home register FAQ memberlist calendar

Go Back   Turbobricks Forums > Mechanical > performance & modifications

Reply
 
Thread Tools Display Modes
Old 06-04-2005, 01:58 AM   #1
linuxman51
BRANDSCHUTZVORSCHRIFTEN!
 
linuxman51's Avatar
 
Join Date: Dec 2002
Location: mont, AL
Default more info on volvo ecus (yay)

So having aquired a stash of ecus that represents an average of whats found here (lh 2.2/2.4/rex) i've got some stuff to share (this is a continuance of a post i made about two years ago on the subject at hand):

lh 2.2 NA:
fuel:
8.3mhz (crystal on the board)
no socket
Board layout is the same as the turbo ecu, most capacitors are the same values, however theres a large number of resistors that differ. at a glance both the turbo and na ecus appear the same, a closer look reveals several differences (of which I dont and dont care to track down)

lh 2.2 Turbo:
fuel
8.3 mhz
no socket
Ignition:
8.8 mhz, two connected boards. rather dull really.

lh 2.4 Turbo (no na ecu) last three digits are 563:
12 mhz (crystal)
approximately 2x the number of FET's as found on the lh 2.2 board
more diodes, and about 1/3rd the resistors.
socketed eeprom (thats chillin in my stack of chips). Larger harness connector than lh 2.2

Ignition:
8.0 mhz
one board (as compared with the earlier ezk versions that have two connected pcb's)
far fewer components, perhaps 1/4th the number of resistors, a few extra chips, one largely heatsinked fet. Part number on the siemens chip is: 2-227-355-302 (9019) (unresearched beyond what lh 2.4 info i've managed to glean. 16bit capable of running up to 16mhz iirc)


REX... Since info is largely sparse and from what i've been able to gather also largely incorrect, heres some thats correct with some things I noticed whilst playing with my rex car before ditching that and going with t3h ms:

FUEL:
there are multiple ecus, the 1990 ecus have one pcb, they run at 8mhz, and the processor is a motorola zc407531vfn (motorola's website doesnt pull up any info, still searching around)
more fets than the lh 2.4 board

later model ecu (p/n: 3531658)
has two pcb's
8mhz
several more ic's including what appears to be an external rom (soldered not socketed)

Ignition:
both appear to be the same (but then I could be looking at two 90 rex ICU's)
socket used is the same as the lh 2.2 ecu/icu and the 2.4 icu
Chip is a motorola ZC98909VP, running at 4mhz, aside from this its not any more or less exciting than the ezk 2.4 box.

as i research the various chips i'll post findings here. I'm more interested in the Rex stuff as its largely unknown, and well goddamnit i'm curious, even if its largely worthless from a performance point of view.

Rex notes:
It relies *heavily* on its o2 sensor (which is different from most other narrow bands that i've seen, but this could merely be a coincidence)
the slightest bend in the trigger wheel on the flex plate will yield wild results with the ecu, including but not limited to : it firing only on two cylinders (whoops) and/or it throwing a check engine code and reverting to fail safe ignition timing (bastard).
When coupled with a wideband hooked up to the ecu running narrow band sim, the ecu will hold the car almost perfectly at 14.7:1...... at all times. punching it will not yield a drastic change in air/fuels (it would occasionally go down to 13.9 for a second). without the narrowband connected the ecu pitches a huge fit.
with inaccurate narrow band readings it won't nesc. throw a CEL, however I noticed on mine when i'd connected the 5v wideband signal, the higher the voltage (hehehe whoops) even over 1v, the more fuel the ecu would pull, literally until the car died at 23:1. in an intersection (****er). and would not crank back up until the signal was disconnected, then it promptly threw a check engine light and I watched my fuel gauge plumet towards E.
How does Rex react to positive pressure? I dunno. One of yall try that **** out sometime and fill me in.
__________________
"They bum rushed them in their own crib, they drank all their beer, they partied with their ladies and they left with the trophy"

Now with in-house Dyno tuning!

Megasquirt Tuning!
Plug and play LH 2.4 Megasquirt, now with stealth mode!
linuxman51 is offline   Reply With Quote
Old 06-04-2005, 02:18 AM   #2
Forg
Board Member
 
Forg's Avatar
 
Join Date: Sep 2003
Location: Retirement Village, Sydney
Default

Quote:
Originally Posted by linuxman51
Rex notes:
It relies *heavily* on its o2 sensor (which is different from most other narrow bands that i've seen, but this could merely be a coincidence)
the slightest bend in the trigger wheel on the flex plate will yield wild results with the ecu, including but not limited to : it firing only on two cylinders (whoops) and/or it throwing a check engine code and reverting to fail safe ignition timing (bastard).
When coupled with a wideband hooked up to the ecu running narrow band sim, the ecu will hold the car almost perfectly at 14.7:1...... at all times. punching it will not yield a drastic change in air/fuels (it would occasionally go down to 13.9 for a second).
I find the abovequoted snippet extremely interesting!
That would surely mean it's very happy coping with, for example, bigger injectors & more fuel & more air ... and even somewhat different fuel-delivery curves? I wonder what would happen if you stuck one on a technologically-similar engine, for example a SOHC turbocharged 2.0 Ford 'Pinto' out of a Mk2 Escort?
What are these things worth on the used market; and are they common?
Forg is offline   Reply With Quote
Old 06-04-2005, 02:32 AM   #3
linuxman51
BRANDSCHUTZVORSCHRIFTEN!
 
linuxman51's Avatar
 
Join Date: Dec 2002
Location: mont, AL
Default

Quote:
Originally Posted by Forg
I find the abovequoted snippet extremely interesting!
That would surely mean it's very happy coping with, for example, bigger injectors & more fuel & more air ... and even somewhat different fuel-delivery curves? I wonder what would happen if you stuck one on a technologically-similar engine, for example a SOHC turbocharged 2.0 Ford 'Pinto' out of a Mk2 Escort?
What are these things worth on the used market; and are they common?
well maybe. Rex is a speed denisty setup, volvos second and probably last pure speed density (fi'd 140's and 160's anyone?) setup, so you might run into problems with significantly higher flow, however by all indications it would figure itself out quickly. it also has a bit of retention for things like that, as evidenced when the car wouldn't crank back up.
linuxman51 is offline   Reply With Quote
Old 06-04-2005, 02:34 AM   #4
blarf
Board Member
 
blarf's Avatar
 
Join Date: Jun 2004
Location: disabled account land
Default

The Rex system isn't really anything special. Compared to the Bosch systems, it advances the timing in larger steps (1.0deg v 0.375deg w/ the Bosch systems).

The green manual plays up the Rex system's adaptive abilities, EZ-116K has adaptive abilities as well. The Rex-1 system doesn't make use of an oxygen sensor input (neither do the EZ-K systems). The adaptive bits are interesting, but if I'm reading things correctly it'll take preemptive action, and retard the timing further (by at least 1degree) if it detects a prolonged condition of high load (EZ-116K does this as well).

One other thing to keep in mind, is that the Rex system is dependent upon the Regina brain for load information (it translates the MAP signal into a square waveform for the Regina brain). This is in contrast to the EZ-K systems which take the signal straight from the AMM.

The titania oxygen sensor that the Regina brain uses is supposedly able to respond faster than the more common zirconia sensors.

--
alex

Last edited by blarf; 06-04-2005 at 02:42 AM..
blarf is offline   Reply With Quote
Old 06-04-2005, 02:40 AM   #5
linuxman51
BRANDSCHUTZVORSCHRIFTEN!
 
linuxman51's Avatar
 
Join Date: Dec 2002
Location: mont, AL
Default

Quote:
Originally Posted by blarf
The Rex system isn't really anything special. Compared to the Bosch systems, it advances the timing in larger steps (1.0deg v 0.375deg w/ the Bosch systems).

The green manual plays up the Rex system's adaptive abilities, but I believe that EZ-115/EZ-116K have adaptive abilities as well. The Rex-1 system doesn't make use of an oxygen sensor input (neither do the EZ-K systems). The adaptive bits are interesting, but if I'm reading things correctly it'll take preemptive action, and retard the timing further (by at least 1degree) if it detects a prolonged condition of high load.

One other thing to keep in mind, is that the Rex system is dependent upon the Regina brain for load information (it translates the MAP signal into a square waveform for the Regina brain). This is in contrast to the EZ-K systems which take the signal straight from the AMM.

The titania oxygen sensor that the Regina brain uses is supposedly able to respond faster than the more common zirconia sensors.

--
alex
lh 2.4 works the same way, just with that silly MAF. the fuel ecu relies on the ignition ecu to interpret the trigger wheel, and the ignition ecu relies on the fuel ecu for load.
lh 2.2 works this way as well.
linuxman51 is offline   Reply With Quote
Old 06-04-2005, 02:46 AM   #6
blarf
Board Member
 
blarf's Avatar
 
Join Date: Jun 2004
Location: disabled account land
Default

Quote:
Originally Posted by linuxman51
lh 2.4 works the same way, just with that silly MAF. the fuel ecu relies on the ignition ecu to interpret the trigger wheel, and the ignition ecu relies on the fuel ecu for load.
lh 2.2 works this way as well.
Well, no. The impression I got is that the EZ-K ICUs get the same AMM signals that the LH brains do. The Regina brain translates the voltage into a square wave. The LH brains at least don't have any fancy inputs from the EZ-K computers. The EZ-K brains will simply ground an appropriate terminal for stuff like knock enrichment. The LH brains, if I'm reading this properly, don't have any logic for determining when stuff like knock based enrichment is appropriate.

OTOH, a Motronic brain would, as Motronic combines the two brains.

--
alex
blarf is offline   Reply With Quote
Old 06-04-2005, 03:07 AM   #7
linuxman51
BRANDSCHUTZVORSCHRIFTEN!
 
linuxman51's Avatar
 
Join Date: Dec 2002
Location: mont, AL
Default

Quote:
Originally Posted by blarf
Well, no. The impression I got is that the EZ-K ICUs get the same AMM signals that the LH brains do. The Regina brain translates the voltage into a square wave. The LH brains at least don't have any fancy inputs from the EZ-K computers. The EZ-K brains will simply ground an appropriate terminal for stuff like knock enrichment. The LH brains, if I'm reading this properly, don't have any logic for determining when stuff like knock based enrichment is appropriate.

OTOH, a Motronic brain would, as Motronic combines the two brains.

--
alex

the lh/ ezk both have one input/output. lh sends ezk a signal that directly affects ignition timing, and ezk sends lh a signal thats presumeably knock enrichment.

lh 2.4 (and their respective ezk boxes) share the following info with the ignition ecu:
one wire from the maf goes to the ignition box, two wires go out from lh to ezk, and one comes from ezk to lh. (NA lh 2.4, assume turbo is wired the same as ecus are interchangeable)

lh 2.2 has no maf signal going directly to the ezk box, and has one line out and one line in (turbo system)

Rex has one signal line going out to the ignition box, and one signal line coming back into the ecu from the ignition box

the interesting thing is that in the wiring schematics for the various ezk ecus theres no indication that they get anything directly from the MAF, but straight from the lh ecus.
linuxman51 is offline   Reply With Quote
Old 06-04-2005, 03:45 AM   #8
blarf
Board Member
 
blarf's Avatar
 
Join Date: Jun 2004
Location: disabled account land
Default

Quote:
Originally Posted by linuxman51
the lh/ ezk both have one input/output. lh sends ezk a signal that directly affects ignition timing, and ezk sends lh a signal thats presumeably knock enrichment.
Right. Knock enrichment is achieved by grounding the appropriate terminal.

"On receiving a signal from the knock sensor (2) and having established that knock is present in all cylinders, the control unit (1) connects a terminal on the fuel injection system control unit (3) to ground, causing the latter to transmit a signal to the injectors (4) to extend the opening period."

All EZ-115/116K cars got this, and the B230FT w/ EZ-117K as well. #1 is the EZ-K brain.

Quote:
Originally Posted by linuxman51
the interesting thing is that in the wiring schematics for the various ezk ecus theres no indication that they get anything directly from the MAF, but straight from the lh ecus.
Yeah, I realize that the MAF isn't connected directly to the ICU. My mistake, I thought that the MAF signal was passed via the ECU directly to the ICU. On both EZ-K and Rex systems, the fuel injection brain (LH or Regina) generate a "series of current pulses of a duration proportional to the load."

--
alex
blarf is offline   Reply With Quote
Old 06-04-2005, 12:39 PM   #9
linuxman51
BRANDSCHUTZVORSCHRIFTEN!
 
linuxman51's Avatar
 
Join Date: Dec 2002
Location: mont, AL
Default

interesting, which means that it could be simulated. I wonder what max advance and retard is on the various ecus?

Also of interesting note (posted before, but its been a while) theres a line going between the two that one can disconnect (i'm assuming its the load signal), put a potentiometer on, and dial in as much or as little timing as one could possibly want, deathwagon figured this one out messing around with lh back in the dark ages before he saw the light
linuxman51 is offline   Reply With Quote
Old 06-04-2005, 04:00 PM   #10
blarf
Board Member
 
blarf's Avatar
 
Join Date: Jun 2004
Location: disabled account land
Default

Quote:
Originally Posted by linuxman51
interesting, which means that it could be simulated. I wonder what max advance and retard is on the various ecus?
Depends on the engine. Rex can retard the timing up to 15 degrees, EZ-K on most of the B230FTs up to 9.8 degrees, EZ-K on some of the other motors around 12 degrees. There's a lot of mention about retarded timing heating up the exhaust temperatures.

http://blarf.homeip.net/gallery/TP31397_1/p033

Quote:
Originally Posted by linuxman51
Also of interesting note (posted before, but its been a while) theres a line going between the two that one can disconnect (i'm assuming its the load signal), put a potentiometer on, and dial in as much or as little timing as one could possibly want, deathwagon figured this one out messing around with lh back in the dark ages before he saw the light
Yeah, that seems like an odd way to do things... but if it works. Honestly, I think there's more useful knowledge to be gained by reading up on EZ-K and Rex than by hacking it to work with a modded motor. Unless you start re-programming the EZ-K or Rex brains, you're ultimately still stuck with a base timing map designed to work in as many conditions as possible, with a stock motor. IOW even with a stock motor, it works okay most places, but not necessarily great.

OTOH, the design and function bits give some good ideas for stuff to implement with MSnS (for instance, the adaptation and knock prevention algorithms).

--
alex
blarf is offline   Reply With Quote
Old 06-04-2005, 06:40 PM   #11
740Weapon
Traitor
 
740Weapon's Avatar
 
Join Date: Aug 2004
Location: Salem MA
Default

but what about the rev limiter?
__________________
'92 944 Turbo:13.400@99.68. Sold.
'90 744 16 Valve. 16.317@85.55. Sold.
'92 244. Sold. http://pbase.com/740weapon
740Weapon is offline   Reply With Quote
Old 06-04-2005, 10:25 PM   #12
blarf
Board Member
 
blarf's Avatar
 
Join Date: Jun 2004
Location: disabled account land
Default

Quote:
Originally Posted by 740Weapon
but what about the rev limiter?
What about it? The rev limiter is probably a function of the ignition control unit. Nothing special to see there.

--
alex
blarf is offline   Reply With Quote
Old 06-04-2005, 10:28 PM   #13
linuxman51
BRANDSCHUTZVORSCHRIFTEN!
 
linuxman51's Avatar
 
Join Date: Dec 2002
Location: mont, AL
Default

Quote:
Originally Posted by blarf
What about it? The rev limiter is probably a function of the ignition control unit. Nothing special to see there.

--
alex

i think its actually in the fuel ecu somewhere, the guys hacking lh have been able to adjust the rev limiter somewhere in the lh boxes.
linuxman51 is offline   Reply With Quote
Old 06-05-2005, 12:44 AM   #14
blarf
Board Member
 
blarf's Avatar
 
Join Date: Jun 2004
Location: disabled account land
Default

Quote:
Originally Posted by linuxman51
i think its actually in the fuel ecu somewhere, the guys hacking lh have been able to adjust the rev limiter somewhere in the lh boxes.
On the EZ-117K ICU:

Pin 17 to LH 2.2 #1: "Transmits speed signal to fuel system control unit"
Pin 15 to LH 2.2 #12: "Transmits knock-controled fuel enrichment signal injection system control unit (B230FT only)"
Pin 8 to LH 2.2 #24: "Receives load signal from fuel system control unit"

Dollars to donuts it's just a normal tach signal (that's easy enough to check). Unfortunately I don't have an LH 2.2 book and the LH 2.4/EZ-116K book I do have is at my place (where I am not).

Of course I question the wisdom of running either system way off the maps.

--
alex
blarf is offline   Reply With Quote
Old 06-05-2005, 01:20 AM   #15
volvo944ti
Board Member
 
Join Date: Sep 2003
Location: Ma
Default

Kenny, this is a real long shot, but do you have any information at all regarding:

Electrical specs of the Rexx/Regina boxes, such as input & output acceptable voltages and loads? Any detailed info in this area would be nice.

The language/format used for the PROM on the ignition ECU?

I'm interested to see the code to see if anything can be changed...I've got access to a lot of nice equipment including surface mount soldering/desoldering stuff and read/writers for just about any type of chip you can throw at me. (Thank you WPI tuition...)


Also, am I understanding that with a wideband O2 sensor the Rexx/Regina works perfectly yet throws codes??

(Mike Baxter - Metalgod_Z posting from Mike volvo944ti's comp.....)
volvo944ti is offline   Reply With Quote
Old 06-05-2005, 01:21 AM   #16
linuxman51
BRANDSCHUTZVORSCHRIFTEN!
 
linuxman51's Avatar
 
Join Date: Dec 2002
Location: mont, AL
Default

no doubt, you wont catch me out there fiddling with em, but info is info regardless. not really sure how it manipulates the rev limiter, cause when I unhooked the fuel ecu and was running ezk "open loop" on my car it did alright, i'm sure it was some sorta basic map, but there didnt seem to be any limiter anywhere
linuxman51 is offline   Reply With Quote
Old 06-05-2005, 01:27 AM   #17
linuxman51
BRANDSCHUTZVORSCHRIFTEN!
 
linuxman51's Avatar
 
Join Date: Dec 2002
Location: mont, AL
Default

Quote:
Originally Posted by volvo944ti
Kenny, this is a real long shot, but do you have any information at all regarding:

Electrical specs of the Rexx/Regina boxes, such as input & output acceptable voltages and loads? Any detailed info in this area would be nice.

The language/format used for the PROM on the ignition ECU?

I'm interested to see the code to see if anything can be changed...I've got access to a lot of nice equipment including surface mount soldering/desoldering stuff and read/writers for just about any type of chip you can throw at me. (Thank you WPI tuition...)


Also, am I understanding that with a wideband O2 sensor the Rexx/Regina works perfectly yet throws codes??

(Mike Baxter - Metalgod_Z posting from Mike volvo944ti's comp.....)
I do not have access to such things, so I couldnt tell you whats on a rex ecu. Hey tell mike thanks again for the ecus and to lemme know what shipping ran (and whats up with these wheel chair feet props or whatever?). With the wideband hooked up on mine it threw a code, but I dont believe it was an o2 code (every time mine threw a code i got all my ignition timing taken away, i think there was something up with the crank pickup sensor). with the wideband hooked up to the ecu the car ran stoich pretty much 24/7, under acceleration the a/fs were closer to 14.2ish, but cruising it would rarely go over 14.8. It was pretty neat to watch, my fuel economy went up about 10 miles per tank (but my lackluster mileage had more to do with the codes the car was throwing elsewhere, and the code reader broke, never bothered to figure out what the problem really was, i just lopped rex off at the knees and installed megasquirt).
It would be interesting to watch lh's fuel curves with the stock narrow band hooked up on an otherwise well tuned car. I suspect on turbo cars it gets nasty rich, esp in higher than stock load levels.
linuxman51 is offline   Reply With Quote
Old 06-05-2005, 02:48 AM   #18
blarf
Board Member
 
blarf's Avatar
 
Join Date: Jun 2004
Location: disabled account land
Default

Quote:
Originally Posted by linuxman51
I do not have access to such things, so I couldnt tell you whats on a rex ecu.
I'll dig up the Rex/Regina book when I go back home (probably Monday or Tuesday). It's not as nice as a spare ECU, but it's a start.

Quote:
Originally Posted by linuxman51
It would be interesting to watch lh's fuel curves with the stock narrow band hooked up on an otherwise well tuned car. I suspect on turbo cars it gets nasty rich, esp in higher than stock load levels.
http://www.carlton24v.co.uk/m15.htm

It's not a Jetronic ECU, but it's a start. I think some of the Saab guys have dumped the Jetronic ECUs.

--
alex
blarf is offline   Reply With Quote
Old 06-05-2005, 02:56 AM   #19
linuxman51
BRANDSCHUTZVORSCHRIFTEN!
 
linuxman51's Avatar
 
Join Date: Dec 2002
Location: mont, AL
Default

Quote:
Originally Posted by blarf
I'll dig up the Rex/Regina book when I go back home (probably Monday or Tuesday). It's not as nice as a spare ECU, but it's a start.



http://www.carlton24v.co.uk/m15.htm

It's not a Jetronic ECU, but it's a start. I think some of the Saab guys have dumped the Jetronic ECUs.

--
alex
I used mine as a soldering heatsink for a little while, then passed it on to jpbturbo, who then turned around and gave it back to me last weekend. I fulfilled the circle by taking it appart, ripping the connector off the board, and then tossed the board.
linuxman51 is offline   Reply With Quote
Old 06-05-2005, 09:28 PM   #20
volvo944ti
Board Member
 
Join Date: Sep 2003
Location: Ma
Default

wheel char things what anyways i think it was less than 20
so we'll call it 15
volvo944ti is offline   Reply With Quote
Old 06-05-2005, 11:39 PM   #21
MetalgodZ
Bored Member
 
MetalgodZ's Avatar
 
Join Date: Dec 2003
Default

Quote:
Originally Posted by linuxman51
I do not have access to such things, so I couldnt tell you whats on a rex ecu. Hey tell mike thanks again for the ecus and to lemme know what shipping ran (and whats up with these wheel chair feet props or whatever?). With the wideband hooked up on mine it threw a code, but I dont believe it was an o2 code (every time mine threw a code i got all my ignition timing taken away, i think there was something up with the crank pickup sensor). with the wideband hooked up to the ecu the car ran stoich pretty much 24/7, under acceleration the a/fs were closer to 14.2ish, but cruising it would rarely go over 14.8. It was pretty neat to watch, my fuel economy went up about 10 miles per tank (but my lackluster mileage had more to do with the codes the car was throwing elsewhere, and the code reader broke, never bothered to figure out what the problem really was, i just lopped rex off at the knees and installed megasquirt).
It would be interesting to watch lh's fuel curves with the stock narrow band hooked up on an otherwise well tuned car. I suspect on turbo cars it gets nasty rich, esp in higher than stock load levels.
Mike sez he thinks he shipped you the Regina boxes that he was going to give to me by mistake. Forgetful.....But helpful....He's definitely helpful.

I was thinking it would be interesting to look at the code since it might be possible to change the increments it advances/retards timing by, as well as possibly change the maximum and minimums for them. Hell, with a little soldering, you could have a toggle switch on your dash that would allow you to switch between programs. Overkill? Maybe, but if I recall correctly, somebody here says that overkill is consistantly more fun.
MetalgodZ is offline   Reply With Quote
Old 06-06-2005, 01:06 AM   #22
linuxman51
BRANDSCHUTZVORSCHRIFTEN!
 
linuxman51's Avatar
 
Join Date: Dec 2002
Location: mont, AL
Default

i dunno that i'd expect anything on that level from rex, not without a fair amount of monetary investment (which, when you get right down to it, isnt warranted with the plethra of available and functional aftermarket systems). about the only "skew" that might net you any performance would be a potentiometer on the load signal going to the rex-i box, cars tend to run more advance with lower loads, so adjusting the load signal might get ya a little better zip (or more knock, but eh, who cares about NA knock ;) )

an alternative for the interstate might be to put a slight resistance on the map sensor to fake both systems out, coupled with a signal generator hooked up to the o2 sensor input (whats the point of leaning things out a touch if the computer sees this and compensates eh?). one could also monkey with the ECT and the IAT. do it, and tell us whatcha learn.
linuxman51 is offline   Reply With Quote
Old 06-06-2005, 02:26 AM   #23
blarf
Board Member
 
blarf's Avatar
 
Join Date: Jun 2004
Location: disabled account land
Default

Quote:
Originally Posted by Metalgod_Z
I was thinking it would be interesting to look at the code since it might be possible to change the increments it advances/retards timing by, as well as possibly change the maximum and minimums for them. Hell, with a little soldering, you could have a toggle switch on your dash that would allow you to switch between programs. Overkill? Maybe, but if I recall correctly, somebody here says that overkill is consistantly more fun.
Actually, no. I think the timing precision is a function of the crank trigger. If you go to my image gallery (go up a few posts), I'm pretty sure I scanned in that page. Long story short, the Bosch wheels allows for more precise control (1/8" degree versus 1 degree).

Different programs might be interesting, but I'd say spend the energy hacking up the Bosch stuff instead (b/c it's more common). If you google around, some of the Saab guys already have EPROM dumps from their 2.2 and 2.4 Jetronic ECUs.

--
alex
blarf is offline   Reply With Quote
Old 06-06-2005, 02:42 AM   #24
Unregistered
Guest
 
Default

Jetronic editor software here: http://www.mtek.chalmers.se/~burenius/

Rev limit is, in fact, in the ECU.

2.2 and 2.4 brains are said to be significantly different animals (different rev limit locations = one example).

2.4 said to tolerate greater deviance than 2.2; e.g., better able to handle bigger injectors. I've read it can keep closed loop good to ~25% outside normal fueling. Some engines better/worse than others.

Sucking out .bin files with this software might help people tune aftermarket and Megasquirt systems because the editor shows warm-up fueling strategy, cold-start fueling, etc.:

  Reply With Quote
Old 06-06-2005, 03:07 AM   #25
Unregistered
Guest
 
Default

Quote:
Originally Posted by blarf
The Rex system isn't really anything special. Compared to the Bosch systems, it advances the timing in larger steps (1.0deg v 0.375deg w/ the Bosch systems).

The green manual plays up the Rex system's adaptive abilities, EZ-116K has adaptive abilities as well. The Rex-1 system doesn't make use of an oxygen sensor input (neither do the EZ-K systems). The adaptive bits are interesting, but if I'm reading things correctly it'll take preemptive action, and retard the timing further (by at least 1degree) if it detects a prolonged condition of high load (EZ-116K does this as well).

--
alex
Also the trigger-wheel is differnt , EZK-116 uses 60-2 pattern, and REX is running on 44-2-2, so EZK "knows" which cylinder pair are about to fire. Outside bank (cyl 1 and 4) or inside (cyls. 2 and 3). REX knows only when it is time to fire.

OttoB
  Reply With Quote
Reply

Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is On

Forum Jump


All times are GMT -4. The time now is 10:55 PM.

Powered by vBulletin® Version 3.8.11
Copyright ©2000 - 2018, vBulletin Solutions Inc.