Accel Variable

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Offline Rx7man

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Re: Accel Variable
« Reply #45 on: October 31, 2015, 01:19:19 AM »
I could see it behaving strangely if your float was a bigger number than an INT could hold.. causing an overflow that doesn't get trapped
'94 dodge, Colt Cam, head worked, NV5600, 3.55's, SB clutch, Ford manual hubs w. hawk brakes, custom flatdeck, custom aluminum bumper, cab off restoration, totally new engine, Mahle pistons @19:1..HE351VE with 67mm turbine and 67x95mm compressor
440hp/1000 ft lb @ 2400 RPM

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Re: Accel Variable
« Reply #46 on: October 31, 2015, 07:21:36 AM »
Ya except at idle, accel is either -1, 0 or 1

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Offline Rx7man

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Re: Accel Variable
« Reply #47 on: November 03, 2015, 08:08:56 AM »
Ah.. I haven't studied the new code in a while...

I'm thinking of doing my turbo install when I get the 6 speed tranny so I don't run into any tranny mount interferences with the new pipe.
'94 dodge, Colt Cam, head worked, NV5600, 3.55's, SB clutch, Ford manual hubs w. hawk brakes, custom flatdeck, custom aluminum bumper, cab off restoration, totally new engine, Mahle pistons @19:1..HE351VE with 67mm turbine and 67x95mm compressor
440hp/1000 ft lb @ 2400 RPM

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Re: Accel Variable
« Reply #48 on: November 03, 2015, 04:10:10 PM »
That would be a good idea, especially if you use a 4" downpipe. My pipe fits with a 1/16th clearance next to the trans and then the frame too

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Offline Rx7man

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Re: Accel Variable
« Reply #49 on: November 03, 2015, 09:54:50 PM »
I notice a lot of my exhaust is getting pretty raggedy.. and when I was looking at it I figure I can run a straight piece of pipe all the way from the front to the back if I tuck it up a little higher and toward the frame a little more, and then I don't need a hump to get over the rear axle, which would simplify things a lot... Probably put a flex piece in just after the DP.

I can't remember.. did you use the 12V manifold or did you use the one for the turbo?  That would change the requirements a fair bit.  I think the auto tranny may be wider too, but I hear the NV5600's are beasts as well
'94 dodge, Colt Cam, head worked, NV5600, 3.55's, SB clutch, Ford manual hubs w. hawk brakes, custom flatdeck, custom aluminum bumper, cab off restoration, totally new engine, Mahle pistons @19:1..HE351VE with 67mm turbine and 67x95mm compressor
440hp/1000 ft lb @ 2400 RPM

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Offline me78569

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Re: Accel Variable
« Reply #50 on: November 04, 2015, 06:38:24 AM »
My 4" downpipe has a hole rubbed in it, 

Anyways I gotta say the changes to the shaft speed calc sure did help.  I am not able to run 16 reads vs 32 reads without any spikes.  Very snappy and VERY responsive in terms of what I would expect to see the turbo speed doing when I am on/off the throttle. 
2000 Dodge 2500 quad-cab 5.9 Cummins slt, homebuilt 47re revmax 3.5 messed with vb, Quad adr iquad, 4" tbe , pureflow 150 gph. he351ve in the works 100hp DFI inj

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Re: Accel Variable
« Reply #51 on: November 04, 2015, 08:13:00 PM »
I notice a lot of my exhaust is getting pretty raggedy.. and when I was looking at it I figure I can run a straight piece of pipe all the way from the front to the back if I tuck it up a little higher and toward the frame a little more, and then I don't need a hump to get over the rear axle, which would simplify things a lot... Probably put a flex piece in just after the DP.

I can't remember.. did you use the 12V manifold or did you use the one for the turbo?  That would change the requirements a fair bit.  I think the auto tranny may be wider too, but I hear the NV5600's are beasts as well

stock late 2nd gen no egr with adapter plate.
My 4" downpipe has a hole rubbed in it, 

Anyways I gotta say the changes to the shaft speed calc sure did help.  I am not able to run 16 reads vs 32 reads without any spikes.  Very snappy and VERY responsive in terms of what I would expect to see the turbo speed doing when I am on/off the throttle. 

ya surprising when I spend more than a day coding things, thinking it through. I was timing a lot of sections and adjusting things. Overall I'm very happy with how everything is running, I'll get some more time maybe next week or so and remove the bottom end jitter (which is possible) so hopefully I can find a simple approach and get it dialed in.


On another note, I haven't honestly noticed any difference mpg wise between using cruise and not using it at all. I don't know if maybe the curves aren't aggressive enough though they seem to be just right to my ass dyno... /shrug

I think I'll re-adjust my cruise switch to be perf and start working on that. I also want to move the curves from ints to longs, to help with people possibly making them larger than they should be causing issues.

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Offline me78569

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Re: Accel Variable
« Reply #52 on: November 05, 2015, 08:17:48 AM »
I would agree that I don't really see any MPG difference in ANY of the curves I have.  running the turbo at 12 cm or 14cm only vs the curve or vs etc etc doesn't seem to matter.

Strange to me, but oh well.  I can drive with 0 drive pressure with the turbo set wide open and get the same MPG as 9cm with 10 psi of drive hahah.

I should upload my code at some point, it has changed quite a lot since the last time you helped out.
2000 Dodge 2500 quad-cab 5.9 Cummins slt, homebuilt 47re revmax 3.5 messed with vb, Quad adr iquad, 4" tbe , pureflow 150 gph. he351ve in the works 100hp DFI inj

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Offline Rx7man

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Re: Accel Variable
« Reply #53 on: November 06, 2015, 10:12:53 PM »
What are your boost pressures?  I found with my HX35, a 70mph cruise (4:10 gears ~2300 RPM) I usually need about 10 PSI boost or 15 PSI drive... pushing a headwind or with a trailer it'll quickly double, and my mileage CRASHES
'94 dodge, Colt Cam, head worked, NV5600, 3.55's, SB clutch, Ford manual hubs w. hawk brakes, custom flatdeck, custom aluminum bumper, cab off restoration, totally new engine, Mahle pistons @19:1..HE351VE with 67mm turbine and 67x95mm compressor
440hp/1000 ft lb @ 2400 RPM

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Offline me78569

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Re: Accel Variable
« Reply #54 on: November 07, 2015, 04:14:12 PM »
Cruising at 55-60

boost seems to settle around 5ish psi with my current curve, bout 9cm typically

12-14cm curve bosot settles around 1-2

25cm boost and drive are 0. 

I was pretty surprised to not see much difference in mpg between the curves.

2000 Dodge 2500 quad-cab 5.9 Cummins slt, homebuilt 47re revmax 3.5 messed with vb, Quad adr iquad, 4" tbe , pureflow 150 gph. he351ve in the works 100hp DFI inj

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Offline Rx7man

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Re: Accel Variable
« Reply #55 on: November 07, 2015, 07:52:39 PM »
5 PSI is nothing.. you won't notice a difference at that pressure.. but you start putting 15-20 PSI load on it and you do notice it... I'm going to start experimenting in a while
'94 dodge, Colt Cam, head worked, NV5600, 3.55's, SB clutch, Ford manual hubs w. hawk brakes, custom flatdeck, custom aluminum bumper, cab off restoration, totally new engine, Mahle pistons @19:1..HE351VE with 67mm turbine and 67x95mm compressor
440hp/1000 ft lb @ 2400 RPM

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Offline me78569

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Re: Accel Variable
« Reply #56 on: November 07, 2015, 08:04:36 PM »
It is just strange how quickly mpg falls off with the hx35 as soon as you hit 5 psi.  The 351ve doesn't have that same issue.
2000 Dodge 2500 quad-cab 5.9 Cummins slt, homebuilt 47re revmax 3.5 messed with vb, Quad adr iquad, 4" tbe , pureflow 150 gph. he351ve in the works 100hp DFI inj

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Offline Rx7man

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Re: Accel Variable
« Reply #57 on: November 07, 2015, 09:04:49 PM »
I'm always at about 8-10 PSI on my truck
'94 dodge, Colt Cam, head worked, NV5600, 3.55's, SB clutch, Ford manual hubs w. hawk brakes, custom flatdeck, custom aluminum bumper, cab off restoration, totally new engine, Mahle pistons @19:1..HE351VE with 67mm turbine and 67x95mm compressor
440hp/1000 ft lb @ 2400 RPM