While this blog may lead you to believe things are quiet, that would be a false assumption! The gears have been turning and I’ve spent a lot of time and had a lot of fun reverse engineering all the various systems on the new 10th Gen Honda Civic platform (“CivicX”) to implement our MoTeC M1 solution. Both on the 1.5 turbo motors and the 2.0 Type R turbo engines.
While the process to reverse engineer not only the Honda CAN (which we have plenty of experience with from previous platforms) but now in turn a whole new engine and direct injection (D/I) fuel system was involved — it was also quite fun. This involved using some advanced tools and scoping the various systems — D/I pump, D/I injectors and their relation to the cam and crank triggers on the vehicle.
So while it was a TON of work, a lot was learned in the process and we gathered a literal treasure trove of data and insight into the platform that no one else has or can provide any kind of insight on.
So what did we need to figure out to run this motor?
- Engine Trigger pattern. Scoped and submitted to be added to the system.
- D/I Fuel pump ECU control strategy.
- D/I cam lobe delivery angle data.
- D/I Injector ECU control strategy.
- Bypass valve control strategy (the “BOV” on this car isn’t just a BOV — the ECU tells it when to vent and when not to vent).
- Turbocharger wastegate control strategy.
Obviously there’s a bit more to it in the tuning, but these are the critical systems we had to look at to fire up and run and then tune the engine.
Minimal amount of snafus along the way.
D/I Fuel Pump
Now this was more involved — we started with scope data as well, but there is a lot involved in running the D/I pump correctly. You have to determine WHEN to actuate the solenoid in the pump relative to crank position as well as determine how long to pulse it, at what angle to pulse it and what angle to hold it open to.
Get something wrong — and you don’t make any fuel pressure, or you get sporadic fuel pressure.
Boost Servo & “BOV”
Traditional boost control is done using a boost solenoid — a simple valve. Honda implemented an internal wastegate in their turbochargers using a servo to open and close the wastegate. This is actually superior to using a solenoid as you can have PRECISE control of your wastegate, which allows for much more predictable boost control — with the correct software implementation. What Honda did in the stock ecu is actually pretty lame, and obviously it was done so with their own goals in mind.
But we don’t care about any of that — we implemented our own strategy for controlling the wastegate (“Boost Servo”) that literally allows you to snap to your boost target as fast as the turbo can do it and just SIT on that target without any fuss.
The BOV is also run by the ECU — this is so that on overboost situations the ECU can “vent” (recirculate) boost to get back to target. We implement an advanced strategy for running the bypass valve as well — with the ability to not only vent on overboost (if the situation arise) but during rapid throttle changes as well as complete lift off.
Of course everyone’s biggest complaint is how intrusive and difficult to disable the factory VSA/TC is. This is no longer a problem — this system does not interfere with driver input and we have our own traction control strategy that is much more advanced and fully tune-able in place. You don’t even have to push the VSA/TC button anymore. It just works.
You can chose to adjust ignition timing, boost, throttle position, cyclic ignition cut or cyclic fuel cut in any fashion you chose. And as you can see, it works quite well!
Protecting the engine is key. The knock system we have in place is based on a strategy we use on other vehicles such as the 370Z — not only can the ECU do “live” corrections for detected knock, the ECU will also “learn” and adapt to make broad timing corrections as you chose in case you run into poor fuel or just an unexpected situation.
But how does the ECU detect knock? We’re using the OEM Honda knock sensor, and like any knock sensor — it is essentially a microphone. The DSP logic in the ECU is then programmed to listen for “noise” at a specific frequency during a specific time. The ECU is then “tuned” with an acceptable noise threshold and anything over this threshold is “knock” that the ECU must then make a decision on whether to react to it or not. Honda did this by implementing a moving target called “Knock Control”. Some so called “pros” have made comments about this system and how it functions — demonstrating their absolute ignorance. We’ve dug through the stock ECU in depth and seen how this “Knock Control” value moves — in several cases it will move without actually seeing any knock.
Why? Because protecting the engine is always key. It’s always better to err on the side of caution and reduce power than to ruin a motor. I don’t disagree with this kind of strategy from the OEM’s perspective — their goal is to produce a reliable car that will run for hundreds of thousands of miles.
But, let’s show you some examples of what “might” look like knock. Here’s a couple screen shots of datalogs recorded using knock detection on not just ONE frequency, but FOUR frequencies. You
can see the noise levels and the threshold I’ve tuned for each cylinder.
You can spy that in the screenshots there are HUGE spikes past the threshold. Man this thing’s about to eat itself alive.
In the first situation the “knock” actually happened during anti-lag when a spark cut was active. Just so happened the pops and bangs produced the right frequency at the right time through the engine/engine bay to trigger the knock sensor (“microphone”).
In the second situation… well see for yourself. The car was in first gear and very actively on the traction control — which caught a bit of wheel hop, and you guessed it, just so happened to make the right amount of noise at the right time.
I also have knock plots of REAL audible knock. They actually look nothing like these examples, I’ll be keeping them to myself for now.
But to summarize — the ECU has to make decisions… so, once again, it’s better to err on the side of caution. But just because someone stuck “pro” to their screen-name, doesn’t mean they know a damn thing or understand what the ECU is doing in the background in it’s glorious totality.
Data Data Data
In this case a picture is worth a thousand words, for sure. The treasure trove of data we’ve recorded is priceless. At any time the engine is running, we’re recording over 300 channels of data, with even more available if we need anything on those other systems.
This system also helps facilitate in rapid development and testing that is unparalleled. As we develop and test parts — we can put them on and have them tuned with every data point imaginable filed away for future reference. Because we’re working on the same car/engine, the things we learn translate over to tuning we do for the platform using the stock ECU — and our recommendation is getting yourself a KTuner unit if you cannot afford our MoTeC programming. They’ve been awesome about listening to input and providing rapid development for features and products we’ve been developing and testing!
Is next. Stay tuned for another update.