Dodge truck V10 support

[jsmcortina]

Thanks.
I have another problem. I want to create a PWM output with a variable frequency, but the highest % number TS will allow me to enter is 250. How do I increase this?

You would need to rewrite the firmware.

James

[E4ODnut]

I suppose that is not a practical option.

[E4ODnut]

Tacho out problems.

If I try to select Tacho output enabled on variable frequency, no matter which output pin I select the I/O pins usage chart says "HEI bypass" It also shows "HEI bypass" on Inject LED for some reason.

What am I doing wrong?

[jsmcortina]

Does the tacho output work? If so then don't get too worried about a display issue.

James

[E4ODnut]

Thanks for the quick response. I didn't want to try it with the conflict in case I might break something. I'll give it a go and see what happens. I'll report back.

[E4ODnut]

Yup, seems to work. It would be nice if that bug in the I/O display could be fixed though, it's a bit unnerving.

[jsmcortina]

Please attach your MSQ.

James

[E4ODnut]

I'm still in the "bench testing" stage, as it were. Dodge is still running the engine, but MS3 thinks it is because it has a crank and cam signal. I'm just making sure that what MS is doing is what I want it to be doing. Atttached is my latest .msq

[E4ODnut]

It looks like the priming pulse does not pulse all the injectors together, but does them in sequence instead. Is this normal and is there a setting to have them all pulse together?

[jsmcortina]

It looks like the priming pulse does not pulse all the injectors together, but does them in sequence instead. Is this normal and is there a setting to have them all pulse together?

Yes that's normal and no there isn't. It won't work with the way the code is written (not enough timer channels) which is why they are operated in sequence.

James

[E4ODnut]

OK. I don't see it as being a big deal and I think I can work around it. Thanks.

[E4ODnut]

When MS is first powered up, it will pulse the Spark Outputs to ground for about 2.3 mSec. Is this normal? At this point I don't know if the pulse is long enough to actually fire the coils prematurely.

[jsmcortina]

Sounds like that's before the processor has started booting. Make sure your coils received 12V from the fuel pump relay then this won't be an issue.

James

[E4ODnut]

That's good news, it had me worried. The coils and injectors are powered from what Dodge calls the Automatic Shutdown relay, which is in parallel with the fuel pump relay. On a bench test when MS is first powered up, there is that brief Spark Output pulse and the fuel pump relay is energized, I can't tell which comes first. Then the injectors are primed in sequence. After about 3 seconds with no crank or cam signal the fuel pump relay shuts down. So it all looks normal then.
Thanks again.

[E4ODnut]

Alternator control problems.
Stock 1995 Chrysler alternator. Field is supplied with battery voltage from the main shutdown relay. The stock PCM controls the field current to ground.

The set up manual says to use "Closed loop field control" for Chrysler alternators.
The MS3X manual says to use "High speed feed back field control" with a high current output

TS allows me to pick a large number of outputs, including the mid current ones from MS3X.

I initially set it up for "high speed feedback" on the "Boost" pin. This resulted in the voltage climbing to over 16 V when I shut it down. Same thing when I tried "closed loop" control.

The questions are:
What is the correct setting for this alternator?
Can I use a mid current output or do I need a high current output?
If I need a high current output, what is available to me as I am set up for full sequential but only using Inj A, C, E, G and Inj bank 1 (on the main board). Is Inj bank 2 available for this if required?

[Matt Cramer]

The questions are:
What is the correct setting for this alternator?

I would use high speed field control. This is close to how the OEM Chrysler voltage regulators behaved.

Can I use a mid current output or do I need a high current output?

You need a high current output, but there isn't one available. I would use a mid current run through a solid state relay.

[E4ODnut]

Thanks

[E4ODnut]

I’m having problems getting my PWM outputs to work.
I have Generic PWM “B” on Nitrous 2 configured to output a square wave signal with the frequency determined by RPM. It has a 5V pull up and is used for the signal to the stock tachometer.
I have PWM “A” configured in a similar fashion to mimic the cam signal from an 8 cyl engine. It is for future use and was not connected to anything
I have “Tacho out” configured to run at 160% of the tachometer signal, also with a 5v pull up to mimic the crank signal for an 8 cyl engine. It is also for future use and was not connected to anything.
When I look at the signals on each of them with my hand held scope I see a nice square wave at the appropriate frequency, but only at about 0.7 volts.
I don’t know what the problem is here, but I am concerned that I may have damaged the PWM outputs, here is how.

When I first fired the engine, I had alternator control set for “closed loop field control” on the “Boost” pin. The field coil resistance is 7 ohms so the mid current outputs should be able to handle it.
The engine fired up reasonably quickly but died after about 3 seconds. That in itself didn’t alarm me as it could have been cause by a fueling issue. I tried again, same thing. I tried once more, but this time I happened to notice that my system voltage was climbing rapidly. I shut it down at about 20 volts, if I recall.
During one of the running times I did notice that my stock tach was working, but would go off the scale if I revved the engine at all.
To get around the alternator control problem in the interim, I just installed an external regulator from the pre PCM controlled days. It keeps the voltage at about 14 volts when running, but I am concerned that the high voltage conditions that existed for the first 3 runs did some damage to MS.
All my inputs seem to be working as well as the ignition and injection outputs. The idle stepper outputs seem to be working OK now that I have that one figured out, but no PWM outputs.
One more clue, and perhaps the most important one. I noticed that my A/C clutch (Pin 24 PP4 Nitrous 1) was being energized. I thought this a bit odd as I wasn’t calling for A/C so I disconnected the A/C request (Pin 29 PH7 Nitrous in). Same thing, still pulls in the A/C clutch relay.
This doesn’t look good.

So, I have several questions.
Does MS3 have some form of system over voltage protection that will shut the engine down if system voltage exceeds a certain threshold?
If not, what damage is likely to occur in a high voltage situation?
What is the best way for me to test my PWM outputs to see if they are indeed damaged?

[Matt Cramer]

What value of the resistors are you using for the pull ups?

The MS does have some hardware overvoltage protection - it isn't designed to explicitly shut down the engine, but it can shut down the MS by making its input voltage drop. Usually if the voltage goes too high, the most likely parts to be damaged are in the overvoltage protection circuits themselves.

[E4ODnut]

I'm using 1k pull ups.