Neat! Dimmable? Stage 2 should be the moving redline like the M3's, redline gets higher as oil temps come up.
Still trying to solve the electric pickup - mk1 speedo conundrum, but at least I've partially managed to integrate the electronic boost gauge and vnt status indicator into the standard mk1 revcounter. Still have to refit the original revcounter needle and mechanism to make it multifunction. works too!The solitary multicolour led is a status indicator.Solid green - RUN modeSolid red - calibration/configuration mode (when the boost gauge changes operation as a diagnostic guide)Flashing red - limp mode
Quote from: 55eta on November 26, 2009, 08:48:56 amTo sum it up the vnt is all about producing max boost at lowest rpm possible and maintaining it right through the rev range {without over boosting} regardless of load, its not about getting X amount psi at 20% throttle and X amount at 50% its all about creating your boost at low rpm and maintaining it without over boosting and the need for a waste-gate and that would lead me to believe that boost would be the key signal to the control not throttle position i.e if boost drops below your set parameters the vanes would close and if it exceeds your maximum parameters the vanes would open .It seems you miss the point of the vane control and the point of this thread. No one is trying to make a goal of producing a certain amount of boost with a certain position of the vanes. The whole basis of the VNT control in the O/E design and what I have tried to present here is to produce the optimal amount of boost to meet the current power demands up to the limits of the engine. The purpose of the descriptions of possible maps in this thread is to approximate what vane position would be necessary at a given demand for power to produce the optimal boost pressure. The O/E design is most certainly based on pedal position. The O/E design does not produce excess boost at any opportunity. Doing so hurts fuel economy, hurts performance (yup, more boost than necessary hurts power) and causes additional unnecessary wear on the turbo. The purpose of the VNT is not to always produce max boost at low rpms, but rather to be able to when the demand is there. The control parameters I described accomplish that goal most effectively. Boost will always increase with increased load even if the vanes remain stationary except in the rare circumstance such as you mention where a hill is steep enough that rpms drop off enough that there is not enough exhaust flow to maintain that pressure. Under that circumstance, with the control parameters I described, the vanes would close proportional to the amount necessary to maintain the boost at the max just like in the O/E system. With the O/E system, if you let off the go pedal, boost is not maintained @ max. Again, I would reiterate, that to close the vanes farther than necessary for the current demand for power is counter-productive in many ways and so matching the vane position to the demand for power is the purpose of the O/E design and the most effective way to both produce maximum power under all circumstances and maximum efficiency and longevity for any given power setting.
To sum it up the vnt is all about producing max boost at lowest rpm possible and maintaining it right through the rev range {without over boosting} regardless of load, its not about getting X amount psi at 20% throttle and X amount at 50% its all about creating your boost at low rpm and maintaining it without over boosting and the need for a waste-gate and that would lead me to believe that boost would be the key signal to the control not throttle position i.e if boost drops below your set parameters the vanes would close and if it exceeds your maximum parameters the vanes would open .
Reg - in laymans terms does your box of tricks take 3 inputs?boostthrottle positionrevs?
