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#1
March 4th 2010, 17:21
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Quote:
Trust me, its no fun when you have set the overboost (your 'highest boost you will ever want to run') on 1,6 bar/24 psi and repeatingly the ecu cuts out your ignition violently at 1,6 bar (24 psi) whilst trying to run 18/20 psi. Its either wastegate boost or overboost cut-out. The window is simply too small. This turbo EASY goes to 2 bar/30 psi on my motor in just a few hundred rpm. It already overshoot to 1,8 bar/26 psi. Áll this is NOT funny I can assure you. How the engine has survived all the violent cut-outs still surprises me. So, you see, getting an 'attainable boost' really is not my problem  .Quote:
I really like DTA and it has one of the most advanced PID control algoritms on the market or so I understood, but personally I haven't seen anyone get i working properly, not even the professionals on the DTA-forum... So, good luck Paul and let me know when you have succeeded, then I would really bow my head to you 
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#2
March 5th 2010, 08:57
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HI Wally,
I think you misunderstand me a little. You only run this test once, and this is only to tell you how the boost rises against RPM. At 4000rpm you can easily attain 1.6 bar, but at 1500rpm you will struggle to make 0.5bar, 2000 maybe 1 bar. If you set the DTA demand curve at a higher boost pressure (ie 1,6 bar at 2000rpm) than the engine can attain then the controller will wind up, so then it is to slow to open the valve which causes the overboost. With its single calibration for P I and D I doubt the DTA can be made to work to do everything. I personally would only initially use it to try to eliminate wastegate creep. I don't know what makes it particularly advanced, but from the available calibrations it looks extremely simple to me. For the PIDs I work with, we tend to have 10x10 maps with additional multiplication maps to make them work correctly. If you have the means then a standalone boost controller would definately be an easier route with more likelyhood of success.
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#3
March 5th 2010, 12:31
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 See your point now and I agree, after two years of trying, I think a aftermarket ebc would be best also.
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#4
March 5th 2010, 15:15
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So, in absense of an ebc, I just deleted all settings and ran on wastegate today at our first trackday of the year. Its was COLD!
Track was partly covered in ice we we arrived early in the morning... First session was a wet track, the 2 session afterwards were dry. Yesss! Had great fun doing easy laps driving/learning the lines. New rear brakes bedded in nicely, but fronts still block first. Maybe also semi's up front as a next tire choice. Still with the old struts, and the thicker rear torsion bars get my thumbs up! All in all a good test day :-) http://www.youtube.com/watch?v=Tq_m04LZreM  
Last edited by Wally; March 5th 2010 at 16:12.
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#5
March 5th 2010, 17:16
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You've bin very busy Wally, well done
 Wish my car was ready for track day's. Hope to drink some Hertog jan with ONN again this year. Paul.
__________________
If some is good and more is better, then too much should be just about right!
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#7
March 5th 2010, 18:22
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You've made me jealous! I've got to wait till the end of this month to attack Laguna Seca. The bug won't be ready by then, but at least I can get on the track!
Looks like you had a lot of fun, are you thinking about adding dual master cylinders and a balance adjust feature? Jason
__________________
If I could just get paid for my sleepless nights.... 1960 VW Bug UBRDUB Walkaround 1st Drag Run Dyno Run Oval Ragster-'57 Rag/'04 Boxster S
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