"AE86, 4.5AG, 4-slot, Haltech fully-converted, engine started, it…
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작성자 ulgp9X 작성일24-10-26 21:44 조회50회관련링크
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AE86, 4.5AG, 4-slot. Fully computerized using a Haltech Elite 1500.
The harness production is almost complete.
Improvements have also been made to the battery area.
A control harness has been produced to control the air conditioner compressor and idle up using ISCV.
It looks neater now.
It was originally beautifully made, but since it was controlled by the original ECU, it was built using the engine harness from that time, so by completely refurbishing it, we can streamline things in many ways, and by integrating the control, it will be easier to build harnesses.
I only really want the original coupler area and the wiper control harness, so I will disassemble the original harness.
Well, this time I will use TechArt's direct ignition coil kit, but I didn't have time to get it, so I installed a temporary direct ignition coil for the time being.
Here we go♪
For the time being, the load axis is set to "Throttle position opening/load" for the provisional data.
That's because the cam is 264 in/ex and the valve is quite weak.
When you open the throttle a little with 4-throttle, the atmospheric pressure is stuck, so the usable area of the fuel map is extremely small.
So by changing the load axis to "Throttle position opening/load (TPS/Load)", it becomes a hybrid control of negative pressure control + throttle position control.
It's not a simple throttle control formula. The manifold pressure is also incorporated into the formula.
Idling stability and a "smooth" feeling at low loads. And the response that only a throttle control formula can provide. Haltech's comprehensive formula, calculation power, and processing speed are incredibly sharp, and enable highly stable control. 。 。 。 。 。 。 The strongest (*˘︶˘*).｡.:*♡
Furthermore, when it was brought in, it had evolved from the simultaneous injection injector control method based on the OEM control to full sequential control, which gave it a sharp and delicate engine feeling♪
The evolution to a crankshaft crank angle sensor + direct ignition gave it a strong ignition and flame without any blurring.
I only changed the map so that it could run for about 3 minutes (really).
I think this idea is pretty good, even for me.
By the way, when I saw the BP-ZE engine of the Roadster NB at Car's, I thought, "Hmm..." Looking at the slide pulley for BP made by Toda Racing...
Hmm, I see...
So...
Looking at the slide pulley made by Toda Racing for 4AG...
Hmm, this works.
So I made a cam angle sensor.
By the way...
If it has the same structure, the same idea can be applied to almost all car models. Honda's B type too (^^)
Of course, it is based on the crankshaft type crank angle sensor.
Probably the owners are the ones who are most surprised and happy to see the video on this blog (^^)
You can definitely see the drastic change even from the video ♪
I will continue working on it.
Leave it to me...
For all inquiries, please contact us.
The harness production is almost complete.
Improvements have also been made to the battery area.
A control harness has been produced to control the air conditioner compressor and idle up using ISCV.
It looks neater now.
It was originally beautifully made, but since it was controlled by the original ECU, it was built using the engine harness from that time, so by completely refurbishing it, we can streamline things in many ways, and by integrating the control, it will be easier to build harnesses.
I only really want the original coupler area and the wiper control harness, so I will disassemble the original harness.
Well, this time I will use TechArt's direct ignition coil kit, but I didn't have time to get it, so I installed a temporary direct ignition coil for the time being.
Here we go♪
For the time being, the load axis is set to "Throttle position opening/load" for the provisional data.
That's because the cam is 264 in/ex and the valve is quite weak.
When you open the throttle a little with 4-throttle, the atmospheric pressure is stuck, so the usable area of the fuel map is extremely small.
So by changing the load axis to "Throttle position opening/load (TPS/Load)", it becomes a hybrid control of negative pressure control + throttle position control.
It's not a simple throttle control formula. The manifold pressure is also incorporated into the formula.
Idling stability and a "smooth" feeling at low loads. And the response that only a throttle control formula can provide. Haltech's comprehensive formula, calculation power, and processing speed are incredibly sharp, and enable highly stable control. 。 。 。 。 。 。 The strongest (*˘︶˘*).｡.:*♡
Furthermore, when it was brought in, it had evolved from the simultaneous injection injector control method based on the OEM control to full sequential control, which gave it a sharp and delicate engine feeling♪
The evolution to a crankshaft crank angle sensor + direct ignition gave it a strong ignition and flame without any blurring.
I only changed the map so that it could run for about 3 minutes (really).
I think this idea is pretty good, even for me.
By the way, when I saw the BP-ZE engine of the Roadster NB at Car's, I thought, "Hmm..." Looking at the slide pulley for BP made by Toda Racing...
Hmm, I see...
So...
Looking at the slide pulley made by Toda Racing for 4AG...
Hmm, this works.
So I made a cam angle sensor.
By the way...
If it has the same structure, the same idea can be applied to almost all car models. Honda's B type too (^^)
Of course, it is based on the crankshaft type crank angle sensor.
Probably the owners are the ones who are most surprised and happy to see the video on this blog (^^)
You can definitely see the drastic change even from the video ♪
I will continue working on it.
Leave it to me...
For all inquiries, please contact us.