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Anybody who can take an ECU and reprogram it to use somebody elses sensors, injectors, etc is WAY farther along than I'll ever be. Spence
Statistics: Posted by spencyg — Wed May 23, 2007 2:49 pm
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Some systems would take the MAF (Airflow meter) and modify it's signal before the ECU, so the engine would compensate for different air flow requirements.
Piggyback ecu's work on a simiar principle, except they modify a whole range of sensors before the ecu, and they are generally a lot smarter than installing a pot, resistor, etc..
The best method by far though, is to replace the ECU with something that's programmable. Nissan ECUs are not terribly difficult to modify. A friend of mine has been hot-chipping the Silvia (SR20 Turbo) engine for years, and he actually developed a realtime reprogrammer for that particular ECU.
In Australia, a lot of Aussie made cars (Mostly Holden Commodore, GM, etc..) use a Delco ECU which can be reprogrammed very easily. These are the most common cars in Australia, and therefore all the average guy needs here is to get hold of a Kalmaker gizmo and they can reprogram any Delco ECU to suit ANY efi car. Delco ECU's are cheap at the wreckers, varying in price between $0 for old ones off an early model, most would cost around $50 and the newer ones tend to go for around $300. Compared to a fully programmable replacement ECU like Motec, Wolf, EMS, Microtech, Link, etc.... which go for $1000 to $2500ea the prospect of buying a delco and a kalmaker is very tempting.
Statistics: Posted by biggeorge — Tue May 22, 2007 6:34 pm
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Spence
Statistics: Posted by spencyg — Mon May 21, 2007 8:38 pm
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as well. On these cars the timing is set by computer, it self adjusts.
He is thinking to get this working to optimum - he will have to put an external module on the EFI to adjust things.
Glenn.
Statistics: Posted by glenn_aircooled — Mon May 21, 2007 7:02 pm
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Spence
Statistics: Posted by spencyg — Mon May 21, 2007 10:10 am
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A lot of people leave out the piggyback unit to lean off the EFI system and either end up with no economy gains or they end up with worse economy due to the o2 sensor trimming the mixtures.
MAP sensed EFI ECU's are definately the better way to do things. They are a far simpler system overall and prone to much less problems than AFMs. Also you will find fuel economy gains just in losing the AFM because the engine will be able to breathe a lot better.
Water mist injection is also spot on. What you will find is that once you are producing enough hydrogen, you will be able to trim the petrol mixture even more, and use the water injection to get rid of any pinging, you might have to retard the timing a bit too.
Good onya mate, you are on the right track.
As for diagnosing PWM boards. I made a mistake with some in the past and it's really silly.
What I did was I was thinking the output wire from the PWM was a +12v voltage, when in actual fact it was just a negative or an earth that was being switched or pulsed. So I built several of these boards thinking that I stuffed up the construction, when I was just hooking them up wrong.
Whenever I make a mistake with the wiring, or it shorts out or whatever, I usually will pop a mosfet or a transistor. Luckily they go "KABANG" and split in half, or blow holes thru the middle when they go, so it's not difficult to identify which component needs replacing. Buy several replacements and keep them handy....
Statistics: Posted by biggeorge — Sun May 20, 2007 5:52 pm
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My power system will consist of a PWM driving a toroid transformer. The hot output of the transformer will flow through a diode, and then will be wired to both the cell and a large Cap in parallel. The intent of this configuration is to harness the scaler wave which is produced when the toroid field collapses and convert it into usable potential across the capacitor. At this point I'm unclear whether the cap will act as a smoothing capacitor found on a DC power supply, or whether I'll still get pulsing at the cell. I've taken the control system with this generator too far as it is...I should have just done a DC series configuration. Its too late now, so I'm running until tackle.
Spence
Statistics: Posted by spencyg — Tue May 15, 2007 9:53 am
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At this point the engine is getting a full rebuild, though I'm not doing anything to the internals specifically for hydrogen boosting. From all of the info I've gathered, rusting isn't a problem, and there aren't any special requirements relating to compression ratio, etc.
I have a Greddy E-Manage Ultimate piggyback computer sitting on the shelf waiting to alter the stock fuel and ignition curves. This unit is sweet in that it has 2 selectable map sets, so I can have one non-boost map, and one fully boosted map. I will use this unit to provide a very lean burn condition when in boost mode. I don't know at this point what I'll be able to achieve, but I have a goal of between 17:1 and 20:1 for a mixture. Since it is FI, I will be able to provide a little fat in the fuel supply under heavy load conditions. The piggyback will also control secondary water mist fogging. I'm not concerned with actually gaining mileage with this sub-component set, but I'll get the mileage from the additional leaning I can achieve without detonation. The e-manage allows the stock MAF based system to be converted to MAP, so I'll be able to loose that stupid sensor in the airstream. Hydroxy will be injected right before the throttle body butterfly, and water mist will be injected right after the butterfly. In boost mode, the hydrogen will be always on, but the water mist will be activated by a known load and RPM condition. I hope this will reduce the water consumption...
The actual generator is nearing completion. I have had some significant trouble getting my pulse generator to operate correctly, and will probably be just throwing it in the trash. I am NOT an electronics guy. I can wire up nearly anything, but when I start burning out FET's, VR's, and the like, I get totally lost in the repair. I am looking into a pre-made unit right now which is just a PWM circuit. I was originally hoping for something that would allow the variation of both pulse width AND frequency, but given my skill set, I seem to be at the mercy of retail. This particular unit can handle 240W continuous and pulses at 4800hz. At some point I'll get a proper circuit, but for now I just need to push forward.
I'll provide more detail as it becomes available.
Spence
Statistics: Posted by spencyg — Mon May 14, 2007 11:17 am
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