Split second AIC1 setup problems

[smurfbus]

I need some help on getting the AIC1 to control the frequency valve. AIC1 is configured for 6cyl 4 stoke and to function as a injector controller. There are also output options and no instruction on how to configure those for AIC1? I think they don't do anything with AIC1 and are used with other split second products.

Anyway my control system does not work right now as the injector does not inject even though the split sec real time application window shows that the injector is working almost full time. The AIC1 that I bought is for high impedance injectors and I have not yet find out if the frequency valve is low or high impedance?

Anyone used AIC1 before? Thierry is MIA but maybe someone else can give me some clues?

My theory is good as I routed the lambda port directly to the return port and HOLY SMOKE it got rich on start up.

TIA

EDIT1: I measured the injector and it's 3ohms, DOH. First mistake was to buy the injector and controller at the same time. I could not get a hold of Thierry so I bought the controller I thought would work in most cases (high impedance). Too hurry to get things good let to bad decision. Now I need to figure a cost effective way to get the controller working.

There are some low to high impedance converters but at high price so I will search if a simple resistor mod will be enough

[mark houghton]

Thierry is the only one I know of that's successfully applied this. 911ST originated the idea a long time ago. Maybe he can assist.

[IMONBOOST]

This is what Thiery used acording to his long post on this subject:

BOSCH 0280150945, if I had to guess, this is high impedance...just a guess.

Remember this is working as a single injector to constantly control pressure and is not based on the number of cylinders. So setting to 6 cyl would not make sense...at least this is based on logic.

[IMONBOOST]

BTW - The 3ohm injector is low impedance, high impeadance injectors are in the 14 ohm range particularly the bosh redtop which is the part you need 0280150945.

[smurfbus]

Originally the problem was that I could not get any normal injector to get inline with the banjo fittings on the fuel head (no hydraulic shop could make the fittings) so I bought the lambda frequency valve which has the banjo fittings from factory. It's rated at 200cc/3bar so it should be enough.

Yesterday I tried a 12ohm 5W resistor in series with the 3ohm injector and voila, it worked. Dunno about the longevity of the 5W resistor (need to ask some opinions on it) but finally I got my high end to 11AF. Now the culprit is the mid range fattiness but I think I can get it dialed with the BL wur and with the pressure releif valve on the wur boost line. It was so fat the engine started to misfire on boost enrichment : )

One bad thing happened. My LM-1 wideband lost the ability to record RPMs : (
LMA-3 shows them correctly but I can't get them on the logs with hte AFR. Makes tuning really difficult as tuning is so rpm dependant.

[IMONBOOST]

This is awesome...let me start by saying that I have not done this myself but I am looking forward to it. I have given you some info based on what I have read, previous experince with split second products, Computer Engineering degree, and my love for cars including the ownership of a turbo 3.6.

Now for the resistor, I recommend a high temp (specially if it is on the engine bay) and a high watt rating which you may get close to when on high duty-cycle. My guess is you put it in the cabin with the AIC1.

You probably have completed your map RPM vs Boost signals and have entered a value for the injector duty-cycle. You are probably overcompensating, if I remember correctly, Thierry disconected the boost signal to the WUR (actually, he made it fancy so he could turn it on and off, but the end result is that with the AC1 he shut it off). You might want to try disconnecting the boost signal to the WUR and tap both sides.

Like you said, without the RPM, there is not much you can do, specially if the RPM signal is not getting to the AIC1, so you will need to fix this first.

Obviously be very careful with your AFRs...I am sure you are on top of this.

[smurfbus]

RPMs are good with the AIC1 but the LM-1 has burned one condensator so I can't log AFR/rpm or any input that I have on my LMA-3 (boost, accel, side accel).

If I cut the vacuum/boost feed to the WUR there is no enrichment at all but maybe I need to do that anyway as the enrichment is now dialed as low as possible and it still gets too fat midrange.

I bought a 25W 10ohm resistor today and screwed in to the chassy so that should take all the heat the injector gives.

The injector must leak some as my injector MAP is all zeros before 5000rpms/6psi and then gradually (auto fill) rise to max at 8000/17psi. Too bad the LM-1 broke so now I can't experiment with blokking the wur boost-line. I already have a pressure releif valve on it though which is set at somewhere around 6-7psi so not all enrichment is taking place emediately. I also have the BL wur treshold turned all the way in (late) too.

I have a LC-1 on my bike that I now have to install to the 930 so I can log AFR/rpm. I could also try to raise the boost on midrange to get rid of the extra fuel (like Micke Swens does it) but I'm not sure if my engine appreciates that solution.

Oh, the AIC is at the engine bay at the moment as I did not want to cut the wires. The injector plugs did not fit through the wire channels.

[IMONBOOST]

I may be wrong but I am just gonna put it out there..

I assume you are controlling the pressure on the lower chamber of the FD, lower pressure is richer and higher pressure is leaner. This would mean that if you set the map in your AIC1 to the max (open injector) and leave the factory fuel enrichment (boost line to the WUR), the car should operate as originally intended (or close to because the injector will always interfere).

As I understand it, at the moment you are setting the AIC1 to 0 (closed injector) so the pressure on the lower chamber is as low as possible making the car ultra pig rich.

So if my logic is correct, when you work the map on the AIC1, you have to set the duty-cycles inverse of what you would normally do. Higher duty-cycles to augment AFRs and lower duty-cycles to lower AFRs. Watch out with blowing the resistor when testing the high duty-cycles and touch the resistor ocassionaly to see if it is heating up.

FD and WUR experts...chime in!!!

[IMONBOOST]

Post pictures if possible, I gonna be doing this soon..

[smurfbus]

I wrote in the quote field

Originally Posted by IMONBOOST

I assume you are controlling the pressure on the lower chamber of the FD, lower pressure is richer and higher pressure is leaner. This would mean that if you set the map in your AIC1 to the max (open injector) and leave the factory fuel enrichment (boost line to the WUR), the car should operate as originally intended (or close to because the injector will always interfere).

This is true as mine has a lambda fuel head and now it also is logically the same. When I bought the car the lambda port was blocked

As I understand it, at the moment you are setting the AIC1 to 0 (closed injector) so the pressure on the lower chamber is as low as possible making the car ultra pig rich.

Not sure what you mean by this, zero cells = would mean no change at all. MAP is zeroed only at the lower rpms as the WUR can handle this part (except it's too FAT)

So if my logic is correct, when you work the map on the AIC1, you have to set the duty-cycles inverse of what you would normally do.

NOPE. DC means fuel taken from lower chamber so it gives more fuel to the injectors

Watch out with blowing the resistor when testing the high duty-cycles and touch the resistor ocassionaly to see if it is heating up.

The new 25W 10ohm resistor should easily handle all the heat even on 100DC

FD and WUR experts...chime in!!!

I will block the boost line to the BL WUR as it can't handle the FAT midrange even with my releif valve restricting the boost until 7psi? I would have liked to keep some mechanical enrichment as a safety measure.

So maybe help on how to set the correct MAP for the injector but I haven't read anyone doing it this way before so It's just like tuning a standalone fueling vise now. Trial and error until AFR is the good enough for my standards.

Thanks for your opinions and sparring

[smurfbus]

I'll take some pics later when/if I get this working OK.

If this works this could be the inexpensive Simple_wur as you would only need the AIC (any with boost/rpm) and you possibly also get extra fueling by using the 100DC lambda feature that IIRC the 964t had. Even more fuel can possibly be had if using the andial valve in place of the lambda valve.

Anyway, there might be some unexpected downsides with this setup so let me test it first.

[IMONBOOST]

Got it.., I am subscribed, want to see how it ends up.

[smurfbus]

Some strange behavior:
WUR boost line blocked did not get rid of the FAT midrange? Then I uploaded a zero MAP and it was almost like before which was a good thing. Too bad I can't log rpm as the logs are pretty impossible to diagnose so quick peaks to gauge is needed.

Innovate support want's me to send the LM-1 back to states for repair on my dime even though I only asked which component on the C16 slot that is burned is so I could just replace it.

Some iterations later I put some linearly rising values after 6psi and 5500 rpms and it felt pretty good and got rid of the sub 10 AF values. Next test tomorrow. I might need to lower the individual fuel line pressure settings if I can't get rid of the 10AF fattiness any other way. That would be ashame as the flow was almost identical on every injector and messing with the crews might change that.

[911st]

First it is best to have and AIC from split second that has a clock added to it. I forget the term Thierry used for it. I believe on my unit the injector frequency was 50 times a second instead of X times per RPM. Probably not a deal killer but I was not sure how the WUR would react at low RPM to something like a frequency of something like 9 times a second at idle. 50 times a second which is closer to what the factory runs at.

Second, if you are using it to drive the factory Frequency Valve on a Lambda Fuel Distributor, 50% duty cycle is the default rate when the O2 is unplugged. A DC below 50% down to 25% leans the AFR's, a Duty cycle above 50% up to 75% richness the AFR on the factory system. I do not know if you can go beyond this but that is the limits the factory frequency valve seems to work within.

This may not apply if you are using a non 930 FV that has a different flow rate.

Therry did not find that using the AIC to control the factory FV was able to deliver more fuel up top. I thought it would. He did find the fuel pumps were a limiting factor to gross fuel deliver. This strategy is best used for tuning the AFR's a limited amount at its best but I would probably just send a 50% duty cycle to it to lock it.

As to Impedance. I found out what the factory FV was and just had Mark at Split Second do do it that way.

I mounted my AIC on the intake manifold though it is recommended to isolate it. I think Mark said it was good to 200F but I am not sure. This was just an easy way to do it as I could pick up an RPM signal, 12v, and manifold vac easily.

I found the owner of Split Second very approachable and helpful and would recommend contacting him if you have any issues with his product's function. As to using it on CIS he kind of got it but you are on your own on that end for the most part.

[911st]

I used my AIC to drive a frequency valve to act as a bypass around the WUR so I could lower Control Pressure depending on RPM and manifold vacuum.

Fuel flows from the top of the Fuel Distribuitor to the WUR which acts as a pressure regulator, and then to the fuel return line at the FD.

I disconnected the manifold vacuum tube that ran to the WUR that triggered the boost enrichment function and ran it to my AIC.

This disabled my on boost enrichment at the WUR.

Remember, all a WUR bypass Frequency Valve bypass can do is lower control pressure and intern richen AFR's.

The WUR handles your warm up and base control pressure and AFR's. If you need to you can lean the base CO using the adjustment at the Fuel Distributor metering arm and then lower CP using your FV where needed. If there is something wrong with the health of you WUR you might be able to tune around it to a degree with you AIC/FV set up if things are not to far out of whack.

If your AIC duty cycle is set to 0% the WUR is in total control of Control Pressure. The higher your duty cycle the lower control pressure will be as this passes fuel around the WUR to lower pressure.

I found that with my CP lowered as far as possible at 6000rpm and above I was able to add about one point to my AFR's. Say about 8% more fuel. I went from about 13.2 to 12.2 at red-line. I should disclose this is on a Euro Fuel Distribuitor. Not sure an aloy lambda FD would be any different.

I also used a strategy to quickly lower control pressure with acceleration. I might run about 14/1 afr at idle and cruse but with any lowering of manifold vac that comes with acceleration I lowered CP which I felt got the metering plate moving and took my AFR's to 13/1. This improved my throttle response a fair amount.

When I got done with my tuning I had near perfict AFR's under all warm operating conditions.

[911st]

The Split Second AIC can control two injectors/frequency valves (or a boost valve).

They also can have provision for other inputs other than RPM, voltage, and manifold vac/boost. However, only these are used for the control/mapping function.

The other input leads can be used to monitor other functions like TPS angle, a wide band O2 voltage output, or other sensor function.

With this you can monitor other sensors or on and off switch operation and feed it to there data log function via a PC.

[911st]

Here is a link to Therry's great right up on using the AIC: ELECTRONIC CIS fueling & BOOST control

Here is a pic of my old set up using a Frequency Valve from an Andal Fueler:

[smurfbus]

Scheisse. This is the 3rd response to your comments so this time it's going to be short and copyed.

I use this AIC on the fuel head lambda port and I might have to go to the 50DC baseMAP if need be but the latest iteration lookend promising for midrange. Using zero baseline IMO has potential for extra fuel up top vs. the more controll over AFR line with 50DC baseline. My problem was lean up_top so I took this aproach first.

When searching I did not find any posts of which type or impedance controller would be needed but when ordering I did tell them how I was going to use it. Not sure how the clock thing affect the operation?

How do you setup the AIC to control a boost valve with the other MAP? Boost control is not needed right now but maybe in the future.

[911st]

I had the same belief about using the AIC on the lambda valve to get more fuel up top.

I encourage you to try and see if you can document any improvement over just lowering control pressure using a bypass frequency valve around the WUR.

Check out the link above. I think we might have discussed how Therry tested this. It just did not seem to make a difference up top for some reason. His Fuel Distributor also did not respond to increasing System Pressure as expected.

That is until he went with a higher spec fuel pump.

The Boost Valve is also discussed in his post. It is basically just another frequency valve that it hooked to the wast gate instead of a normal manual boost valve. All the 944T, 993TT's, and most modern turbo cars use electronic control and mapping of boost.

This has potential for a more substantial power increase before the TQ peak range and pulling back boost to live within any fueling, intercooling, turbo effecency range, or other ceiling you might have. Think something like 1.2 bar in the low rpm range, 1 bar at TQ peak, and .8 red line.

[911st]

If you are just using the AIC for the Lambda Valve and do not plan to use it to drive a FV bypass, you can use the second injector driver to run a solenoid valve to block boost to the WUR to delay boost enrichment. Just input the values for a 0 or 100% duty cycle for off or on.

This would let you block any over rich on first boost condition if needed. Then you could use your Lambda Valve to taper fuel in with boost and later open the boost enrichment circuit when needed at later rpm.

This approach might just work with a HF fuel distributor, if the Lambda Valve is left in place, to re-tune the AFR ratios instead of using an adjustable WUR and to delay boost enrichment until needed instead of using an MSD rpm switch.