09-11-2016, 07:00 AM
(09-10-2016, 11:25 PM)fixkick Wrote: greetings and welcome: Thanks glad to be here!
actual FMU, non stated, there are many, vast ,types.
my guess, the 10;1 FMU pressure regulator and matching HD fuel pump that can handle it. right? Correct
what is your fuel supply schematic, I'd need to see that. the plan.... If the FMU messes up the FPR, in non boost, the ECU will mess up. fuel rates horribly. I'll attach a picture of how i thought it would be attached.
This ECU needs a working FPR, in non-turbo mode. its a fact.
Fooling any ECU is near impossible, just when you think its fooled, it fools you ! at the worst possible time, (Mr. Murphy) after all its unknown software your attempting to fool. (firmware it is, software in silicon ROM)
(over 5psi, can bend the weak rods. 200HP is the rumor on limit, as you know.)
the cat monitor , needs a working CAT and working twin 02, to pass the P0420 tests. there is no fooling that. (and is illegal in usa to sell a product that attempts this, and the test is a secret, how its done and is very complex.)
The CEL will glow, why do you not want it to glow?
only reason is if the ECU goes in to limp home mode. Thats what i fear the most is going into limp mode, i don't want that at all.
(09-10-2016, 01:24 PM)Agk007 Wrote: So just to give a little background, i purchased a 96 Geo tracker LSi 2wd 4D for $1000 with plans to swap the engine into my 88 Samurai. Now here's where it gets interesting. I plan on turbo'ing the 1.6 16V but i also plan on doing a full rebuild of the engine and upgrading the pistons and rods to handle some boost. Nothing crazy though only about 6-8psi for now while still using the stock ECU and a FMU to enrich fuel during boost.
Anyways, since this is a OBDII engine, some things won't necessarily be the same with the turbo manifold and i'm wondering if the CEL will be on or if i can trick it into not being on.
The EGR will be dead and for both reasons, no head tunnel for EGR (exh, man missing) and the CAT dead, this engines use CAT back pressure to modulate
the flow, of EGR, and if that is missing the EGR modulator goes nuts and can cause overflowing if the mod sticks on, as some do. like this.
so P0400s will forever set.
Right away i worry about the down stream o2 sensor from the cat, if i delete the cat will the CEL light be on or is there a way to trick it, since all i believe it does is monitor how well the cat is functioning.
Also i know the EGR system wont function since the turbo manifold doesn't have the port that allows exhaust to flow through the head and into the egr main valve, is there a way to remove the EGR as well so the computer doesn't see a problem and trip the CEL? (It will)
I would love to be able to turbo it and still have all the functionality of the stock ECU in case there are other problems that i can still monitor.
many have dreamed this, few to none , have done it, on any post 96 cars , usa.
why not just do it the right way with custom ECU.? there is NO better way. I think i will take your advice and get a custom ECU (microsquirt) standalone just so i can program engine protection in.
the only way to fool the ECU, is to run, a working EGR and CAT and normal fuel rail pressures, in non turbo mode.
to fool it under boost, the ECU does not run many diagnostics under acceleration, the FSM shows the rules here, and is free to read.
The ECU on this car has EGR only map sensor just for EGR, and this will not be working under boost.
The Under boost the ECU will inject using a table, that is basically FPR based, this table, is the FPR pressures, at normal manifold vacuum.
The FPR, will not be under vacuum and will be under pressure, rendering the FPR table useless and the FPR will be stuck at 43psi (key on pressure)
This is totally opposite of normal, so the fuel injection rates, (FPR alonE ) will be at WOT normally asperated rates, 95HP rates.
but you have a FMU, (no schematics shown) but if the FMU is only on line, during boost then non-boost the FPR will works as normal.
but if the FMU is online all the time (no tables shown by you or your FMU brand or datasheets) then the FMU man mess up rail pressures.
the FMU whole magic is , that its really a FPR of super power. that is its purpose, 10;1 one with matching high pressure high flow pumpm HPHF.
then begs the question if using this new HPHF pump. will the stock FPR handle that, many cant, its not designed for any HPHF pump.
The FPR, needs to work, and the injectors need to work under boost. many do not .
The most key of all, is having the engine go lean under boost, and the engine will blow up.
A lasting design will include a failsafe mode, that will prevents under boost lean out, , any small computer(uP) can do that, and ARM processor that measures.
fuel line pressure and boost pressures, at all times (fast scan) and if it fails, cuts spark,is the correct way.
The pros that race like this run one more device, called fast knock cut out device, its a knock sensor, and computer, this sensor can hear knock way before any human can hear it, and it fact retards spark to prevent it , in real time, if the knock can not be prevented, in time, this processor cuts spark too.
this is double protections. (as seen on all top, turbo factory made cars, and is the one reason the engines last, with turbo boost)
or run a real custom ECU that does that, already, as all the good ones do.
Id never attempt this, unless an custom ECU is used, and with both fail-safe(lean/knock methods) under boost in place, protecting the big investment.
one other fix, is running a low compression ratio (CR) head, so that the ECU can have a safe zone, for boost,if it can't stop knock , say.
this works the best, and really, turbo is just variable CR, if you look it from from this point of view.
With high boost, one must control fuel mix, totally, it must be rich enough to not DETONATE, or boom, end of story. and engine.
btw , the transmission and other parts, may not like over 200hp either, (8PSI boost) id not go over 5psi on this engine, why push the edge, and break things?[/color]My target is around 150-160 hp. I also plan on using lower compression pistons than stock to help with detonation and also run premium fuel. I believe the stock crank doesn't like more than 200 hp so i don't plan on going near that. I think i would feel much safer having overboost protection that cuts fuel/spark if the BOV reference falls off. I just have to do some more homework on how to tune, or pay someone to do it for me.
this engine has a MAF, and when air flow hits max the crosses the line the ECU sees that, and sets codes for that, MAF dead. (hit the wall at 4+volts)
This puts the ECU in limphome mode. Well, since i'm not going with the stock MAF or ecu now, i can find a 2bar MAF or something that has a wider range for tuning with the microsquirt.
best book in print on topic, tells all the pitfalls very well.
by Greg Banish.
"engine management : advanced tuning" best of best. I will have to check this out and read it.
free fsm, ACK's FAq., moved and all links to it died with it, amazing fact, that. 1996 tracker FSM, (minus bags/abs) I actually have paperback FSM book 1 and 2!
but is here.
to find his book, (he is the only person on earth to scan this huge book, into PDF,)
this is his new home, and each and every , DTC error is defined, as to setup and tests. and how it works .
grab it while you can ....
http://www.acksfaq.com/2016bp.php?urlnam...kerfsm.htm
that is my opinion, and can be totally wrong, lacking any new system schematic, and parts list.. of the total plan.