Skeese

iTrader: (11)

Hello Haltech people!

I'm not quite sure if I've crossed over to the dark side, or just left the dark side as I saw the light...

I'm a soon to be transplant from the adaptronic section and have been experimenting with the ECU manager software while also searching and reading everything on here as well as in the manual trying to get a handle on the ecu and tuning setup I'll be using when my current build gets to that point in a month or so. I'm no stranger to tuning, research, or usign the forums search engine.

Essentially I'm going to be running a semi p port motor and an IWG EFR-9180 with the turbo smart actuator and a 4 port mac valve for boost control. I'm sure I'll come to more questions as I go forward with this but today I was hoping to get some insight on how to best setup the closed loop boost control for dual maps based on only one closed loop base duty cycle.

For the sake of simplicity, say I wanted to run three boost levels 10, 20, and 30 PSI. I would use a 10 PSI spring and wire an external on/off switch to my boost control solenoid so that when the switch was in the off position the solenoid would not see power and the wastegate would just run the 10 PSI spring pressure.

Now in reference to the 20 and 30 PSI boost levels. It seems to me that in an ideal world you would have multiple closed loop base duty tables each with its own set of values that are tuned in open loop to be close to the actual required values, however I'm assuming that since you have only one both the target boost and target boost 2 tables function off of the one base duty table.

Finally my question is would it be better to

A) set up the closed loop base duty cycle table to bring the turbo to the exact wastegate duty cycle values it needs to run the mid-boost 20 PSI target level and then let the PID controller adjust off of these values to bring the boost up 10 PSI to the 30 PSI with the target boost 2 table activated? I would assume you would use a lower non-aggressive integral values to avoid the possibility of over boosting at such a high level.

B) split the difference with the closed loop base duty cycle values such that they reflect the duty cycle required to run 25 PSI and then have the PID controller adjust 5 PSI down when the 20 PSI target is active and 5 PSI up when the 30 PSI target is active.

I can see how either would work given the haltech boost controller is as effective as I've read on here, but if anybody can comment on which setup (or a completely different one if I'm way off the right path here) would be ideal for tight boost control across the three levels with the one base duty table.

I apologize if this has already been covered, I searched a bunch today and found nothing specific to what I'm asking though. Thanks in advance.

-Skeese

C. Ludwig

iTrader: (27)

How about you setup a trim switch with 12 positions. Then you can dial up or down and have 12 levels instead of just 3?

You'll select a base duty for the high boost level. The trim switch then does a percentage offset of the target boost. So, if max target boost is 30 psi and you set max boost reduction to 66%, your low boost target is 10 psi and the all positions on the switch between low and max are interpolated. So each position would be roughly 2.7 psi of boost change.

With the Elite, you get more options for closed loop target pressure. You can built up to 4D maps. So if you want an offset for something that is non-standard, you can add it. As it is with the Sport and the Elite, you can already do offsets for boost by gear or speed, flex fuel content, etc.

Skeese

iTrader: (11)

I thought about the trim switch since you had emailed me about it when you quoted me the elite setup. I still REALLY like the idea of the elite but I ended up rolling a PS1000 into my deal on the motor and turbo at a price I couldn't justify passing up.

So with the trim switch you tune the base duty cycle for whatever max boost will be and then have the closed loop function bring down the boost level to whatever the set target value is.

When you turn the trim **** to a lower than max boost setting does it reduce the base duty values and then regulate boost using the PID values or is the ECU actually correcting off of the 30 PSI values aiming to hit the new target?

I ask because in my previous experience with closed loop boost tuning it only seemed to be accurate when the wastegate values in the open loop table, or in the case base duty table, were close to what was actually required to hit the target. Anytime the ECU had to correct over a large range things got unpredictable.

Skeese

C. Ludwig

iTrader: (27)

It's always worked well on the Sport ECUs for me. You couldn't do what you're suggesting in the first post anyway as there is not a base duty1 and base duty2 map, just different target values. So the trim switch is essentially going to work the same way as map selection, just with many more set points.

R.O.D

iTrader: (3)

Back with more . Didn't want to make a new post for more of my noob questions lol

Concerning the ignition coils. Been researching my *** off and I have this info:
S4fc with stock coils will get "tuned" as distributor.
Haltech wires . Fc wires
Ign1. To. Leading 1&2
Ign2. To. Trailing 1&2
Ign3. To. Toggle.....

I imagine both black wires from haltech are just chassis grounds. But not sure how haltech yellow and red connect to the stock coils. And how/what the hell is toggle connected? I read on one post that it goes to trailing. Just not sure how.
If someone were nice enough to draw a kindergarten picture for my crayon eating self that'd be great lol.

Minus that I've got almost everything else figured out or done

Thanks!

R.O.D

iTrader: (3)

Crap! Wrong place. Mods please delete.