VEMS-omadused
See on võimalus pihustite kontrollimise parandamisel, töötab vaid kõrgeoomiste pihustitega.
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Väike lisafeatuur VEMSile: PDACockpit. Võimaldab pihuarvutil mootori tööparameetreid näha. Hea alternatiiv AIM Sportsi jt poolt pakutavatele dashi-lahendustele.
Utiliiti saab alla laadida siit: http://www.vems.hu/download/v3gui/pdacockpit/
Ja juhised kasutamiseks saab siit: http://www.vems.hu/wiki/index.php?page=PdaCockpit
Utiliiti saab alla laadida siit: http://www.vems.hu/download/v3gui/pdacockpit/
Ja juhised kasutamiseks saab siit: http://www.vems.hu/wiki/index.php?page=PdaCockpit
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Peaks kasutama küll, M20 ja M30 mootorid igatahes kasutavad.
M50-le on mõtet ka PnP VEMSi panna, kuna vaid WBo2 jaoks tuleb lisajuhtmed vedada.
M50-le on mõtet ka PnP VEMSi panna, kuna vaid WBo2 jaoks tuleb lisajuhtmed vedada.
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Esiteks ei maksa ta kaks korda rohkem, vaid tavaline VEMS maksab max u 600 eur, siis see on 888 eur.
Miks see nii on? Sellepärast, et mugavus ja aeg maksavad ka midagi ja seepärast on korraliku juhtmestikuga autole seda mõistlik soetada.
Miks see nii on? Sellepärast, et mugavus ja aeg maksavad ka midagi ja seepärast on korraliku juhtmestikuga autole seda mõistlik soetada.
http://www.facebook.com/vemsporsche" onclick="window.open(this.href);return false;
http://www.porsche-foorum.org" onclick="window.open(this.href);return false;
http://www.porsche-foorum.org" onclick="window.open(this.href);return false;
EiKaroK kirjutas:Ega VEMS'ile ei ole vahepeal veojõukontrolli tulnud ?
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Kui tahad, et töötaks ilma takistiteta madalaoomistega, pead tellides flybacki tüübiks valima "power flyback".Aare kirjutas:selline rumal küsimus, kas Vemsi'ga on mingit vahet, kas madala- või kõrgeoomilised pihustid?
või tuleb toime mõlemaga?
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Viimase paari firmware uuendusega tulid VEMS'il juurde ja/või täiendati suhteliselt olulised featuurid.
Mõned näited:
•individual cylinder fuel pulsewidth adjustments
◦multiplicative: most effect at high load. Greater or less than 100% allowed. Can be used to compensate slight deviations in flowrate, or cool the 5th cyl of a BMW I6 a bit (the hottest and most sensitive of all, closest to detonation point)
◦additive: Most effect at low load / idle. Before tuning a new engine, set it to 52 usec so individual shortening can be applied too. (After upgrade use 0-12 usec for compatibility)
•individual cylinder ignition sparkadvance trimming: Decreases spark advance for each cylinder with a given amount (default 0).
•tach_div=1..5 can be used for non 50% duty for special tachometer gauges (some Nissan?).
◦Lower than 50% normally, but you can invert the output.
◦Output active and inactive for N and 32-N units of time
◦It follows that for example tach_div=4 means 4/32 = 12.5% duty
•up to 3 anytrim inputs, that can apply adjustment to fuelpw, lambdatarget, boosttarget, boostpwm and ignadv. Turn the feature off unless you really know what you are doing.
•Trailing spark support for any trigger (except fiatstilo/subaru "shortgaptrigger"), usually InputTrigger/RotaryTrigger as in Mazda Wankel engines
◦reftooth=128 means time from the same tooth as the previous event, just with some delay ("trailing spark"). The exact delay is configurable in function of RPM. See InputTrigger/RotaryTrigger
•HALL dirac filtering. config12 bit7 and bit6
◦Can filter very short spikes on HALL trigger input (usually from capacitive coupled noise from ignition wires - also depends on harness arrangement).
◦only enable it for low toothcount HALL trigger, if the pulse after the chosen edge is min 10 crankdegree long (or min 180 usec) and if you have mysterious trigger errors that you cannot get rid of, even with properly shielded trigger cable.
* communication protection against unauthorized (write / read) access if user enables. Serialnum dependent password is needed for communication. Request password for the given serialnr when ordering.
Mõned näited:
•individual cylinder fuel pulsewidth adjustments
◦multiplicative: most effect at high load. Greater or less than 100% allowed. Can be used to compensate slight deviations in flowrate, or cool the 5th cyl of a BMW I6 a bit (the hottest and most sensitive of all, closest to detonation point)
◦additive: Most effect at low load / idle. Before tuning a new engine, set it to 52 usec so individual shortening can be applied too. (After upgrade use 0-12 usec for compatibility)
•individual cylinder ignition sparkadvance trimming: Decreases spark advance for each cylinder with a given amount (default 0).
•tach_div=1..5 can be used for non 50% duty for special tachometer gauges (some Nissan?).
◦Lower than 50% normally, but you can invert the output.
◦Output active and inactive for N and 32-N units of time
◦It follows that for example tach_div=4 means 4/32 = 12.5% duty
•up to 3 anytrim inputs, that can apply adjustment to fuelpw, lambdatarget, boosttarget, boostpwm and ignadv. Turn the feature off unless you really know what you are doing.
•Trailing spark support for any trigger (except fiatstilo/subaru "shortgaptrigger"), usually InputTrigger/RotaryTrigger as in Mazda Wankel engines
◦reftooth=128 means time from the same tooth as the previous event, just with some delay ("trailing spark"). The exact delay is configurable in function of RPM. See InputTrigger/RotaryTrigger
•HALL dirac filtering. config12 bit7 and bit6
◦Can filter very short spikes on HALL trigger input (usually from capacitive coupled noise from ignition wires - also depends on harness arrangement).
◦only enable it for low toothcount HALL trigger, if the pulse after the chosen edge is min 10 crankdegree long (or min 180 usec) and if you have mysterious trigger errors that you cannot get rid of, even with properly shielded trigger cable.
* communication protection against unauthorized (write / read) access if user enables. Serialnum dependent password is needed for communication. Request password for the given serialnr when ordering.
http://www.facebook.com/vemsporsche" onclick="window.open(this.href);return false;
http://www.porsche-foorum.org" onclick="window.open(this.href);return false;
http://www.porsche-foorum.org" onclick="window.open(this.href);return false;
Re: VEMS-omadused
Seoses peatse vems-i omandamisega tekkis selline küsimus, et kuidas toimub antud süsteemiga VVT juhtimine. Nimelt on tegemist V mootoriga, ning on tarvis liigutada mõlemat sisselaske nukka võrdselt (vajalik 1x progetav väljund või 2?) Juhtimine toimub siis PWM-iga. Mis asja minujaoks natuke ebaselgeks teeb on see, et originaalis on mõlema sisselaske võlli otsas halliandurid tagasiside jaoks, et kas ikka on nukad õiges asendis aju poolt keeratud, kuid kuidas nüüd VEMS reageerib sellele, kui nukka keerates "liigub" ka nö hallika asend kaasa, st kas secondary triggeri jaoks on tal miskine suurem +/- vahemik või siis antud juhul peab kasutama ainsana vända triggerit?
Täpsustuseks siis veel niipalju, et Primary on VR 60-2 trigger,secondary nagu juba öeldud 2x hall. Süüte poolepealt 8xCOP aktiivpoolid ja soov oleks kasutada ka Seq. pritse võimalust.
Täpsustuseks siis veel niipalju, et Primary on VR 60-2 trigger,secondary nagu juba öeldud 2x hall. Süüte poolepealt 8xCOP aktiivpoolid ja soov oleks kasutada ka Seq. pritse võimalust.