stevieturbo wrote:When you say software, and not features...the two are sort of integrated ? Some of the below may fall outside that, but they are all software related.
DTASwin is changing, but the the ECU and Firmware aren't. This means that no features will be added or removed to the ECU. Does that make more sense?
stevieturbo wrote:From a software perspective...ie actual live tuning...there is room for improvement.
Main gripes were always that there is still no proper live mapping, as making changes was always cumbersome. Although I appreciate Allan liked this, as it prevented mistakes having an immediate effect. It also prevented actual tuning having an immediate effect lol.
I'm not sure I understand this. If you use the knob box, or the keyboard controls, to change a value, this is updated on the ECU straight away. If you then change it again, it changes straight away. Once you're happy, you press Enter, and that value is recorded in brown on the map for saving if you want. F6 saves it to the map.
So the values are changed independently of the map, until they're what you want, and then saved to the map.
If this isn't what you mean, please elaborate.
stevieturbo wrote:Ability to either select a cell, and +/- keys to alter the value. ( motec uses pgup/pgdown buttons, which can be convenient too as these are typically on the far side of the keyboard so easy accessed....it's about the only good thing on their live tuning software though ! )
But I'm more used to using the +/- buttons from other ecu's and for most it would make more sense
This can already be done, in both live mapping and the main maps.
IN 20 x 14 Main Maps
Alt Up Arrow Nudge Cell to Higher Value
Alt Down Arrow Nudge Cell to Lower Value
Alt Page Up Coarser Nudge Cell to Higher Value
Alt Page Down Coarser Nudge Cell to Lower Value
IN REAL TIME MAPPING
Shift F7 Ignition+
Cntrl F7 Ignition-
Shift F8 Fuel +
Cntrl F8 Fuel-
Cntrl P Knobs on/off (toggle)
Cntrl C Knobs coarse/fine
Cntrl K Stop Engine
Cntrl I Interp on/off
F6 Send Traced Cells to ECU
F7 Cam 1 target on left Dyno Box Knob
F8 Cam 2 target on right Dyno Box Knob
stevieturbo wrote:Ability to select a group of cells, and do the same thing, means changes to the map can be made very quickly.
As well as normal direct value entries to either a single cell or block of cells.
Yes, I'll look at this.
stevieturbo wrote:Ability to select a group of cells, and much as current software, apply a maths function to those cells, whether add, subtract, multiply or divide )
So you're just asking for the current functionality to be increased?
stevieturbo wrote:Divorcing the Analogue inputs and outputs is a biggie. Feature or software ? Bit of both really.
Firmware, as it requires an ECU change to match.
stevieturbo wrote:Likewise as Rob says, allowing the user to use any un-used output as a flexible PWM output with a user definable 3d table for each. Even just a basic PWM table gives users a lot of freedom, if there isnt a specific application already defined.
Noted, same answer as above.
stevieturbo wrote:Instead of having to manually press a switch for launch control...for those with a speed input, give them the option of simply using speed as the triggers.
ie speed below 2mph and TPS > 60% ( user definable settings ) and launch is ON. The launch timer or ramp then starts as soon as the vehicle moves or exceeds 2mph.
Launch can then re-enable once speed falls below a pre-set speed again.
If the driver closes throttle below 60%, launch turns off again. So it's always there in the background, and doesnt need any buttons pressed or held when there is a speed signal to use.
Why would you want launch to activate at a low speed? Once you're going, traction control should take over.
stevieturbo wrote:Some clarity added to Lambda functions...at present it's still a mix/match of narrowband/wideband settings on same screen.
Yes
stevieturbo wrote:Free up Lambda2 for logging at all times. Just because sequential is not operative, doesnt mean it isnt worthwhile logging both banks.
While some users want or dont want it...an ability to turn off/on wideband control under/over certain load thresholds.
Maybe have a 3d table as per normal fuel/spark tables with a simple off/on value in each cell for closed loop off or on ?
Firmware
stevieturbo wrote:I mentioned before about safety features/limp modes
Oil pressure/temp coolant temp are all obvious
Fuel pressure is a good one...simple limp mode trigger if fuel pressure relative to manifold pressure falls below a certain threshold for a user defined time
relative fuel pressure should be an almost static value if everything is working ok. If this value falls below threshold for say 0.5s, thats an indication of a problem and limp mode.
Likewise lean trip in a similar fashion.
Engine coolant pressure or crankcase pressure trips ? Coolant pressure can be handy, for either leaks, head gasket issues etc.
Whilst I havent seen it done yet, a rate of change trip would be best.
ie if coolant pressure rises fast, it could mean a HG problem and you could implement a limp mode. Slow rises in pressure not so bad, but with an overall upper limit.
Likewise from a burst hose or leak...a fast rate of change downwards would indicate a problem and force a limp.
Firmware, and also sensors we don't yet have.
stevieturbo wrote:PC Comms is one thing....slow datalog downloads was one of my biggest gripes with DTA. It takes far too long to download what are very small logs. Could that be improved ? That always drove me mad downloading logs !
I don't know, but I'll certainly look at it.
stevieturbo wrote:And even bigger ask...ability to download a log without having to kill the engine ?
Firmware.
stevieturbo wrote:And on logging, ability to log certain parameters at different rates.
eg temps could be slower than rpm or tps. And giving the user more automated start/stop points.
Firmware
stevieturbo wrote:And the main tables. MAP1 and MAP2 were always restrictive...especially as MAP2 essentially covered ALS.
Giving the user 2, 3, 4 full fuel/spark/boost/AFR tables would be much better, and fully divorce ALS as a separate function.
Maps can be selected via a manual switch by the driver.
That's a hardware limitation of the current ECU design. Not going to change, but I'll bear it in mind for the next generation.
stevieturbo wrote:Idle control, use idle air valve and/or timing. Not one or the other, but both if desired.
Firmware
stevieturbo wrote:Oscilloscope feature. Would be nice if it displayed an actual scope trace, and an easier to understand timescale along the bottom.
eg show crank rotation degrees as a lower scale ? And 0 would indicate where in the cycle the scope actually is taking into account where the user has set the missing tooth to
It would be helpful for remote diagnosis with more info.
Yes, will look at what can be done