THOR Racing Posted May 30, 2002 Share Posted May 30, 2002 I've been asked to develop the following. Would anybody here be interested in such a unit? "An RPM Switch Box" One input (RPM) A bank of four outputs (9A power drivers, enough to switch relays and drive bulbs) 4 potentiometers to adjust the RPM at which the outputs switch ON/OFF as follows... START: RPM_THRESHOLD=2700 (User configurable) WHILE ENGINE ON: READ RPM IF RPM >= RPM_THRESHOLD THEN Switch ON Output ELSE Switch OFF Output ENDIF REPEAT: END: For each of the four outputs. The idea would be to say switch the sequential control VSV on at a different RPM that at present, or be able to give you some gear shift lights, or anything really. It'll be generic, you just use the four outputs for whatever you like. Any good????? Regards Pete Quote Link to comment Share on other sites More sharing options...
GavinL Posted May 30, 2002 Share Posted May 30, 2002 I think you will need too expalin why someone would want one of these Pete e.g for what purpose. Quote Link to comment Share on other sites More sharing options...
Guest Martin F Posted May 30, 2002 Share Posted May 30, 2002 NOS!!!! Quote Link to comment Share on other sites More sharing options...
Ian C Posted May 30, 2002 Share Posted May 30, 2002 effing too right, Martin I have a nitrous kit sat in the garage at the moment, and it's too scary to comtemplate using without an automatic cutoff some 500rpm before the rev limiter. And it also ideally needs to only come in above about 4000rpm as well. So this sort of thing would be spot on! Yes please -Ian Quote Link to comment Share on other sites More sharing options...
Flipfinger Posted May 30, 2002 Share Posted May 30, 2002 Also would be useful for Mr. Jefford's back brake light I believe Quote Link to comment Share on other sites More sharing options...
Adam W Posted May 30, 2002 Share Posted May 30, 2002 Not wanting to knock Petes product *at all*, but there are dedicated nitrous controllers, including window switches (ie operating in a rev "window" as you describe Ian), progressive NO2 introduction to the engine, auto shut off at high/low boost, safety interlocks . . . everything in fact, currently available. For this particular application, it might be beneficial to use a unit designed specifically for the job in hand. Perhaps you could use Petes unit, in conjunction with the daylight sensor on the dash, to automatically lower the windows at 4000rpm+ in tunnels? Quote Link to comment Share on other sites More sharing options...
Ian C Posted May 30, 2002 Share Posted May 30, 2002 Ah, but Pete usually sells his stuff for £50 and the products you mention are a sight more than that! Perhaps it could be attached to the stereo volume --> not as daft an idea as it sounds... I'm still interested in it as a nitrous controller. I plan on getting a £200 Ford Granada to practice on -Ian Quote Link to comment Share on other sites More sharing options...
Matt Harwood Posted May 30, 2002 Share Posted May 30, 2002 This could also be used as an anti-carjacking door locking type thing... As per Clifford's autolock. How much Pete? Quote Link to comment Share on other sites More sharing options...
THOR Racing Posted May 31, 2002 Author Share Posted May 31, 2002 Well if you guys think it's worth it then I would think it would be around the £50->60 mark +VAT This is one use of it I had, NOT sure of the actual benefit, until I've tried it, but...... The Idea......... "Designing a module for adjusting the sequencing of the Supra's turbos (by intercepting the ECU signals to the VSVs and allowing RPM-based adjustment)? Some dyno plots show a power dip in between the turbo transition. One may be able to tune a Supra such that the #2 pre-spool starts at 2700rpm to smooth the powerband.(Reports from guys with AEM ECU using similar RPM control seem favourable)" The operation of the prespool..... a) At low engine speed, both the VSVs controlling the Air Intake Control and Exhaust Gas Control Values are OFF (ie. both values closed). b) When boost on #1 turbo reaches around 10psi (this number is of course where the problem stems from!), the EGCV is opened. c) Sometime after b (??), #2 turbo is brought online by the opening of the AICV. I'm not sure yet how the ECU decides this. It seems that making an RPM based system may work, but how to know when the #2 turbo is safely prespooled? ...I surpose simply having a car on the dyno and gradual adjustments until a nice smooth curve is arrived on is all that is necessary, but I guess the real challenge is knowing that the #2 prespool is working right... The idea is that on higher boost to get a smoother transition between 1 and 2 turbos but not as much lag as a true twin turbo conversion. Pete ps. Thanks to Tony Miceli (Aus MkIV Group) for your idea. Quote Link to comment Share on other sites More sharing options...
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