VP44 Standalone ECU Project

Small update, picked up an H1000 pump a few weeks back since I already had an ECU to control it. In the mean time I came across an open source VP37 stand-alone controller that also works on OM606 EDC pumps, this governor works in the same manner as the H1000 minus the dynamic timing. The current plan is to get at least a bench setup put together with the H1000 so I can start understanding the software. From there I plan to adapt the hardware I put together for the VP project and attempt to modify the hardware interface portion of the software from the open source controller to hopefully run the VP. Baby steps but this should help me start to chip away at things.
 
Hi. New here. I’m very interested in how this is going. I bought my 2001 auto 4x4 DHD out of creek bed. Water got past air filter. Although it runs perfect. Starts easier than than the few dozen ISBs I’ve owned or driven before. My problem is all my wiring is shot. From the flooding and from having a bad alternator backfeeding. Most electrical components r shot. Corrosion everywhere. Rust holes r big enough I have issues with cats and squirrels getting in. I’m assuming it’s only a matter of time until a vp44 issue comes up. Should I start going the route of some kind of stand alone unit or conversation to P7100? When issues creep up? Thank you and sorry if this is a high jack.
 
Man, I must be bored. I just read the whole thing. Seems like a huge expense and time eater. No offense meant at all, but for what exactly?
It's definitely interesting to read the electronics side of things from some of your perspective. For the same reason I read about quantum physics... It's fun to try and understand. It's like push-ups for my brain. Lol

I suppose this is an exercise for you also. I assume eventually you'll come to the conclusion that there was a reason design engineers basically removed injection pumps from the fuel injection process. Limitations. When, or if you get the control of the rotory pump you are working towards, it'll still be a piss poor way to move fuel. Components can't disapate the heat byproduct from high pressure and friction. Physics is a dick like that. Thanks for the interesting read, and good luck.

The hill climb stuff is cool also. Fun to watch.
 
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Ugly Dodge said:
Hi. New here. I’m very interested in how this is going. I bought my 2001 auto 4x4 DHD out of creek bed. Water got past air filter. Although it runs perfect. Starts easier than than the few dozen ISBs I’ve owned or driven before. My problem is all my wiring is shot. From the flooding and from having a bad alternator backfeeding. Most electrical components r shot. Corrosion everywhere. Rust holes r big enough I have issues with cats and squirrels getting in. I’m assuming it’s only a matter of time until a vp44 issue comes up. Should I start going the route of some kind of stand alone unit or conversation to P7100? When issues creep up? Thank you and sorry if this is a high jack.
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Depending on how you use the truck I'd either fix the wiring and keep a VP44 running on the factory setup or P7100 swap it. I don't think this will be a viable option for a daily driver truck anytime soon but hopefully I can prove myself wrong.

Snedge said:
Man, I must be bored. I just read the whole thing. Seems like a huge expense and time eater. No offense meant at all, but for what exactly?
It's definitely interesting to read the electronics side of things from some of your perspective. For the same reason I read about quantum physics... It's fun to try and understand. It's like push-ups for my brain. Lol

I suppose this is an exercise for you also. I assume eventually you'll come to the conclusion that there was a reason design engineers basically removed injection pumps from the fuel injection process. Limitations. When, or if you get the control of the rotory pump you are working towards, it'll still be a piss poor way to move fuel. Components can't disapate the heat byproduct from high pressure and friction. Physics is a dick like that. Thanks for the interesting read, and good luck.

The hill climb stuff is cool also. Fun to watch.
Click to expand...

At this point I'm just doing it to see if I can, hoping to learn something in the process. I do think these pumps are more capable and robust than many believe, the control system is to blame for most of that. On the other hand I could be totally wrong and grenade some pumps in the process. Either way I'll share it here so we can learn from it.
 
have you seen Baldur’s DSL1 standalone. he says it’s will run a vp37. I think people have asked him about VP44 and he had ideas.
 
TDX said:
have you seen Baldur’s DSL1 standalone. he says it’s will run a vp37. I think people have asked him about VP44 and he had ideas.
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I just placed an order for one actually, planning to use it for a different project but it might work for this with some changes. The VP37 is more of an electronically controlled VE pump so the pump interface is quite a bit different, with my circuits for the pump sensor and fuel solenoid control it might work after some software changes.
 
i’m putting a om606 into another mustang i got. That standalone is a great little unit.
 
zachu812 said:
Depending on how you use the truck I'd either fix the wiring and keep a VP44 running on the factory setup or P7100 swap it. I don't think this will be a viable option for a daily driver truck anytime soon but hopefully I can prove myself wrong.
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Thank you. All I needed to know really. I just hate the thought of swapping the p7100 in and losing 5MPG. Harder starts. Smokey exhaust. Etc
 
Hi, i am new here, seen your post, and very interested. Can i ask why you chose to not use the can buss already on the SPG. the pump can run standalone, for testing, with no ECU. I think the Adrenaline dumps modified can packets into the can port on the engine. they seem to get impressive gains doing that. Just looking for your line of though on your project.

Thanks, Steve
 
Fritziann said:
Hi, i am new here, seen your post, and very interested. Can i ask why you chose to not use the can buss already on the SPG. the pump can run standalone, for testing, with no ECU. I think the Adrenaline dumps modified can packets into the can port on the engine. they seem to get impressive gains doing that. Just looking for your line of though on your project.

Thanks, Steve
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The CAN bus fueling only adds a small amount due to software limitations inside the PSG, by doing that you're still RPM limited as well.
 
Just to be clear about the limitation of CAN, It is a limitation of the slot that the CAN message command fits inside of, the psg is not limiting anything.

there are only 2 slots for fueling and 2 for timing. 2 slots = 4096 as a fueling command. 4097 wont fit.

no computer in the system can read a 3 byte command.
 
me78569 said:
Just to be clear about the limitation of CAN, It is a limitation of the slot that the CAN message command fits inside of, the psg is not limiting anything.

there are only 2 slots for fueling and 2 for timing. 2 slots = 4096 as a fueling command. 4097 wont fit.

no computer in the system can read a 3 byte command.
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Exactly, if the maps inside the PSG could be rescaled then we could get more duration within the limitations of the CAN messages.
 
Yea if you could tell the PSG that %100 duration was %150 then you would have more resolution. That's effectly what bigger injectors do.
 
I've been talking about it forever but I'm finally making progress on the software portion, my hardware interface is working good and seems to be pretty stable. So far I've got a short code working that gives me a fixed duration pulse at the correct time. Got a core engine sitting at a buddies shop, gonna see if I can get it to fire with this code on Thursday.
 
Got everything hooked up and ran the engine with a hotwired VP to make sure it fired up ok. Swapped over to my standalone setup and it didn’t want to run. Found some bugs in the software that I need to figure out. When the engine spins slowly I’m getting too long of a pulse length, it’s definitely pumping fuel but I’m afraid it’ll runaway if it does fire on this code.
 
zachu812 said:
Got everything hooked up and ran the engine with a hotwired VP to make sure it fired up ok. Swapped over to my standalone setup and it didn’t want to run. Found some bugs in the software that I need to figure out. When the engine spins slowly I’m getting too long of a pulse length, it’s definitely pumping fuel but I’m afraid it’ll runaway if it does fire on this code.
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Nothing like that terrified feeling of something about to run away. If you get the jitters when the slack tightens the chain on the sled or when you light the top bulb at the strip, multiply that feeling 100x when firing up a diesel on unknown code. :hehe: Looking forward to the progress!
 
joefarmer said:
Nothing like that terrified feeling of something about to run away. If you get the jitters when the slack tightens the chain on the sled or when you light the top bulb at the strip, multiply that feeling 100x when firing up a diesel on unknown code. :hehe: Looking forward to the progress!
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I knew that uneasy feeling was familiar, gonna be more of it today. Figured out what was missing from the code, seems to be working much better on the bench. We'll see if that's enough to make it fire today.
 
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