Bonneville car. LOTS Of data.

[dieselgeek]

As cool as that sounds, is there any consideration if an oil fire starts from a leak in a turbo line, etc? In our haul trucks, shovel's etc. the fire suppression system has no chance of working if the engines are still running and spraying oil/hydraulic fluid everywhere. When ever a report from another mine comes in from a piece of equipment burning up it's 99% of the time because the operator didn't hit the "oh shit" kill switch before hitting the fire suppression.

I am going to look into the idea of disabling the accusumps when the Oh Shit button is pressed. It should be easy enough to do.



**Oh and thanks for the info!

We have the "Oh Shit" button hooked up so it does a number of things. Fires the high speed chute, waits 1 second then hits the low speed chute, waits another half second or so then chops the power. The accusumps do have the ability to be disarmed or disabled, good question about six minutes of fueling a fire. I guess our answer there is that we have 8 fire bottles in the car, plus a pressurized beer keg of water to fight fire long enough, if driver is conscious, for the rescue crew to get to the car.

[dieselgeek]

Very VERY cool stuff, DG.

Just outta curiosity, what type of intercooler is utilized? Ice water? Dry ice Air-to-air?

Precision Turbo made us up a custom air-water intercooler, we bring around 50 gallons of water capacity. Would have liked 70 or more.

[dieselgeek]

impressive compilation.

is future looking simple, instead of com, use like a usb hub or other throw it all at one spot?

I run away from extras, all because of cables. you are very patient.

Well, we are using the CAN Bus to allow more inputs to our ECU than it has physical pins/wires on it's two 37-pin connectors. So instead of simplifying we sorta went "more complex than originally designed" - but it's a similar concept.

Patience is the name of the game!! How this all starts is, I set up a simulator on a megasquirt-3 at home, then I start adding circuits one at a time, each time testing to make sure nothing is flaky or interrupting normal engine operation. I am not sure I could pull this off without a simulator as opposed to trying to make all this work on a real car.

Here's a pic of an MS3x on an engine simulator so you get an idea what I am talking about:

[whichdoctor]

Well, we are using the CAN Bus to allow more inputs to our ECU than it has physical pins/wires on it's two 37-pin connectors. So instead of simplifying we sorta went "more complex than originally designed" - but it's a similar concept.

Patience is the name of the game!! How this all starts is, I set up a simulator on a megasquirt-3 at home, then I start adding circuits one at a time, each time testing to make sure nothing is flaky or interrupting normal engine operation. I am not sure I could pull this off without a simulator as opposed to trying to make all this work on a real car.

Here's a pic of an MS3x on an engine simulator so you get an idea what I am talking about:

I like the hand print etched into the table.

[JeffMcKC]

[TheSilverBuick]

We have the "Oh Shit" button hooked up so it does a number of things. Fires the high speed chute, waits 1 second then hits the low speed chute, waits another half second or so then chops the power. The accusumps do have the ability to be disarmed or disabled, good question about six minutes of fueling a fire. I guess our answer there is that we have 8 fire bottles in the car, plus a pressurized beer keg of water to fight fire long enough, if driver is conscious, for the rescue crew to get to the car.

I remember you saying how serious the fire fighting equipment is. As long as the accusump is disabled you are good to go, because I'm not convinced even 8 20+lb fire bottles and a pressurized beer keg of water will keep going for six minutes. What is the typical emergency response time at Bonneville half way down the track, or worse end of track?

[squirrel]

Probably on the order of a couple minutes at most.

[dieselgeek]

I could see worst case scenario 1 minute from when the car stops moving/rolling whatever. But, looking at my in car videos over 3 years just on Lee's other car, so far the guy with the firetruck and water for the drivers is literally there when the race car stops rolling.

[Caveman Tony]

How much of a drop in temp are you seeing with a 50gal intercooler?

and do you have a warning circuit for an intake temp spike?

[krusty]

Wow! Scott, congrats on realizing the implementation of this system; it collects a lot of data for the $$$. I know that we have more in our 17 input RacePac IQ3 system ( but we do get a dashboard and a bunch of math channel outputs and g readouts). Since I only use the system once or twice a year it takes me a few hours to refresh myself just on how to calibrate the system!

It might be useful to log system (car) voltage.

I have found that it is best to calibrate the shock pots with the car on the scales in full race trim, including driver, as it is really important to maintain accuracy in these measurements. Also, if you are only sampling 100/sec., filtering will help keep you from going crazy looking at this data.

Again, kudos on developing this system. Hope to see you a SpeedWeek.

vic (#1429 B/GRMR - Hot Rod Hoodlums)

[squirrel]

It might be useful to log system (car) voltage.

I'm pretty sure that is logged by the MS3 automatically.

[dieselgeek]

I'm pretty sure that is logged by the MS3 automatically.

Yes, it's logged automagically. There are a ton of calculated fields I didn't include in my list, such as instantaneous VE, barometric corrections, there's probably 40 others I am missing. Also got GPS and accelerometer data available if necessary. Re: dash, I have a whole bunch of options there: Racepak's dash is compatible with megasquirt, or I can set up my own LCD with whatever gauges I need. But, the driver of the car wanted none of that and I agree with him. We'll watch the gauges during warmup, but after that we'll only have him looking at the tach, the shift light, and the shutdown light.



Tony, the way I tune with an intercooler at Bonneville is I shoot for a target temp which is pretty easy to achieve. In past experience I try to keep the incoming charge air temp above 50* F. What we'll do is, make a pass on the short/noob course without leaning on the motor too much, see how the intercooler is going to work with just water, then add ice from there to keep sneaking it down in temps with increasingly faster passes (hopefully anyhow, but you know how these kinds of plans usually end up). I don't have any warnings set up for intercooler temp spikes, but the EFI system is always monitoring incoming air charge temp and adjusting for it as necessary. It's pretty obvious this engine makes a lot of power on very little boost (I logged 1440 ft-lbs at the wheels at 5100rpm and 6.7psi of boost), we're probably way overkill with the intercooler we're running.

[rightpedal]

Thanks for sharing. This stuff is still a bit of a foreign language but you do a really god job or splitting it down. No real question just a thanks and keep it coming.

Steve

[dieselgeek]

Spent Saturday and Sunday in Fort Worth wrapping up as much as I could in the LSR car. We finalized the mount for the in-car PC, wired it in, and got it all set up with wireless networking. I can connect to it from anywhere with an internet connection.

I also finished installing the other 3 suspension travel sensors, got both wheelspeed sensors tested and working.

The only things left to wire are the electronic boost controller but frankly, I do not expect to need it on this trip. I also have the option of either fuel temp, or intercooler water temp, or post turbo intake charge temp. That's 2 wires, we'll decide which one before we run it on the salt.

Oh and I need to order and install the Spark Fun GPS module, which is a $50 upgrade that plugs right into my IO Extender box, and gives me high speed GPS updates to our Megasquirt datalogs. That way I can calibrate both front and rear wheel speed sensors at speed during coast down (no wheelspin) on the first pass. We're not sure how much tire expansion to expect, at least how it results in a change in wheel speed compared to vehicle speed.

We're getting close!

-Scott

[Bob Holmes]

I know you really don't need my but:

If I was to decide which of the three to datalog, given that I could only do one, I'd do post turbo IAT. It will help with determing the efficacy of the intercooler. In addition it can tell you if you are in the sweet spot of the turbo, there are calculators that can determine how efficient the turbo is based on the post compressor temperature. The Langlo's use the data for that use. Look at their thread on Landracing.