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Hi spencer, I cross fingers for the next weekend!
Old 05-28-2018, 08:02 AM
  Pelican Parts Catalog | Tech Articles | Promos & Specials    Reply With Quote #1041 (permalink)
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Steady progress through the week in preparation for this weekends activities.

Great evenings work tonight; most important thing was to get the oil circuit primed and make sure we have no leaks. And that we get oil pressure, of course. Removal of the lower plugs in order to give the starter motor an easier time, and then a video call into Chris, who very kindly witnessed the first cranking of the motor, live from Blighty. It's a good job he warned me that it will take a good 20-25secs of cranking (2x 15sec pulls, no longer), to get the oil pressure needle off the bottom of the gauge; I know I've done this before, but paranoia is at play, and knowing that the time it's taking to get oil pressure up was very reassuring.

Great news, we have just under 2bar of pressure at (faster than usual) cranking speed. A thorough check under the engine and in the engine bay, and I can't see any leaks. Looking good, but not counting my chickens just yet.

Next job, to fill the water cooling system. Good news there as well, no leaks! Again, I'm not home and dry yet; coolant has only filled as far as the electric pump, including the cooling matrix, but there's quite a few joints that are now "wet", so pretty happy that it's not weeping from anywhere.

The plan for the weekend has changed a little; Simon (wiring) is now coming along tomorrow to perform a systems check, make sure we can see all the sensors, etc. Sam is still coming along on Sunday to build a base fire-up map, start the engine and do some "snagging", make sure there aren't any silly problems before we book dates on the dyno.

It's moving along...
Old 06-01-2018, 04:34 PM
  Pelican Parts Catalog | Tech Articles | Promos & Specials    Reply With Quote #1042 (permalink)
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Quote:
Originally Posted by Pat RUFBTR View Post
Hi spencer, I cross fingers for the next weekend!
Thanks mate! Fingers, toes, your families fingers and toes....heck, even your neighbours please, I'll take double doses of lucky tablets as well
Old 06-01-2018, 04:37 PM
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Originally Posted by Spenny_b View Post
Thanks mate! Fingers, toes, your families fingers and toes....heck, even your neighbours please, I'll take double doses of lucky tablets as well


The message passed them Spencer, everything goes well take place! :R
Old 06-02-2018, 12:49 AM
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Old 06-02-2018, 04:08 AM
  Pelican Parts Catalog | Tech Articles | Promos & Specials    Reply With Quote #1045 (permalink)
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^^^ Not quite, as it turned out. Although your new found use of GIFs did make me chuckle Mr C!

Right, some slight alterations in the plan for last weekend meant Simon and I were doing harness and sensor checks on Saturday morning, entering the various parameters for (most of) the sensors dotted around the car. We identified a few strange things, like the ECU not powering down as you'd hope, but nothing that should've stopped the car from firing up on Sunday. Checks done, and I dashed off to the races for a mates 40th birthday. Very pleasant it was too, English countryside on a perfect summers day, gloriously Pimms O'Clock.

Sundays agenda was then for Sam to come and play with the system, build some initial maps and see if we can get her to fire up. I have to confess, if ever there was a good use case for for the tag #mindblown, then this was it. Another incredibly clever guy, it was like having an 8hr masterclass in calibration theory. And quantum Physics (joke). Although I absolutely "got" the concepts, there's not a chance that much of it has stuck in the grey matter!

It was during this time that it became very apparent just how good, and capable, the Syvecs unit is. I honestly hadn't quite appreciated this, not knowing quite what the background to Life Racing is (ex Pectel, sold to Cosworth, then went to develop engines - AER - then needed an electronics arm to control them, hence Life Racing). Then understanding where Syvecs have come from with their OEM partnership with Life Racing...all very interesting. To me, at least.

Very reassuring to witness some of the intricate rules Sam has written that are now part of my calibration file, making absolutely sure that if there's anything untoward with the parameters that the ECU is seeing, it will cut the engine....way quicker than anyone could monitor from the cabin. However, it's not just a case of "if Oil-T = < xx C then kill engine", we're able to also build additional conditions (arguments) that specify a time element, that for example would cater for hot engine being shut down (ie fuel stop) and then needing to restart some short period later, perhaps catering for heat soak. I'm sure that makes no sense whatsoever, and it's only meant to be illustrative (it's also my poor interpretation and exhausted brain)...needless to say, it has it's roots very much in motorsport levels of robustness. Aerospace grade components used throughout with wider heat tolerances than off-the-shelf components, code written by the same guys who code the Life Racing range. Sitting adjacent to Sam in the office, in fact.

The successful calibration between the throttle position pot, and the eGas throttle body, was completed; Sam being particularly happy with how accurate that has turned out to be. Again, he started showing me a myriad of oscilloscope trace windows (in the main Syvecs SCal interface) that were showing how much trim compensation and suchlike was needed in order to get the behaviour of the throttle body as he wanted it. Bear with me, I was struggling to even grasp the concepts of this; apparently very much in the PLD arena in terms of systems control. (#mindblown)

But....did we manage to get the engine fired up? Nope. Unfortunately not, and I have to say, I was bitterly disappointed. But, a few days later, and a little perspective thrown against the situation, and it's not all bad. In fact, a long way from that. It was a very productive days work with building the calibration, discussing the project (it's the first time that Sam has seen the car) and importantly, sorting out a plan of action.

We were hindered by an own-goal on my behalf. The bloody crank position sensor....again!

If you cast your memory back 3 years (and about 30 pages) ago to when the engine was on the dyno for Build v1.0, we had issues with picking up a signal. In our rush to just get the damn thing fired up and running-in, we changed both the sensor for an inductive type, driven by the fact that the only spare MBE 9A9 ECU which was available, was configured for inductive sensors, not hall effect (in MBE systems, its not changeable, set at a HW level; Syvecs you can use either). We never did get to the bottom of why it didn't work, and suspected perhaps a faulty ECU.

A few months ago, I decided to tidy things up with regards to the wiring; the inductive sensor we hurriedly used had about 75cm of cable attached to it, when we only needed 10cm. So I asked Simon to revert back to the HE sensor I'm using all over the car, for wheel speed and cam position; a Honeywell "1GT". I could then carry 1x spare sensor in my spares package, and be comfortable that I could change any one of 6 sensors if I needed to, and avoid being stranded.

This then caused Sam and I some massive head scratching. VERY weird traces on the ECU diagnostics. Swapped a spare sensor in its place - same result.

Chris very kindly then called us (what a legend), and guessed exactly what the problem was....the bloody 1GT sensor. In short, not suitable for 60-2 tooth flywheel resolutions. Old 964 Turbo dual mass flywheel? Possibly, less teeth, lower resolution.

So, the problem was completely of my own making, me succumbing to OCD.

At the moment, I'm waiting for a new sensor (inductive) to arrive.....I gave away the one that I *was* using to the guy who bought my old MBE ECU!! And it's no longer made by Bosch....With fortunate hindsight, Simon had run 4 feeds to the Deutch connector for the crank position; 3x electrical feeds and a screen, so no major surgery required to accommodate an inductive sensor, which obviously doesn't require a +5v feed.

So, unfortunate but nevermind....it was a productive weekend, albeit hidden inside a lovely black anodised black box, rather than vapours being pumped out of exhaust tips.

Last edited by Spenny_b; 06-06-2018 at 02:48 PM..
Old 06-06-2018, 02:45 PM
  Pelican Parts Catalog | Tech Articles | Promos & Specials    Reply With Quote #1046 (permalink)
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Spencer--

This a really instructive, informative post, that shows not only how far you have come with this project, but insight into the "reality" of sensor inputs. We like to think these are stable, constant inputs with predictable resistance ranges-- in fact, they are all over the place, influenced by EMFs, ground loops, weird transients, noise. In the analog world we just muddle through-- what do you really care if your oil pressure gauge oscillates below the level of the needle's dampening-- but in the ECU world it's GIGO-- garbage in, garbage out.

The fact that you are plugged in to a community that fundamentally understands the forces at work, and how to compensate for them, is a HUGE differentiator for the success of your project.

And for us. Carry on.
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Old 06-06-2018, 05:36 PM
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