Recent Posts

1

Wideband & EGT Gauge / LSU 4.9 on Round V1

« Last post by gertram on March 21, 2020, 11:50:16 pm »

Hi,

I've had a Round V1 for a couple of years. Has been very helpful with the fuel pressure settings of a K-jet system on a '88 Saab 900.
I want to buy a second unit for another vehicle, V2 because of the extra features. The LSU 4.9 sensor looks to be a better choice then the 4.2 but I would like to be able to switch sensors if there is a problem.
Can a 4.9 be mated to the old V1 unit with an adapter cable?
Are there plug and play adapter cables 4.2 <> 4.9 on the market, I can't seem to find any. Male connectors are scarce too.

Thanks in advance.

2

Solenoids / Re: Variable length intake manifold configuration

« Last post by gunni on March 20, 2020, 12:41:48 pm »

I think you can just tune the switch points as they provide you with the maximum torque production, the sub 1k short runner may be as you describe for it not to get stuck other wise the manifold for about 90% of people would always remain long as many normal people don´t rev high enough to need shorter runners.

3

Solenoids / Variable length intake manifold configuration

« Last post by msh on March 20, 2020, 05:02:45 am »

So, in the near future I'm going to install variable length intake manifold on engine of my golf, VW ABA-like clone, manifold will be from VW AFT engine. I clearly understand how to configure the electrical and software stuff, as it's simple, I expect some problems with the throttle that will come with that manifold, but I'm aware of them. I'm slightly confused what conditions to use to switch over that manifold to torque setting. The original approach, as far as I'm aware, is that long manifold is switched over @ 1k rpm and back to short manifold again @ 4k. But it happened that I got to read VAG SSP 212, about "variable intake on VR engines", different engines and different intakes but principles remain the same, and it says that 1) switchover point @ 1k rpm is solely to keep the variable length mechanism from getting stuck, otherwise it would be rarely operated 2) it would be beneficial to run short intake at medium revs at low and medium load, switching over to long intake at those revs only under heavy load.

Can anyone give some input on necessity of having 1k switchover point in order to keep the mechanism from getting stuck, and about switching over to long intake only under heavy load?

4

Modifications and Repairs / Re: VEMS V3.3 Dead cpu after MCP3208-failure?

« Last post by gunni on March 03, 2020, 01:12:36 pm »

The voltage reading being so far off suggests that the voltage divider for battery voltage is no longer working. You´d have to try and read the board schematics and trace things back, or just send it to VEMS for a repair?

5

General Discussion / Re: rotational idle or cyclical idle on VEMS?

« Last post by MWfire on March 03, 2020, 03:12:05 am »

You can make all that idles, but the truth is that normal idle is the fastest way to cool down the engine. But not so interesting for public.

6

Modifications and Repairs / VEMS V3.3 Dead cpu after MCP3208-failure?

« Last post by kgbengt on March 03, 2020, 01:29:29 am »

Hello,
Any ideas what might have happened?

After changing my failing MCP3208-chip to get the analogue inputs working i no longer get readings from TPS, MAT, IAT or MAP-sensors. Also, the voltage reading is about 25V. Before the repair it worked as it should.
The analogue inputs seem to work, and EGT shows reasonable values.
I also get rpm-signal and fuel pump and cooling fan works.
Firmware 1.2.43, i tried 1.2.38 with same result.

The car is a MB300E with M103-engine, HolsetHX40 on a Turbobandit exhaust manifold.

7

General Discussion / Re: rotational idle or cyclical idle on VEMS?

« Last post by Kamuto on March 02, 2020, 10:35:34 pm »

hey all , i was wondering if there is a way to inplement rotational or cyclical idle like a Vipec ECU ?? i have seen it been used in hillclimb is characterized by a rapid up and down going idle. It is supposed to  be benificial for the cooldown of the engine and turbo after hard pulls. its a pulsating idle randing between 800 and 1500 rpm.
here is an example on a R32 with both cases of rotational idle settings

https://www.youtube.com/watch?v=QEoMKlz-bvM

so is there a way to set up idle as the fuel based table like the haltech ecu?

use overrun fuel cut for that, works really nice

8

General Discussion / rotational idle or cyclical idle on VEMS?

« Last post by Jimmaey on February 19, 2020, 08:15:25 pm »

hey all , i was wondering if there is a way to inplement rotational or cyclical idle like a Vipec ECU ?? i have seen it been used in hillclimb is characterized by a rapid up and down going idle. It is supposed to  be benificial for the cooldown of the engine and turbo after hard pulls. its a pulsating idle randing between 800 and 1500 rpm.
here is an example on a R32 with both cases of rotational idle settings

https://www.youtube.com/watch?v=QEoMKlz-bvM

so is there a way to set up idle as the fuel based table like the haltech ecu?

9

Modifications and Repairs / no serial nr

« Last post by izmirliss on February 10, 2020, 08:00:07 pm »

hello
i bougt nev v3 board with sr nr 19023
after a few use ecu always in boot mode no firmware update and atmega has too much heat but still works
when i try to log on with vemstune ecu sr nr 00000 fw 1.2.38
any advice
thank you

10

General Discussion / UK based tuning

« Last post by Seight-v8 on February 08, 2020, 01:57:45 pm »

hello all,

Anywhere in the UK that does VEMS tuning?

Cars had 5 years of upgrades, managed to get 50miles in last year before the weather changed, so missed last years opportunity.

Looking to get a tuning session done this year in the summer, and want to get something organised.

anyone help.

thanks
scott