nAst1: Progress and Concepts Thread

[pocket-rocket]

Good to see you around again Brian

I'll second that

[SappySE107]

Good to see you around again Brian

[brian89gp]

Independent baro sensor. Waste of an a/d channel but here for reference. (unless you have spare ones, then why not)

Take note that the BARO sensor is on the original MAP a/d of #$30 and the new MAP is on the original a/c transducer a/d of #$00


stock:
F1E1 ..............bunch of stuff

F27C


modified:
F1E1 ldaA #$30 ;a/d channel
F1E3 call LFD5D ;a/d read routine
F1E6 staA BARO
F1E8 clra
F1E9 staA L01F4
F1EC ret
F1ED-F27C nop

[brian89gp]

The BPW boost multiplier. I would not suggest doing it this way. Extend the VE table to 2/3 BAR, perhaps 32 cells wide, and do all the boost fuel tuning in the VE table itself. Provided here only for reference.



stock:
B7D7 @1 stD L008F
B7D9 stD L0159
B7DC ldaA CTS2


modified:
B7D7 @1 call LFE4A ;F77 table addition
B7DA nop
B7DB nop
B7DC ldaA CTS2

FE4A stD L008F ;bpw
FE4C ldX #$9620 ;F77 table
FE4F ldaA L014C ;2 bar variable
FE52 ldab #$79 ;offset to start at, $80 = half
FE54 call LF6FC ;2d tbl lookup
FE57 ldX #$008F ;bpw
FE5A call LF7F8
FE5D lslD
FE5E stD L008F ;bpw
FE60 stD L0159
FE63 ret


The BPW table is located at #1620 in the binary file, it is a 1 column x 11 row table. The rows are 100kpa to 200kpa in 10kpa increments.

[brian89gp]

2 BAR spark table
stock:
A0B1 ldaB MAP3
A0B3 ldX #$8129
A0B6 ldaA NL_RPM_INDEX


modified: (notice it is using L014C variable now) This is messy and doesn't need a call anymore, it was legacy from previous versions when I had 2 MAP sensors running at once.
A0B1 call fe27
A0B4 nop
A0B5 nop
A0B6 ldaA NL_RPM_INDEX

FE27 ldaB L014C ;2bar var
FE2A ldX #$8129 ;spark table
FE2D ret


The kpa scale is roughly this now: 10,21,33,45,57,69,81,93,105,116,128,140,152,164,17 6,188,200

[brian89gp]

2 BAR MAP sensor (notice I reused L014C from the a/c sensor) The idea is you have your stock 1 BAR value, then you have your 2 BAR value. Everything uses the 1 BAR stock, you change the tables you want to use the 2 BAR (L014C)

stock:
9907 ldaA #$30 ;load a/d channel
9909 call LF04E ;a/d read routine
990C staA MAP ;store result
990E staA L0054 ;store result

the others are similar, just a different a/d routine is called


modified: (due to legacy, the 2 BAR MAP sensor is on the a/c sensor pin, #$00 instead of #$30
9907 call FE2E ;jump to routine
990A nop
990B nop
990C staA MAP ;store result
990E staA L0054 ;store result

9CC9 call FE2E
9CCC nop
9CCD nop
9CCE staA MAP

C51E call FE3C
C521 nop
C522 nop
C523 staA MAP



FE2E ldaA #$00 ;a/d channel
FE30 call LF04E
FE33 staA L014C
FE36 ldaA L014C ; load 2bar
FE39 cmpA #$7E ; see if it is 1 or 2 bar
FE3B bcs @+3 ; if <7A then jump (1 bar)
FE3D ldaA #$FD ; else load max 1 bar value
FE3F ret
FE40 ldaA L014C ; if 1 bar
FE43 lslA ; multiply by 2
FE44 ret

FE45 ldaA #$00
FE47 call LFD5D
FE4A staA L014C
FE4D ldaA L014C ; load 2bar
FE50 cmpA #$7E ; see if it is 1 or 2 bar
FE52 bcs @+3 ; if it is 2 bar
FE54 ldaA #$FD ; load max 1 bar value
FE56 ret
FE57 ldaA L014C ; if 1 bar
FE5A lslA ; multiply by 2
FE5B ret

[brian89gp]

This post and everything below are for BHAK/BCFA $DF


The dummy $4b value came from running the car and looking at the normal pressure value. Took that and hard coded it.


delete the AC pressure transducer
stock:
C720 @2 ldaA #$00
C722 call LF04E
C725 staA L014C
C728 ret

D067 ldaA L014C
D06A cmpA #$D0

E74B ldaB L014C
E74E cmpB 226, X

F0BB @2 ldaB L014C
FOBE cmpB 0, X


modified:
C720 01 @2 nop
C721 01 nop
C722 01 nop
C723 01 nop
C724 01 nop
C725 01 nop
C726 01 nop
C727 01 nop
C728 39 ret

D067 86 4B ldaA #$4b
D069 01 nop
D06A 81 D0 cmpA #$D0

E74B C6 4B ldaB #$4b
E74D 01 nop
E74E E1 E2 cmpB 226, X

F0BB C6 4B @2 ldaB #$4b
F0BD 01 nop
FOBE E1 00 cmpB 0, X

[brian89gp]

Found this nice tidbit:

http://www.diy-efi.org/pipermail/gmecm/2006-April/001689.html

And then this:

http://www.diy-efi.org/pipermail/gmecm/2006-April/001691.html

Too bad his website is no longer up. Thank god for the way-back machine though.

http://web.archive.org/web/20050321021500/http://home.cc.umanitoba.ca/~umfreedd/index_files2/ecm.html

[brian89gp]

Apologize if any of this was addressed. This is a long post to take in at once and I might have missed some stuff.

-use the 5V MAF's that everybody else except for GM uses. Many more options and a 5v signal is probably easier to scale then a frequency

http://www.sr20forum.com/technical-information-library/149465-maf-size-part-s-whp-output.html

-drop the boost multiplier idea for the VE/spark table. The tables themselves are more then capable of handling it and those values are redundant
-use a single MAP

I got the 2 BAR MAP code for you that I did a while back for $DF. Might be good for comparison purposes. Ran it for over a year with boost so I know it works. I got it work fine with a single 2 BAR MAP, thus saving the A/D channel for other purposes.

IIRC, i put an updated version of the enhanced 8F code on the TGPforums a while ago, it probably is a little more stabile than the one i sent you a while ago, you might want to look into it.

also: here is nAst1 1.05, check the release notes people, lots of hidden info. i don't have all of the mode 4 stuff tested yet either, but just be careful with the ones that sound like they could cause issues, like commanding 5* ATDC spark advance, stuff like that. i'll have to document that later.

I did get 1.05 from you and am currently doing a desktop calibration of the VE tables to try out on the car soon. I'd probably be a little scared to run all out with it at this point.
I finally got the driveablility problem under boost figured out. I suspected spark blow out but didn't know why. Once I realized the very same motor had run 7 psi detonation free with 212 deg inlet temps on mid grade fuel and a poor tune I knew I shouldn't be having problems with 180 degree inlet temps, on 93 octane, a decent tune and alcohol injection.

When I compared an old tune in TP5 I realized the undiagnosed bad knock sensor had caused me to chip away at boosted timing to the tune of as much as 9 deg and it was when those spots were hit abruptly the sudden delay in ignition was probably allowing the spark to be drowned out as AFRs were dipping into the low 9s and has gone as low as 8.

Since that was cleared up the car is running like mad and although it's still in the car the alcohol has not been necessary for 10 psi but is set to come on at about that point where a slight drop in power is felt because I have a pre and post turbo nozzle. The post turbo nozzle is placed after the air temp sensor so the apparent ~30 deg drop in inlet air temps at 11 psi are the result of the pre turbo nozzle.

Timing has been brought to within about 3 deg of the original timing at 7 psi but after that is about 5 deg lower because initially the engine had twin turbos and wastegates with 7 psi springs and wasn't intended to see more than that at the time. Now a single 35 mm 7 psi wastegate can't handle the boost bypass so the engine has climbed accidently into the 12 psi range without a lick of detonation. Fortunately I anticipate the problem and setup the boost multiplyer and spark table to accomodate this which they have done.

The car has run very strong since the problem was resolved and what's left to do now is get on it with the cam retarded. I sent you a message a while back explaining that when I activate the VVT module the exhaust note mellows out a little more and the tone drops a little and the AFR drops about .4 while idling. Hopefully a positive difference can be felt under boost. I have to finish wiring in the Zeitronix WB unit so that I can use the logic circuit to activate the VVT at around 4000 rpm. I'll make a trip to radio shack for a 5 volt relay to set it up.

You've been more than a great help. Appreciate it.

[robertisaar]

IIRC, i put an updated version of the enhanced 8F code on the TGPforums a while ago, it probably is a little more stabile than the one i sent you a while ago, you might want to look into it.

also: here is nAst1 1.05, check the release notes people, lots of hidden info. i don't have all of the mode 4 stuff tested yet either, but just be careful with the ones that sound like they could cause issues, like commanding 5* ATDC spark advance, stuff like that. i'll have to document that later.

two things:

sorry for taking so long to answer Dave, but if you want RPM to be the compare done to 34A, then in the TP hex editor(or any other you might use) change DDFF(5DFF) to $62 for RPM X 25(if you shift under ~6400) or $76 for RPM X 50. you can safely draw up to ~1 amp with that circuit, wouldn't try drawing any more than that, i've tested 1.5 amps for short periods of time without issues, but i wouldn't push it.

also, bugfix version coming VERY soon, i actually didn't realize i had two serious issues, one with the idle VE table, another with the 5200-8400RPM spark table. i have quite a changelog for this release, unfortunately i don't have it 100% tested yet, so no release ATM.

I just discovered you sent me a nast1 version of the 8F code. I believe I was distracted by the problem I was having at the time that has since been corrected. Is there anything special I need to do to start working with it as I don't see any flags available to select the extended/ported tables and disable the original table to avoid any conflicts.

[robertisaar]

two things:

sorry for taking so long to answer Dave, but if you want RPM to be the compare done to 34A, then in the TP hex editor(or any other you might use) change DDFF(5DFF) to $62 for RPM X 25(if you shift under ~6400) or $76 for RPM X 50. you can safely draw up to ~1 amp with that circuit, wouldn't try drawing any more than that, i've tested 1.5 amps for short periods of time without issues, but i wouldn't push it.

also, bugfix version coming VERY soon, i actually didn't realize i had two serious issues, one with the idle VE table, another with the 5200-8400RPM spark table. i have quite a changelog for this release, unfortunately i don't have it 100% tested yet, so no release ATM.

[Superdave]

are you sure the stock shift light tables would be sufficient? IIRC, they only go to 5000RPM.

i imagine i could impliment a "track only shift light" option that would only be used when near WOT. if you have roughly the same desired shift RPM for every gear change, that would be even simpler to code, since N/V ratios wouldn't need to be setup/checked.

the only problem is finding a suitable output to use. obviously, there would be no reason to use a PWM output for a light.

7727 equivalents: A13, A18 and D2 are the only free outputs in a normal A1 car.


A13 is a digital on/off that is normally unused, only the 90-earlier cars that are converted to $A1 use it for the low coolant light or if F31 trans is selected, shift solenoid B.
A18 is a PWM output, used for AIR divert on manual trans cars or shift solenoid A if F31 trans is selected.
D2 is a digital on/off, Ludis listed it as a relay circuit, no idea why, but it is wired a bit differently than the quad drivers, shouldn't make a difference though.

so, i would recommend D2(A2 on a 7730). i'm not sure how to access it yet though, never looked into that one yet.



side-note: i have the algorithm $EE uses to make a 16 bit grams/sec value from MAF frequency 100% decoded.

What about using the CCP pin F7?

 0348        FE    254 KCCPTM         254 SEC    IF ENGINE RUN TIME <= THIS DISABLE CCP
 0349        A0    160 KCCPTMP         80 DEG C  DISABLE CCP IF COOLANT < THIS
 034A        01      1 KCPVST1        0.3 MPH    ENABLE CCP IF MPH >= THIS (CCP OFF)
 034B        0F     15 KCCPTPSU         6 %      ENABLE CCP IF TPS >= THIS (CCP OFF)
 034C        0C     12 KCCPFLWH         3 GM/SEC ENABLE CCP IF FLOW > THIS (CCP OFF)
 034D        00      0 KCPVST2          0 MPH    DISABLE CCP IF MPH < THIS (CCP ON)
 034E        05      5 KCCPTPSL         2 %      DISABLE CCP IF TPS < THIS (CCP ON)
 034F        04      4 KCCPFLWL         1 GM/SEC DON'T DISABLE CCP IF FLOW > THIS
 0350        0B     11 KCCPCOEF        11 COEFF  FILTER COEFFICIENT FOR CCP DC
 0351        04      4 KCPMULT        1.6 %      INC CPMULT BY THIS EVERY SECOND IF PURGE ON
 0352        01      1 KCPMULTA       0.4 %      DEC CPMULT BY THIS EVERY SECOND IF PURGE OFF
                                                 AND CPMULT > KCPMULTL
 0353        80    128 KCPMULTL        50 %      LOWER LIMIT FOR CPMULT DECREMENT (SEE KCPMULTA)

If we could change 34A to RPM, we could use 34B to keep it off unless you are above 70% throttle, the rest could be adjusted accordingly...

[robertisaar]

i have normalized MAP being displayed in the datastream, since that is what is used for the majority of the lookups, scale of .3125 per bit with an offset of 20 kPa. you're probably used to seeing raw MAP values, which usually have been lower than normalized MAP from what i've seen. the wife's GP idles around ~38kPa normalized.

anybody got a 9396 and a MAF with a reasonable size for their motor? i have some code roughed out, but i need someone to confirm the period to Hz calculation is correct before i can write out the Hz to Grams/sec code and then the grams/sec to grams of air per cylinder code, and then finally the grams of air per cylinder to a pulsewidth code. in $2E, the MAF value is updated every reference(3 times per revolution on a V6) pulse using what would normally be the VATS circuit on a 9396. since no 9396 equipped vehicle ever had VATS from the factory, i can use ~90% of the 2E code, then just use the EE Hz to Grams/Sec code.