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(it's a box of electronics that simulates all the sensor inputs and allows you to adjust them) 
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- I grew it myself you know Where the bards meet is the load site that is being used! The site target indicator shows a red symbol if it's below or above the site - the bigger the red thingy the more off it is. Same goes for blue but this is RPM.- Initially the RPM is 3957 - this is slightly below the load site for 4000 rpm so the blue indicator is small and slightly to the left of center indicating this.(2800rpm) - the cut off for the next site being the mid point between 2800 and 2400. The blue oval is large and to the left to represent this.- 10 BLue bar shows engine rpm and red bar shows AFM position....you guessed it advance and retard the mixture.(KNK) The knock window (bottom right) shows the degrees of retardation being applied. Note how over time the retardation slowly decays - it takes about 20 seconds to decay entirely. You can see the actual ignition advance gradually recover too. Note how the load site changes and the ignition advance and injector bandwidth change(throttle position sensor) and that it doesn't actually change the injector bandwidth or the timing as those are determined by the AFM position and the RPM which remain constant.- I seem to be doing a fairly poor job of late and it's 3.30am right now!- I grew it myself you know?... This systems is good for a 1990 GT four? I know that the mr2 have a small difference according to the engine but the ECU is unknown to me. extraordinary work on this piece of kit!
Also one thing that bugged me was when using the slider to move along the panel goes blank and has to wait for data to be loaded in, if this was made so that it you just scroll along and the data updates as you do it would be great. Also any chance of knocking been displayed as well?mrfil13 wrote:I had time to look at the datalogging software again, this time i had a proper look, makes sense now
Any idea if there will be away to hide some of the info ie EFI, or ignition advance, just incase you want to concentrate on something else.
I also noticed that the MPG is slightly delayed, i guess its using previous figures, anyway to offset this to make up for the delay?
I know its only beta, but just thought i would voice what i have found.
Phil
I'll try and have a play over the weekend. It may be possible to speed it up quite a lot. (beyond my control). The speed sensor is quite sluggish so it's best to ignore the economy readout unless cruising at a steady speed. (was 0.1second)Pi_Mai wrote:Maybe a dumb question.
I like to know if your wanting to expand to other countries?
PS.
(not bad for £20 on ebay) so one day I need to play with this some more. I did work out the scramble/crypt method Techtom use so I can make sense of the code in the EPROM chips and change it etc. mk4 Supra ECU (twin Turbo) cheaply off ebay with Sard Techtom upgrade so that is another toy to play with in the future.(St185) ECU are different..... damn I would love to use the system in which your building. Is it just a size problem? I dont think anyone would care if it was connected by a lead or wires (i dont, that's for sure). Plus it be great to check diagnostics once in a while as i do thrash my Four a fair bit.?- I grew it myself you know
/Gersen exits stage left gnashing teeth- I grew it myself you know 
, all i can say is 
A full report will be given soon im sure by Tom but this is a great new product for the mr2 world and hopefully other toyota cars , like £400+! we had the first visit to the rolling road on Wednesday.(i) make sure the hardware and software worked as expected in a mapping environment and to find out what tweaks, if any, needed to be made(ii) retard ignition advance to a level to avoid knock if any is present(iii) improve the top end and cruise over fueling issues(iv) see how far the existing size of map could be pushed before it ran out of load sites(v) If at that point all was well the idea was to remap the ignition and fueling for good power. On the day the hardware and software for tuning worked perfectly other than some minor fits and starts with a laptop refusing to talk to a USB serial adapter! the only thing thats going to be done is a mod so that data logging and mapping can be done simultaneously. Currently its either one or the other. There was also going to be a minor tweak to a couple of things change the hotkeys to adjust map sites etc nothing earth shattering! the hardware and software work well and critically (totally) reliably[ii] As the runs went on it became clear that my car was detonating all over the place and the amount of ignition advanced used at the top end by Toyota is pretty surprising (28 degrees in some places)! By the end of the day it was also obvious that my turbo was, while holding boost perfectly, suffering from significant blow by and consequently lowering the octane rating of the charge and increasing the prevalence of detonation. End result was that Ryan pulled a lot of timing from the top end and low end at high loads to prevent det. The other significant point was that as my car runs a low temperature TRD thermostat the ECU was being fooled into thinking the car was not fully warmed up and the base cold running map is fairly liberal with its use of extra fuel and ignition advance to make the car run smooth when cold. It transpires that this map is also nicely editable in both the adjustment it offers and at what temperature (THW Thermistor, Water) the coolant is currently at. As a result we figured out this little gem of knowledge that should keep the Rev2 tubbie community from blowing up there engines at little longer (MEASURED) COOLANT TEMPERATURE IE 3RD GEAR ROLL ONS FROM 2000 RPM![iii] The AFR plot showed that the (surprise surprise!) the standard fueling was exceptionally rich. Surprisingly the point at which the worst over fueling was occurring was not at the top end but at the TVIS activation point we can only speculate that the sudden increase in air volume flow rate gives the AFM a really hard time accurately tracking flow rate. (the lower readable limit) and were not seen again all the way to the redline. After a few runs Ryan managed to bring the AFRs to hold around 11.5:1 between 3-5k dropping to 11:1 from 5k to the redline. Initial results look good (very good in fact) but Ill be working from empirical data and not my feelings Cruise mpg is shown to be significantly improved also but I have to pull the logs and compare them to previous logs to have accurate data. They are coming but again they look very good.[iv] The initial correction maps for load would seem to accommodate around 300+fwbhp this is good news as it a lot easier as Jeremy has already done the work for using this size of map. Ultimately larger correction maps can be coded in by Jeremy to accommodate larger loads (ie going for more power) but at the moment the existing maps are large enough to go for some quite large gains [v] I think Ive pretty much covered this already so Ill add a few more tidbits of info. You can check the full spec in the garage if you feel the need run (last) of the day she made 260.5 fwbhp and 238lbft. Ill post the graphs when Ive scanned them in.@ 2Bar and Charlie from Surrey Rolling Road well be headed back in a month or so when Ive fitted the replacement turbo and well be trying out the larger injectors too.- I grew it myself you know