm resistor in parallel to GPS sensor. To avoid putting ecu into error state we needed then to modify the ERROR limits for GPS.

In Gen2 the GPS sensor to gear values subroutinge is located at sub_1D100. Inside that subroutine the sensor voltage is converted to gear values or error states according to the following table.

gen2_gps_sensor.JPG

So basically it looks like if we change the value #44 in 1d120 cmpui, R8,#44 to a lower number like with gen1 it may be possible to avoid the error state and use alike method to detect when quick shifter is activated.

This ecu is so much more complicated and versatile than gen1 so this must be tested, but is a good starting point in implementing the shifter functionality.




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There s also another place where GPS sensor condition flag is set based on a voltage limits, that is sub_1C754,

1C778: cmpui R0,#31


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Cmpui instruction that needs to be rewritten

cmpui, Rsrc, #imm
1000 0000 0101 Rsrc xxxx xxxx xxxx xxxx
where x is #imm.

1000 0000 = 0x80
0101 0000 = 0x50

e.g.
0001C778 cmpui R0, #31
0001C778 80 50 00 1F

This means that the address word 0001C77A has a word 0x001F that can be rewritten to a new GPS sensor limit value.


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Now when we know how to modify the error etc testing of GPS sensor to allow the signal being used for shifter we need to start thinking where to hang the shifter code. Obvious place is after checking the limiters but before calculating fuel. The best potential place looks like at the end of the set rpm gear limiters subroutine. The memory address starting at 0x55400 looks empty and we can put a compiled shifter code starting in that memory address.

The jump to the shifter code and back to original ecu code was the way we implemented shifter in gen1. Its quite likely that the same strategy works with gen2 too.


ROM_:0004012C set_fuel_limiters_and_calculate_fuel__sub_4012C:
ROM_:0004012C                                         ; CODE XREF: main_calculations_sub_32E68+Cp
ROM_:0004012C                 push    lr
ROM_:00040130                 bl.l    initialize_variables_sub_3F330
ROM_:00040134                 bl.l    set_RPM_limiters_sub_3FBA8
ROM_:00040138                 bl.l    set_neutral_limiter_flags_sub_4037C
ROM_:0004013C                 bl.l    set_limiter_flags_sub_40418
ROM_:00040140                 bl.l    Set_RPM_gear_limiters_and_top_speed_limiter_sub_404C8
ROM_:00040144                 bl.l    Set_RPM_gear_limiters_sub_40758
ROM_:00040148                 bl.l    set_limiter_bitflags_sub_384E4
ROM_:0004014C                 bl.l    test_secondaries_capacity_sub_38CE0
ROM_:00040150                 bl.l    mainfuelA_calculations_sub_3F4E0
ROM_:00040154                 bl.l    mainfuelB_calculations_sub_3F930
ROM_:00040158                 pop     lr
ROM_:0004015A                 jmp     lr

The function Set_RPM_gear_limiters_sub_40758 ends the following way:
loc_408EC:
addi    sp, #0x10
jmp     lr
; End of function Set_RPM_gear_limiters_sub_40758


so we need to change that code to an adress where we locate shifter code.

loc_408EC:
jmp 0x55400
; End of function Set_RPM_gear_limiters_sub_40758


and add to the end of the shifter code a jump back to original address. Assuming that lr contains the same info as before the jump to the shifter code.

loc_55400:
... shifter code here...
addi    sp, #0x10
jmp     lr
; End of function



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Obviously the jmp can not be made to an immediate address, its a branch that needs to be made. Anyhow to test if this same strategy as with gen1 for hanging the code to the main loop we can add this code directly to the ecu using ee2 by patching the code. If the ecu runs perfectly after being reflashed with new code we have a strategy to follow in getting gen2 shifter code working.

------------------------------------------------------------
ORIGINAL CODE:
ROM_:000408EC loc_408EC:                              ; CODE XREF: Set_RPM_gear_limiters_sub_40758+Cj
ROM_:000408EC                                         ; Set_RPM_gear_limiters_sub_40758:loc_407F4j ...
ROM_:000408EC                 addi    sp, #0x10       ; Hex 4F 10
ROM_:000408EE                 jmp     lr              ; Hex 1F CE
visual basic: writeflashlongword(&H000408EC, &H4F101FCE)
------------------------------------------------------------

NEW CODE:
ROM_:000408EC loc_408EC:                              ; CODE XREF: Set_RPM_gear_limiters_sub_40758+Cj
ROM_:000408EC                                         ; Set_RPM_gear_limiters_sub_40758:loc_407F4j ...
ROM_:000408EC                 bra 0x55400             ; Hex: FF ...
visual basic: writeflashlongword(&H000408EC, &HFF pcdisp24)
where pcdisp24 = (0x55400 - 0x408EC) >> 2


loc_44500:
ROM_:00055400                 addi    sp, #0x10       ; Hex 4F 10
                              jmp     lr              ; Hex 1F CE
visual basic: writeflashlongword(&H00055400, &H4F101FCE)
------------------------------------------------------------

Note:
addi: 0100 dest #imm8
      0100 1111 0x10

jmp: 0001 1111 1100 src
     0001 1111 1100 1110

sp = r15, 1111
lr = r14, 1110



-- Edited by PetriK on Sunday 14th of June 2009 03:05:42 PM

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Continue documenting the shifter functionality here...

The visual basic code for above that is used to change the ecu for this loop to shifter address and back to original - and tested to work is following. So we have proved that its possible to hook a subroutine also to a gen2 ecu and execute it. 

Now its time to install hew and hope that it supports m32r processor for compiling the shifter code. The basis of that shall be the gen1 shifter but just modified for fuel only cut. (Have seen and heard so many valves ´popping out because of ignition only cut and fuel reigniting in exhaust ports, so therefore fuel only is the way to start this kind of projcet.)

    Private Sub modify_original_ECU_code(ByVal method As Boolean)
        Dim pcdisp As Integer

        If method Then
            '
            ' Lets activate a branch to shifter code address and immediate return from there
            '
            pcdisp = (FUELCODE - &H408EC) / 4
            writeflashword(&H408EC, &HFF00) ' bra.l
            writeflashword(&H408EE, pcdisp) '         pcdisp
            writeflashword(FUELCODE, &H4F10) ' addi sp, #0x10
            writeflashword(FUELCODE + 2, &H1FCE) ' jmp lr
            block_pgm = True

        Else
            '
            ' bring the ecu code back to original
            '
            writeflashword(&H408EC, &H4F10) ' addi sp, #0x10
            writeflashword(&H408EE, &H1FCE) ' jmp lr
            writeflashword(FUELCODE, &HFFFF) ' area is empty normally
            writeflashword(FUELCODE + 2, &HFFFF) ' area is empty normally
            block_pgm = True

        End If
    End Sub



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Renesas HEW can be found from here:

http://www.renesas.com/hew_download

And it has support for m32r.

Target Devices

SuperH Family
M32R Family (*1)

*1: The M32R family differ from other microcomputer families in that their emulator system is connected as an external tool.

Unfortunately it looks like we can not run the emulator for M32R like we have done with SH7052 / gen1, so testing the code is not possible. Luckily the code was debugged for gen1 by JaSa and should work as it is for gen2.

EDIT : HEW does not seem to support m32r, instead renesas has another tool cc32r for it.

Home / Products / Software and Tools / Coding Tools / C/C++ Compilers and Assemblers / C/C++ Compiler Package for M32R Family [M3T-CC32R] / s.gif


The cc32r installs as a trial license for few months.

The gen1 ecueditor which is a starting point for this project is this:
http://macmadigan.no-ip.com/Public/gen2/ecueditor2/shiftergen1.c


-- Edited by PetriK on Sunday 14th of June 2009 04:50:27 PM

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For the shifter we need to know:
RPM information ram variable
GPS sensor ram variable
fuelcut ram variable
and some spare ram variables for programs internal purposes.

M32196F8 has ram area available from H0080 4000 to H0081 3FFF. Ram variables seems to be between 804000 to 8067e3 and 80f800 is used for ram write monitor. So we can guess that e.g. 80d000 could be a good position to reserve some variables for the program use.

Based on reading the ecu code:
- GPS sensor is 804318 and is 10bit value. for 8 bit value 804318 >>2 is needed.
- RPM (same as for fuel map access) is found at RPM_80502E
- The fuelcut variable set by limiters is found at RPM_limiter_engine_flag_unk_80655A, looks same bit pattern as gen1








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Shifter functionality will be very useful for busa-powered buggies. This will help me hugely. Thanks Petrik

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From ecueditor version 2.0.0.25 onwards the shifter functionality is added. At this stage FUELcut only. The millisecond values for cut time needs to be adjusted to actual milliseonds, now the millisecond values are something else as the main fuel calculations subroutine seems tobe called more often than in gen1. Anyhow this will be fixed as soon as I have time to measure the times or find out how often the main calculations subroutine is called. 

Anyway the shifter is tested on workbench to work and as gen1 you just need to connect a 220ohm resistor in parallel to gps sensor.

shiftergen2.jpg


ps. Just ordered the cordona GP switch which is both pull and push switch. The shifter will go into the bike as soon as the switch arrives.

cordona-gp-large.jpg

Alternatively one could use rear brake switch as in the picture below for activation.

installations-ducati-3.jpg

-- Edited by PetriK on Tuesday 16th of June 2009 02:11:36 PM

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Petrik you are an animal once you get going you can't be stopped :)

Nice work as always!

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Those cordona shifter are real nice with the adjustable preload,  that's the same one i'm using on my gen1...smile 



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great work petrik as always......smile

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Is the 220ohm resistor required as well as the Shift Switch?

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gen2shifterwiring.jpgshifter.jpg

The connection is the same as with gen 1.

----------------------------------------------------------------------------------------------------------

The kill times are now measured to be millisecond values (rounded to closest 5-10ms anyway). 

As at this stage this is fuel only killshift the actual times may need to be a bit longer than with gen1 if both fuel and ignition kill is used. The ignition may be implemented later, anyhow as ignition only kill is not recommended because of valve popping risk its not a priority.


Edit - added gen2 picture.

-- Edited by PetriK on Sunday 5th of July 2009 10:14:44 AM

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As a final note at this stage, lets add here why the shifter was implemented at this early of the ecueditor 2.0 building process.

Last couple of weekends on the track have proved that a new bike is a learning experience. The chassis needs resetting for personal favourites, launching without a clutch kit makes some of the launches unpredictable and above all the **** times wihtout a shifter take way too much of the time - at least for such an inexperienced rider as myself. (best ET 9.5, 60ft 1.54)


Below is a datalog from one of my runs where I failed miserably first fighting the nose down and then with way too long gear shift times. In the past we have measured around 0.2-0.4s ET improvements for quartermile runs just when using shifter. Air shifters are here not allowed on national level racing and therefore very seldom used in amateur classes either.


accel_without_shifter.JPG

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As an attempt to bring the ET:s down started to reverse my K9 shift pattern, but looks like the side stand support bolts have been changed so that it requires also replacing one of the bolts - otherwise there is not enough room for the lever to turn for shifting (so need to get a gen1 type bolt for my side stand support). Personally I really prever reversed pattern as then I do not need to worry where to put the feet after the launch. Also when launching as the feet will be on top of the shifter in case the nose comes up the foot is less likely to throw in the neutral gear.

Simultaneously installing a GP switch for the ECUshifter. For pull type you only use the green/yellow and brown wire. (In case one does not use reversed shift pattern then its green/yellow and blue wires that are being used. Anyhow any load sensing swicht including the ones delivered for powercommander will use for this purpose. In addtion to the switch I used GPS connectors from easternbeaver, but alternatively wiring up the shifter directly to the harness could have been possible. The GP switch wire is about twice the length of required wire lenght - so that was also shortened.

Installing the GP swicth involves cutting the shift rod and rethreading the rod with 6mm threads into it so that the GP swich can be installed and the rod lenght can be retained. When cutting just make sure that you are not cutting from the wrong end as the other end has a reverse thread.

In the picture below is a shifter switch that will plug in directly to the bike harness and replacese the stock shift rod. The 220ohm resistor that activates the shift kill cycle is hidden inside black insulation.

gen2shifterharness.jpg

(Message originally posted to sh.org)


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The activation "5" is then number of engine rounds that needs to be elapsed before a shift is activated. This "filters" out some noise from switch.

The next shift "800" is the number of engine rounds that needs to be elapsed before next shift can be activated. This ensures that an accidentially initiated shift does not happen too soon after an intended shift.

The shifter low threshold is set in software and can not be adjusted. Some have reported being able to raise the shift lowest rpm threshold by setting 0 to killtime for higher rpms.

hope this helps understand the shifter settings...



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Thanks Petrik .................... excellent help as usual.
Cheers

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ive made up 3 of them now for customers on gen 2, 1 of them was for reverse shift pattern, other 2 standard.


it works pretty slick i think, nice work petrik



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Very nice Greg....anyone try it with an airshifter? Might allow less kill time if it switches at precisly when the pressure is applied?

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looks good greg...smile 

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sportbikeryder wrote:

Very nice Greg....anyone try it with an airshifter? Might allow less kill time if it switches at precisly when the pressure is applied?



Yep have it on mine, it needs a lot of kill time fuel & Eng to change at high revs,

Has any one been able to set it up as a auto shift yet, like you can do on a pc3 with a hub, I would like to be able to set 1st & 2nd at one set of revs & 3,4 & 5 at another, any idea's

 



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so what kill time are you using at high RPM?

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I tried it with ignition only that was ok at lower rpm on the street, (under say 7,000)
In the end I ended up with the 80 with ignition plus fuel cut at the end for the strip to get it to go into gear, but on the street with that set up at low rpm change is to violent change the bike drops about 1000rpm.(with the fuel out)
I tried 50 & 60 but it seemed to change back to 80 next time I went back into the map (may be its a safety default thing)

More test & tune to come when I get a chance Ill go back & try a longer ignition kill only, my last set up was ignition only & it was a very very fast shift at all rpm

Also do you know if the A,B & C maps can be changed to different set ups,
So say A could be street, B Drags map, C Nos map
How good would that be change over on the run, of have 3 maps set up for testing on the go

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2 fast 4 U wrote:

I tried it with ignition only that was ok at lower rpm on the street, (under say 7,000)
In the end I ended up with the 80 with ignition plus fuel cut at the end for the strip to get it to go into gear, but on the street with that set up at low rpm change is to violent change the bike drops about 1000rpm.(with the fuel out)
I tried 50 & 60 but it seemed to change back to 80 next time I went back into the map (may be its a safety default thing)

More test & tune to come when I get a chance Ill go back & try a longer ignition kill only, my last set up was ignition only & it was a very very fast shift at all rpm

Also do you know if the A,B & C maps can be changed to different set ups,
So say A could be street, B Drags map, C Nos map
How good would that be change over on the run, of have 3 maps set up for testing on the go



cool, thanks for the response... 

 



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I'm keen to hear your progress on the changes.

Camel

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I ended up going back to 80Ms myself under power it was a little notchy at 65Ms, put it back to 80 and it's pretty smooth i might just leave it there...

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Although the option is there in ECU Editor to kill Ignition, has this feature been built into the software?  The reason I ask is tonight while messing with a friends bike we were playing with different kill settings to get his air shifter setup and when doing ignition kill only it doesn't appear to be killing at all.  When we turn on fuel cut it does work.

Another question is regarding the shifter settings.  When you open the box up to adjust the kill times and hit save it will show the values.  If you go back into the shifter box, it then defaults back to 80ms in all boxes.

The delay settings are doing the same thing.  When adjusting them and saving and going back in, the settings default back to 5 and 500.

Thanks,
Conrad



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there has been issues trying to do ignition only, highly recommend ign and fuel cut that seems to work good

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Is there anyway to implement autoshift into this?

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If you use an airshifter you can connect the trigger to autoshift.

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Yeah i'm using an airshifter. What trigger you talking about?

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are we talking gen1 or gen2 here ?


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gen 2

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you need something to trigger the air shifter rpm based, the ecu doesn't have that control directly as of yet,  my launch / shift light with autoshift output can.

www.boostbysmith.com/harlan.html

Greg

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Greg, i'll probably pick one of those up from you. Not as much interested in the light, just mainly the autoshift if that makes a difference? Also, is the shift output a neg or pos trigger?

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its a ground output, but if you dont care about light you can go the cheaper route and just buy a rpm activated switch

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On my car I have made the shift rod telescopic so that on up shifts the lever movement compresses a spring first and, once there's enough spring compression to complete the shift effectively, there is a micro-switch that operates the shift cut. It's the spring compression that actually changes the gear. That way it can't bounce back if the dogs get nose to nose on an upshift.

Plus, with a 'force-sensing' arrangement, all the mass has still to move after the cut has commenced, making it slower, whereas with mine all the movement is done but for the actual shift drum and forks.

It works really slick and so far has never missed...

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There is a quick update on shifter code now. Based on user feedback the RPM based shift kill time is changed to gear based shift kill time.

Other thing worth mentioning is that after a kill is initiated both the fuel and ignition is cut. After that igntion gets semi active halfway through the kill cycle and finally fully initialized at the end of the kill cycle. This way the engine will have smoother operations during kill periods. This was not unintentional initially - so if anyone wonders how it works. (The ignition only shift kill is not recommended.)

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thanks for explaining that petrik, i didn't know the reason why ignition kill alone didn't work well etc.

For that reason guys running large wet shots of NOS, or turbos with seperate injectors doing most of the fueling on boost, i still recommend going with an ignition kill box seperate of the ecu, for the fear of shutting 180 hp worth of fuel to the engine off if there is still say another 300 hp worth of fuel coming from a microtec (or similar) fuel controller under boost.

Also i think this was posted elsewhere, but I know will be asked, this is for gen 2 busa code only.

-- Edited by smithabusa on Tuesday 6th of April 2010 07:19:01 PM

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PetriK wrote:

There is a quick update on shifter code now. Based on user feedback the RPM based shift kill time is changed to gear based shift kill time.

Other thing worth mentioning is that after a kill is initiated both the fuel and ignition is cut. After that igntion gets semi active halfway through the kill cycle and finally fully initialized at the end of the kill cycle. This way the engine will have smoother operations during kill periods. This was not unintentional initially - so if anyone wonders how it works. (The ignition only shift kill is not recommended.)



So fuel is cut for the entire kill cycle correct, i get the signal for my secondary computer from the injector so if their is no signal then their is no fuel either..( which would be a good thing in my case) 

 



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so is the version 2.1.0.?? stable with the old code, and version 2.2.0.?? alfa version is the one with the up-dated shifter algorithim...??

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Fuelcut for entire cycle. Ignition cut is soft cut, smoother restart to get the afr correct before going back to full power. This is what I was reading on the oscilloscope - even it was unintentional to do it this way. This also may explain the comments about ignition cut not working.





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Sounds good, thanks.... 

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the new shifter code works really well, it is much smoother and almost seamless, i first started with a 70ms in all gears to see if it worked, it did, so i started to edit by gear, i now have 40,1st to second 50 2nd to third and 4,5,6 60ms kill, it works great under full power....kudos petrik....brillant....smile

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Thats Great to Hear Stocker!! smile Great Job Petrik, and Thank You for Never settling for Mediocre!!! wink

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just for fun, i set all gears to 40ms and went for a very fast ride, it shifted all gears under full throttle, i would expect us dragracers to see a small et gain....love it..wink

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PetriK wrote:


Fuelcut for entire cycle. Ignition cut is soft cut, smoother restart to get the afr correct before going back to full power. This is what I was reading on the oscilloscope - even it was unintentional to do it this way. This also may explain the comments about ignition cut not working.



Petrik any plan to make the ignition hard cut, are make it user selectable hardcut/softcut for the turbo guy to be on the safe side? 

 



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Guyz need some Help PLEASE......Pulling my Hair out here!! Has anyone had ANY Problems with the Last/Current EE2 Update, as Far as the Engine Kill NOT Working???
My shifter is Actuating.....But NO KILL?? confuse I have tried 40ms all the way up to 100ms, and I cannot get engine to Kill. (Yes, I am selecting Fuel & Ignition Cut, and leaving the 5/500 Default setting alone)
The other thing I noticed(Dont know if this is a Problem or Not)is when I go into Shifter Program, set it the way I want it, close Program and then go back into it(sometimes takes doing this Twice).....ALL SETTING ARE RETURNED to Default???
Any Help would Be "GREATLY APPRECIATED" smile


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08 Busa AKA: }ToXSicK{
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