Rattys latest EFI project

ratty 63 · 2005-12-29T01:08:06+00:00

Introduction Firstly, a little background for those of you who don’t know what my Brother and I are currently up to – we are both building (or re-building) Bajas. Both of the cars are based around circa 1965 body shells but have undergone a huge number of modifications to make them even more capable than the basic Baja. My brothers car has been rebuilt several times, each time to make the vehicle less likely to suffer from whatever had continually failed in the last ‘version’. This time it was a conversion to IRS as Dave had decided that he had better things to do than to spend every second weekend replacing Swing Axel gearboxes! Whilst he was at it he fitted 4-wheel disc brakes, converted the brakes to dual circuit, re-manufactured the lift kit, and repaired some rust patches and dents that had appeared since the last rebuild. The 2.1 litre Type IV engine was also refreshed as it was showing signs of uneven compression due in part to failing heads. In the last ‘version’ of this car, the engine was fed by a modified Kombi EFI system – modified only in physical appearance (to fit into a Baja and fit over the Porsche fan shroud). The ECU and EFI components were straight out of a Kombi. This system worked fine for the most part (far better than any of the Carby combinations that he had tried), however the cold start function would cause the engine to hunt at idle, and it appeared to be running too rich at certain loads and too lean at others, most likely due to a changed (from stock) vacuum pattern. Now, due to bigger valves and other ‘secret’ mods to the refreshed engine, Dave decided that the stock system was no longer going to do the job – it was time to go aftermarket. He had seen what I had done with my Delco/Kalmaker set-up and liked the look of it, so he suggested that he might be able to borrow the entire system that I had installed on my test engine so that he could get his Baja finished and over to Frazer Island for the Christmas/New Year period (as he does almost every year). At first I wasn’t too keen to just hand over this rather expensive system, but I then considered that it would give me an opportunity to finally get this EFI system out on the road and learn the ins and outs of tuning an EFI system from scratch…at no risk to my engine!

ratty 63 Custom Title Time!

1,083 posts · joined Oct 2003 · 5 Jan 2006, 9:02 am

#444201

76bug wrote:ever concidered using a michrotech? much the same price and a very simple and effective unit

Yep, but they didn't do half of what the Delco can. I have an old Microtec that I was given by a friend - it needs repairs but once this is done I will set it up on a dummy engine and see what it can do.

I spent months looking at the different ECUs, but when I saw a Delco/Kalmaker system in use in a friends car, there was no comparison. I also saw vehicles fitted with Microtecs, Wolfs, and a couple of others....although I feel that some of them wern't set up correctly, some of them didn't drive very well at all!

R 🙂

40hp, 6V and ...er... slowly making improvements 😂

It's nice to be important, but it's more important to be nice!

Founding member of the Gold Coast Dub Club Inc. 🙂

76bug Officially Full-On Dubber

215 posts · joined Feb 2005 · 6 Jan 2006, 8:03 am

#444535

so wot can the Delco/Kalmaker system do?

MUD BASHING ANYONE ?? Wolfsburg Wizard

591 posts · joined May 2004 · 8 Jan 2006, 9:22 pm

#445377

Everything but boil water but well leave that to the subies trying to keep up:P

You only need two tools
Wd40 if it don't move and it should
Duct tape if it move's and it shouldn't

Brad Wolfsburg Elder

3,764 posts · joined Aug 2002 · 8 Jan 2006, 9:41 pm

#445396

MUD BASHING ANYONE ?? wrote:Everything but boil water but well leave that to the subies trying to keep up:P

So how was the beach Tim ?? Must have missed your VW EFI powered Baja there .. hope it is going in time for my next back yard bash .. I need some cars to fill in the ditches all these subie powered offroaders are digging ....:kiss

Brad
Why copy when you can own an original ?
Meyers Manx Australia

subibaja Wolfsburg Wizard

501 posts · joined Sep 2005 · 8 Jan 2006, 9:56 pm

#445403

76bug wrote:so wot can the Delco/Kalmaker system do?

NOT give your baja the ability to get up hills
and
DO give the ability to get your baja bogged everywhere
hahahahahahahahahahahahahahaha
terry

anyone who says it's bad to put subaru motors in vw's.....
hasnt got a clue about smoooooooooth

terry
brisbane
0403252522
you know who i am

MUD BASHING ANYONE ?? Wolfsburg Wizard

591 posts · joined May 2004 · 9 Jan 2006, 8:28 pm

#445740

So how was the beach Tim ?? Must have missed your VW EFI powered Baja there .. hope it is going in time for my next back yard bash .. I need some cars to fill in the ditches all these subie powered offroaders are digging ....:kiss [/quote]

yeah that would be like me when i was there last year and me missing the mega manx thats taken how long to build its up to 8 years now and its now where do you know? and as for digging holes yeah that might be all there good for they never get anywhere unlike a aircooled manx that got up the hill which has stopped every water boiler that has TRYED it before it to bad that one didn't make it to the fourm on film
gees im a prick but a funny one

You only need two tools
Wd40 if it don't move and it should
Duct tape if it move's and it shouldn't

MUD BASHING ANYONE ?? Wolfsburg Wizard

591 posts · joined May 2004 · 9 Jan 2006, 8:35 pm

#445742

NOT give your baja the ability to get up hills
and
DO give the ability to get your baja bogged everywhere
hahahahahahahahahahahahahahaha
terry [/quote]

thats funny dave tells a different story that thermo fan must be rooted by now hay it was always on and a quote i heard from bazz oh just wait a minute i have to turn it off its to hot gees guys sign me up for one of those great engines i would love to have one ha ha ha ha

You only need two tools
Wd40 if it don't move and it should
Duct tape if it move's and it shouldn't

Brad Wolfsburg Elder

3,764 posts · joined Aug 2002 · 9 Jan 2006, 10:06 pm

#445790

the hill which has stopped every water boiler that has TRYED it before it to bad that one didn't make it to the fourm on film
gees im a prick but a funny one

So where is this hill ?

Brad
Why copy when you can own an original ?
Meyers Manx Australia

ratty 63 Custom Title Time!

1,083 posts · joined Oct 2003 · 10 Jan 2006, 12:27 pm

#445936

Now I know that you guys are just trying to stir each other up - I have heard both sides of the story and it sounds like everyone had problems getting bogged...not that that has anything to do with EFI.... so perhaps if you wish to 'discuss' this Subi Vs VW topic, you should start your own thread (where those who care can go to hear the facts 😀 ) rather than take over an unrelated thread?

I haven't had a chance to have a close look at Daves EFI system since he got back, we have both been rather busy. I do know that Dave has lashed out and fitted a full set of new tyres to the Baja (are you surprised?). I have worked out why it is still stalling occasionally (my fault for not tuning the entire deceleration enrichment map - only the part above 900RPM - I can explain further if anyone is interested). Dave also tells me that it is allowing unburnt fuel into the exhaust when he backs off from high revs, which then ignites with a large flame out the tailpipe... I'm not yet sure why its doing this, but Dave suggested we leave it like this for a while as its great for scaring other motorists that drive a little too close to the back of the car.... 😀

I will try to get a few more pics and hopefully spend some time fixing up the minor tuning issues over the next couple of days.... I'll post the results.

R 🙂

40hp, 6V and ...er... slowly making improvements 😂

It's nice to be important, but it's more important to be nice!

Founding member of the Gold Coast Dub Club Inc. 🙂

Midlife crisis Nartispuddlejumper, Bureau of Toxicity

2,282 posts · joined May 2003 · 10 Jan 2006, 12:32 pm

#445938

Hi Ross
Yep keep the details coming it is a great read.

Marc

If you can't laugh at yourself you can't laugh at anyone else! Because life is to short not to LAUGH

Doug Sweetman Nil Bastardo Carborundum

2,128 posts · joined Sep 2002 · 10 Jan 2006, 12:38 pm

#445940

Yep good read as always ross - you want to be careful or you might end up running a wiring loom modification and Delco tuning business 🙂

Any motor that is still air cooled and can leave black marks on the road whilst wearing 31x10.5R15's is making some serious torque. So I am impressed 🙂

76bug Officially Full-On Dubber

215 posts · joined Feb 2005 · 11 Jan 2006, 1:49 pm

#446309

is the delco a 32bit computer?

ratty 63 Custom Title Time!

1,083 posts · joined Oct 2003 · 16 Jan 2006, 5:42 pm

#447675

76bug wrote:is the delco a 32bit computer?

Nope. Unless you have everything in the car controlled by the ECU I can't imagine why you would need 32 bits...? Have a look at the Delco/Kalmaker web site for all the info on the ECU and software that I am using: www.kalmaker.com.au

Update:

I went for a drive with Dave the other day, just to get some idea of what was happening when the engine was returning to idle... It's a fairly simple issue that is (basically) being caused by the fact that we are not using a Vehicle Speed Sensor (VSS) at this time - we will be installing one in the future.... I'll try to keep this explanation as simple as possible....:

As an EFI vehicle idles, the ECU monitors the engine speed and makes changes to the IAC (Idle Air Control - controls the amount of air that bypasses the throttle plate) to keep the engine as close as possible to the requested idle speed. This part works great on the system that we currently have.

However, to enter a idle, a number of situations must be met: The throttle plate must be closed, the engine must be below 1500RPM and the vehicle must be stationary - now without a VSS, the ECU can't tell if the vehicle is stationary or moving, so it assumes that it is stationary...and this is where the problem begins.

If you decelerate back to below 1500RPM, with the car in gear and the clutch out the ECU assumes that the car is coming back to an idle. It trys to bring the idle speed down to the preset idle speed (900RPM in this case) as quickly as possible by reducing the amount of air bypassing the throttle plate through the IAC. The IAC is a stepper motor - the less steps that it is open, the less air that get through. Now if you are decelerating in 3rd gear, it will take, say, 15 seconds to reduce your speed enough to get from 1500RPM to 900RPM - by this time, the IAC has wound back to 0 steps (completely closed) as it trys to control the idle (this only takes about 2 seconds). If you then push the clutch in with the IAC at 0 steps, the engine has no air, and no 'force' from the gearbox to keep it moving, so it stalls. Unfortunatly the IAC wont react fast enough to catch the stall at that lower rev range.

Of course, if we fit a VSS, the ECU will know that the car is still moving, and will not try to return to an idle, therefore having no effect on the IAC steps...instead it will try to hold the revs at about 1500 RPM, assuming that you will either want to accelerate, or you are about to push the clutch in, but either way, it won't stall.

So, after all that, it would appear that we will have to fit a VSS - which we were going to do anyway.

It has been suggested that I open the throttle stop just slightly so that when the IAC is at 0 steps, the car will still idle (albeit just!) - this is a quick and bodgy fix, but it might just work until the VSS comes along.

As for the flames coming out the exhaust when backing off at high revs, I am fairly certain that that is being caused by their being too much deceleration enrichment (like an accelerator pump, but used when decelearting - stops popping/burbling in the exhaust when set right). I will be catching up with Dave tonight and will back the Decel enrich. off and see what happens - the flames do look cool at night though...you wouldn't want to get too close to the back of the car! :duh

I am also planning on reducing the amount of ignition advance in the lower throttle and RPM ranges to make acceleration at lower throttle setting less jumpy.

I'm having a ball with this system! I'll let you know how I go with this next batch of fine adjustments....

R 🙂

40hp, 6V and ...er... slowly making improvements 😂

It's nice to be important, but it's more important to be nice!

Founding member of the Gold Coast Dub Club Inc. 🙂

ratty 63 Custom Title Time!

1,083 posts · joined Oct 2003 · 16 Jan 2006, 6:20 pm

#447693

Ok Volks,

Just found a few more pics for those interested....

...its very hard to take pics of this engine as Dave has a spare wheel carrier mounted over the engine (attached to the engine cage) but here you go...

R 🙂

Pic 1: Modified manifold (passenger side of vehicle) - you can also see the electrical components board that we mounted the coil, MAP sensor, relays and fuses on.

Pic 2: another shot of the top of the manifold - the electrical connector in the top of the plenum is the Intake Air Temp sensor - this is mounted where the cold start injector was in the factory system.

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40hp, 6V and ...er... slowly making improvements 😂

It's nice to be important, but it's more important to be nice!

Founding member of the Gold Coast Dub Club Inc. 🙂

76bug Officially Full-On Dubber

215 posts · joined Feb 2005 · 17 Jan 2006, 7:52 am

#447857

a 32bit computer just gives u a better resolution i.e. wen u are setting up ur matrix map u will have a map that is 32x32 end result more rpm vs fuel point to tune.

ratty 63 Custom Title Time!

1,083 posts · joined Oct 2003 · 17 Jan 2006, 9:54 am

#447884

really?

My VE map is 9 x 15 = 135 load points (with the rev limit set to 5500RPM - add another 9 points to the map for every 400RPM)...

...thats more than enough load points for most vehicles, after all, the ECU that I am using is the same ECU found in many of the GM produced vehicles - and they appear to drive OK....

Update:

Spent another hour roaring around the neighbourhood late last night and learn a few things:

1. Don't try sitting in the passenger seat of my Brothers Baja and staring at a laptop screen whilst tuning for WOT in the dark after eating a roast and a large lump of mudcake :puke

2. The autotune feature of the Kalmaker/Delco system only works when the 'coolant' temp (or head temp in this case) is between the upper and lower pre-set limits, therefore if you are going to change the way the coolant temp sender reads by inserting a resistor, make certain that it is still within range - the resistor that I used dropped the reading to below the pre-set limits and therefore it would only autotune when the CHT was in the 'hotter than normal' range....D'oh. Thankfully, like everything else on this system, I can change the pre-set autotune levels so thats not a major problem.

3. Not only was the deceleration enrichment too much, but the acceleration enrichment was not enough - particularly at higher revs - causing a rather unenthusiastic response when the throttle was opened further at high revs (like on the freeway) - this too was adjusted.

4 And finally, Daves engine likes to run rich at an idle (as to most engines) - leaning it out at an idle, even slightly made it run run like a pig!

We are still yet to try the throttle stop adjustment to see if we can fix the stall at an idle... I'll keep you informed.

R 🙂

40hp, 6V and ...er... slowly making improvements 😂

It's nice to be important, but it's more important to be nice!

Founding member of the Gold Coast Dub Club Inc. 🙂

76bug Officially Full-On Dubber

215 posts · joined Feb 2005 · 17 Jan 2006, 10:42 am

#447894

i had a look at the website, seems like a great idea if u own a comodore as u dont have to change the computer, same concept as ECUTEK which i have played around with, as far as installing this system on a vw i think it is a little bulky.

VWCOOL 23 Windows of Awesome

5,158 posts · joined Jun 2003 · 17 Jan 2006, 10:52 am

#447897

Thsi is agood read Ratty and will be useful to me when I Foinally get around to installing my $80 Camira system on my Bug

Yes, VSS input and idle anticipation is CRITICAL to the drivability of the Delco/Holden PCM for the reasons you explained very well. I learnt that the hard way with a couple of Holden V6 and V8 conversions, and a transplant onto a Ford EFI V8, I was involved with.

You may want to drill a small hole (start with say, 3mm - I think the HSV had 8mm) in the thottle blade to assist the idle - HSV did this on the 200kW SV5000/VP GTS versions of the 5.0 in the late 80s/early 90s. Cranking open the throttle will upset the TPS... which will give you another set of dramas!!

Pay your debts, CxxT

56astro Custom Title Time!

1,772 posts · joined Aug 2002 · 17 Jan 2006, 2:11 pm

#447959

VWCOOL wrote:Thsi is agood read Ratty and will be useful to me when I Foinally get around to installing my $80 Camira system on my Bug

Will it fire 8 plugs??

VW car, VW engine ...... keepin it "real"
35MPG on 101.3kPa

VWCOOL 23 Windows of Awesome

5,158 posts · joined Jun 2003 · 17 Jan 2006, 2:52 pm

#447968

56astro wrote:
VWCOOL wrote:Thsi is agood read Ratty and will be useful to me when I Foinally get around to installing my $80 Camira system on my Bug
Will it fire 8 plugs??

Won't need to at first as I only intend to do a single TB conversion on my base 1916.

BUT I can see no problem with running one of Stans dissys fitted with the guts of the Camira distributor to splice the Delco to operate in team with 8 plugs. Or maybe use double-ended wasted-spark like the V6 configged with an crank angle sensor, and an ignition map yadda yadda from a 304 V8 to run another coil pack... Maybe?? That's a bit beyond my experiecne but I reckon it's possible...

Pay your debts, CxxT

Doug Sweetman Nil Bastardo Carborundum

2,128 posts · joined Sep 2002 · 17 Jan 2006, 6:01 pm

#447995

Give Injection Connection an email on Injection Connection [tpiconn@space.net.au] (Alan Gibbs). He knows everything there is to know about Delco / Kalmaker.

ratty 63 Custom Title Time!

1,083 posts · joined Oct 2003 · 19 Jan 2006, 11:15 am

#448596

56astro wrote:Will it fire 8 plugs??

I agree with VWCOOL - there is no reason why it couldn't - the Delco only tells the coil (or coils) when to fire. The ECU doesn't control which plug(s) are firing at any given time, so fitting one of those dissys that I have seen being used with the dual plug conversions shouldn't be a problem...or you could get really fancy and go for a multi coilpack set-up....

R 🙂

40hp, 6V and ...er... slowly making improvements 😂

It's nice to be important, but it's more important to be nice!

Founding member of the Gold Coast Dub Club Inc. 🙂

ratty 63 Custom Title Time!

1,083 posts · joined Oct 2003 · 19 Jan 2006, 11:30 am

#448603

VWCOOL wrote:Thsi is agood read Ratty and will be useful to me when I Foinally get around to installing my $80 Camira system on my Bug

Yes, VSS input and idle anticipation is CRITICAL to the drivability of the Delco/Holden PCM for the reasons you explained very well. I learnt that the hard way with a couple of Holden V6 and V8 conversions, and a transplant onto a Ford EFI V8, I was involved with.

You may want to drill a small hole (start with say, 3mm - I think the HSV had 8mm) in the thottle blade to assist the idle - HSV did this on the 200kW SV5000/VP GTS versions of the 5.0 in the late 80s/early 90s. Cranking open the throttle will upset the TPS... which will give you another set of dramas!!

Yep - I anticipated some other sort of problem when we played around with the 'at rest' position of the throttle blade, but as it only requires a screwdriver and some spare time we will still give it a go... just so we know what sort of problems to expect! (If you don't try, you can't learn 😀) I hadn't thought of drilling a hole in the throttle blade, but it makes sence.

We are currently chasing prices on VSS's to suit the VW set up - for those who would like to know, a VSS to suit a VW is fitted between the back of the speedo and the speedo cable and provides the ECU with a set number of electrical pulses per wheel rotation. So far we have come across two different VSS that will fit the VW speedo. Their specs are different (different number of pulses per rotation), but as I can set the number of pulses/wheel rev in the ECU software this is not all that important. I am not certain about any other differences (does anyone here have any experience or knowledge about VSS's? Are they compatable with any ECU?) It would appear that there is not a lot of public knowledge about VSS's - most people just fit the one they are told to fit and it works. There is a $50 difference between the two models of VSS that we are looking at. The most info that we can get on either of them is the number of pulses/rotation and that they fit a VW speedo....

R 🙂

40hp, 6V and ...er... slowly making improvements 😂

It's nice to be important, but it's more important to be nice!

Founding member of the Gold Coast Dub Club Inc. 🙂

56astro Custom Title Time!

1,772 posts · joined Aug 2002 · 19 Jan 2006, 1:04 pm

#448616

ratty 63 wrote:
56astro wrote:Will it fire 8 plugs??
I agree with VWCOOL - there is no reason why it couldn't - the Delco only tells the coil (or coils) when to fire. The ECU doesn't control which plug(s) are firing at any given time, so fitting one of those dissys that I have seen being used with the dual plug conversions shouldn't be a problem...or you could get really fancy and go for a multi coilpack set-up....

R 🙂

Ross,

Could you elaborate a bit on this. If you have a crank-fired system and 4 twin-post coil packs (wasted spark - 2x1/3 & 2x2/4) you would need a 4 channel ignition system, right?

If you use an 8-post dizzy, what controls the spark timing?

VW car, VW engine ...... keepin it "real"
35MPG on 101.3kPa

56astro Custom Title Time!

1,772 posts · joined Aug 2002 · 19 Jan 2006, 3:26 pm

#448657

On the Injection Connection website it states that the Kalmaker software "features complete self tuning in Closed Loop and Open Loop."

This sounds like a huge benefit, especially when you compare it to the price of the Autronic set-up.

Do you know if is a similar system to the Autronic "auto-tune" (saving on hours of dyno time)? Have you used the self-tune feature Ross?

VW car, VW engine ...... keepin it "real"
35MPG on 101.3kPa

ratty 63 Custom Title Time!

1,083 posts · joined Oct 2003 · 20 Jan 2006, 10:00 am

#448917

56astro wrote:Could you elaborate a bit on this. If you have a crank-fired system and 4 twin-post coil packs (wasted spark - 2x1/3 & 2x2/4) you would need a 4 channel ignition system, right?

I haven't yet set up my crank fire system, but as I understand it if you were running it with 8 plugs (two per cylinder) you would have to run a 4 channel ignition system.

If you use an 8-post dizzy, what controls the spark timing?

The Delco ECU only controls when the spark is fired. The decision as to which cylinder the spark is delivered is left up to the coilpack or dissy. The easiest way to set up the ignition on an 8 plug engine would be to use the 8-post dissy with an electronic trigger (I'm not all that familiar with the 8-post dissy - do they use points or some other way of triggering the ignition? I assume that both plugs in one cylinder fire at the same time - is that correct?).

As I understand it, the electronic trigger sends a reference signal to the ECU at a preset point before the spark is required. The ECU then calculates how much spark advance is required (dependant on MAP and engine revs (basically)) then works out how long to wait from the reference signal to the point that the spark is required. Once this time has elapsed, the ECU sends a signal back to the spark controller (either the coil or coil pack) to fire the ignition.

If you were using a dissy (normal 4-post or 8-post) the spark would be delivered to whichever post on the dissy that the rotor button is pointing to - exactly the same as a standard dissy.

The coil packs that are used with the Delco ECU have to be able to determine which cylinder to fire (and therefore which 'pack' to fire). This would be the tricky part of using a coil pack set-up with an 8-plug engine. There is no reason why it couldn't be done - it would just need some careful thought and planning.

Using multiple coil packs is possible - have a look at the Kalmaker web site - there is a pic and brief description of a V12 Jag that has been converted to run on a Delco. It uses 2x6 cylinder coil packs (from a Commodore). If they can make something like this run happily, then firing 2 plugs/cylinder on a 4 cylinder should be easy!

If you are interested in using coil packs rather than a dissy, perhaps a question on the Kalmaker forum would be a good place to start your research. There are heaps of people on there that know a lot more than me about these sorts of conversions! (Alan Gibbs, Frank 'Choco' Munday, etc)

40hp, 6V and ...er... slowly making improvements 😂

It's nice to be important, but it's more important to be nice!

Founding member of the Gold Coast Dub Club Inc. 🙂

ratty 63 Custom Title Time!

1,083 posts · joined Oct 2003 · 20 Jan 2006, 10:18 am

#448924

56astro wrote:On the Injection Connection website it states that the Kalmaker software "features complete self tuning in Closed Loop and Open Loop."

This sounds like a huge benefit, especially when you compare it to the price of the Autronic set-up.

Do you know if is a similar system to the Autronic "auto-tune" (saving on hours of dyno time)? Have you used the self-tune feature Ross?

We are just starting to use the auto tune feature on my set-up. I would have liked to have used it right from the start (it was our intention) however an incompatability between the temp sender and the software settings meant that the auto tune function only 'switched on' when the CHT was higher than normal (ie: not very often).

The auto tune feature required a couple of things to be within range before it will activate. It requires the TPS reading to be stable for a period of time, the MAP signal to be stable for a period of time, and the engine must be up to operating temp...and that last point is where we had our issues. Normal operating temp for a water cooled vehicle would be around 80 - 100 deg - normal operating temp for an air cooled cylinder head was (an indicated) 115 - 130 deg, which would cause the ECU to go into 'overheat damage control' mode (runs super rich and causes the check engine light come on). Although it is possible to reset the temp ranges using the software, we decided to add a resistor in the wiring between the temp sensor and the ECU (a decision made due to time restraints). This resistor dropped the indicated temp down to around 60 - 75 deg - which was not hot enough to trigger the auto tune function.... ooops! :duh

I didn't realise that this was the case until just last week - so I have changed the auto tune temp range to suit the readings that we are getting from our engine and it is now auto tuning. I have not yet seen any results from the auto tune (haven't seen the car since I switched it on), but I will let you know how it works soon.

I haven't looked closely at the Autronic system, but I would assume that it would be similar... I do some more research and let you know....

R 🙂

40hp, 6V and ...er... slowly making improvements 😂

It's nice to be important, but it's more important to be nice!

Founding member of the Gold Coast Dub Club Inc. 🙂

56astro Custom Title Time!

1,772 posts · joined Aug 2002 · 20 Jan 2006, 11:54 am

#448957

:thumb

VW car, VW engine ...... keepin it "real"
35MPG on 101.3kPa

VWCOOL 23 Windows of Awesome

5,158 posts · joined Jun 2003 · 20 Jan 2006, 2:13 pm

#448998

I don't know for sure, but I thought the 'cell-map learning' (auto tune) was only introduced in 1993 VR...? so wouldnt apply to teh earlier Camira/Plusar PCMs. Or is it there (or can it be 'enabled') on the earlier stuff as well?

Pay your debts, CxxT

Doug Sweetman Nil Bastardo Carborundum

2,128 posts · joined Sep 2002 · 20 Jan 2006, 2:59 pm

#449004

Its there on the early stuff too - all the 808 series ECU's have it (or at least with Kalmaker they do). Ratty mentioned this on his first EFI thread.