IceY2K1

iTrader: (3)

Digging up the dead, since I'm not sure if eng92,SR, Jime or anyone continued on with this since I've been MIA. If someone got the EU to work completely for the VQ35, please point me in the direction.

Anyways, I've been looking into the Camcon CC-101 for Toyota/Hondas and the VVT-i from the Toyotas sounds damn similar to the Nissan VTC. Other then the RPM/tach possibly not being compatible anyone think this could work?

The reason I like this is 1)Cheap ~$150 or so used vs. the Greddy VManage and 2)Taps the MAF for a bit of fine air/fuel tuning.

http://www.powerenterpriseusa.net/pr...con/camcon.htm

IceY2K1

iTrader: (3)

Did I mention I also like it because it only uses 5-wires from the ECU, 3 of which are just tapped?

nismology

iTrader: (8)

Interesting product. But one would think that someone inclined to tweak their cam timing settings would prefer to have more precise control of the AFR and have discrete ignition timing control, no? Also, wouldn't altering the cam angle this way trigger a CEL since the actual cam angle wouldn't jive at all with the target cam angle?

IceY2K1

iTrader: (3)

MAF conditioning will work for these minor AFR changes, but I'd leave it zero'd and use the EU for direct control. At least on the few examples I've seen, the AFR adjustments were minor, so I wouldn't be worried about ignition timing changes. Again, the EU would fix that if it was an issue.

As for the CEL, that's probably the biggest problem to work around, if possible.

nismology

iTrader: (8)

I didn't know you meant using this in tandem with the EU. If so it makes sense. I was just saying that the type of person savvy enough to start messing with cam timing and benefit from it would want more control over other aspects of tuning as well. But I get it now.

As long as the ECU uses feedback control for the cam angle I don't think this will work. There'd have to be a way to intercept the cam pos sensor signals and modify them to make the ECU believe that all is well.


Edit: Actually, it just might work. The CEL and subsequent CVTC safe mode is fine. Once it does that, the Camcon device could just take over with no interruption from the ECU. Then one could verify cam angle using Cipher or equivalent.

Of course, the remaining issue with this is that you would have to start from scratch since the ECU would no longer be providing any input in this mode. You'd have to dial in the cam timing for every driving condition and load.

eng92

iTrader: (3)

If you read the description, it says it controls cam timing up to +/-20 degrees relative to the stock timing.

It works without feedback so it appears that it functions on the premise that the Toyota system will allow a certain amount of cam position deviation before it goes into a fault condition.

It looks like it just adds or pulls solenoid duty cycle so that the cam over or undershoots the ecus target position. When the ecu tries to compensate, the solenoid signal is just modified so that the cam never reaches the ecus target. I do not have any Toyota FSMs so that is just my best guess on how this system works.

IceY2K1

iTrader: (3)

I would use it with the EU, I'm actually hoping to get eng92 to figure out how to replace the Camcon with the EU spare 4-injector channels.

Using the Camcon seems easy enough, since most just use the default values provided and slightly tweak the settings depending on their mods.

I agree...but apparently at least on Hondas/Toyotas you can get away with upto 20-degrees before the ECU codes.

Yeah, not. That's a lot of work. I think the Vmanage would be a better route, since it seems you can keep the ECU from throwing code/limpmode.

IceY2K1

iTrader: (3)

That's exactly how I understand it.

So Nissans are too smart, eh?

IceY2K1

iTrader: (3)

eng92,

If on a 4cylinder car, with the EU I have 4-spare injectors channels and only one VTC solenoid to control, is it possible to add/subtract enough duty cycle to work?

I know there is a way, I'm just not sure how to use this features injector offset timing events properly.


Basically, make CH5 fire with CH1, CH6 fire with CH2, CH7 fire with CH3, CH8 fire with CH4, etc. Or is that only going to increase the frequency not the pulse width? Edumucate me please.

IceY2K1

iTrader: (3)

Above it says,

"Sub injectors will inject every 2rpm pulse signal."
and
"On 4 cylinder they will inject twice every 2 rev.".

Don't those two contradict each other?

[EDIT]RPM mode choice will be, "Sub injectors will inject every 2rpm pulse signal."
and as shown in the example picture....CH5->CH1, CH6->CH2, CH7->CH3, CH8->4 mode will be, "On 4 cylinder they will inject twice every 2 rev."."[/EDIT]

Right?

eng92

iTrader: (3)

You still don't have any feedback capabilities built into the EU. The best you can achieve is the fully advanced/retarded NVCS system used on the 3rd gens.

Jime only played around with the v-manage for a very short time before switching to the UTEC. I know he did not have any luck getting it to work and I am not sure if his plan is to run it with the UTEC or not.

I have a hardware issue with my EU currently so I have pretty much bailed on it as a tuning device.

IceY2K1

iTrader: (3)

Yes, I understand on the feedback...again at least on the vehicle I'm using the EU on, you can get away with up to 20-degrees so that's not an issue. 20-degrees is enough as long as it can be added/supplemented to the stock ECUs output not drive it alone.

What I'm trying to understand is based on your scope analysis in the start of this thread, you had issues getting the EU to put out enough duty at lower RPM. I believe that was because you were using one channel to drive two VTC solenoids and later you switched to two channels, one driving each solenoid. That helped, but wasn't enough?

My quesion is if I don't have enough duty cycle using one channel to drive each solenoid, can 4-channels be combined somehow, ie having them alternate via firing order or two channels to each solenoid outputting 30%(just a guess) DC for a total of 60% ontop of the stock ECUs output?

What happened to your EU?

Jime

iTrader: (10)

I still plan on running it with the UTEC, I just had so many problems with the with the E-Manage and the A33 ECU that I never got time to sort out the V-Manage other than monitoring the stock timing.

The way I am going right now it won't be this year. My last trip to the track when I got hurt was the first time with the UTEC and it rocks. Being able run fixed numbers for timing and maf gives me exactly what I was looking and I probably won't bother with the MAP now that I can run fixed maf numbers. I did 4 runs and all were within 4/100's and that is much better than any previous setup I had.

Typing with 2 fingers sucks when you can type 80 wpm.

PS Thanks to eng92 for getting me as far as I went with the EMU and A33 ECU, you got me on the straight and narrow when I was lost.

IceY2K1

iTrader: (3)

I'm sure you'll be back to the track soon and I look forward to hearing how the UTEC works out for you.

That consistency bracket racing or whatever still mystifies me...

What were your times?

eng92

iTrader: (3)

My apologies, I did not realize you had changed platforms.

Your resultant output duty cycle will be varying because you are combining signals with two different frequencies. You will never be able to decrease the duty cycle from that of the stock ecu if you are combining signals.

Yes, since you have the extra channels available to use, you can combine them to increase the duty cycle. Just syncronize them with cylinders that are 360 apart in the firing order (ie 1 & 4 or 3 & 2)

http://forums.maxima.org/showpost.ph...73&postcount=7

eng92

iTrader: (3)

It was my pleasure Jim. Welcome back.

IceY2K1

iTrader: (3)

My fault, I should have been more specific.

Good to know...that's a big problem for mid/high RPM, so I'd only be able to advance the cam at low RPM which is really what I'm interested in, I think.

Gotcha.

Ouch....

I haven't run the crank fix Greddy added in the later version software, however I've always had the feeling when using the ignition inputs for RPM that stock ignition timing is being modified even with zeros in the map. I was hoping the v2.0 with the crank fix would smooth out my idle and off throttle. Oh well, I need new coils probably anyways.

IceY2K1

iTrader: (3)

Has anyone tried to see how many degrees the VQ35 ECU will allow before coding/limpmode?

hightuner

iTrader: (1)

Camcon CC-101

Very very interesting guys
as usual , continue the good work !!