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The Car Thread ... !
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@Relentless Power
1989 5000 QV or LP5000 depending on who you ask.
Since this engine had mechanical fuel injection there were no "sensors" for anything. No crank position sensor and no cam position sensor (since it used a regular distributor for ignition). We also had to fabricate these.
Factory crank pulley with a "lip" machined into the top.
The 60-2 trigger wheel pressed onto the pully (also later spot welded to make sure it stays put).
Trigger wheel mounted on engine and using plastic to make a template for the crank sensor mount.
Aluminum crank sensor mount.
Crank sensor installed into mount.
1989 5000 QV or LP5000 depending on who you ask.
Since this engine had mechanical fuel injection there were no "sensors" for anything. No crank position sensor and no cam position sensor (since it used a regular distributor for ignition). We also had to fabricate these.
Factory crank pulley with a "lip" machined into the top.
The 60-2 trigger wheel pressed onto the pully (also later spot welded to make sure it stays put).
Trigger wheel mounted on engine and using plastic to make a template for the crank sensor mount.
Aluminum crank sensor mount.
Crank sensor installed into mount.
The very messy stock engine bay.
Test fitting the wiring harness.
Another shot of the manifold showing the drive-by-wire throttles.
The disassembled distributor with the cam sensor wheel installed.
Distributor with cam sensor installed and hole machined into side to allow for electrical connector. The aluminum "plug" on the left is what holds the sensor in place.
Back side of the distributor. A little bit of overkill on Lamborghini's part to have such a heavy-duty splined connection to the camshaft to drive the distributor.
"Distributor" mounted on engine. We wanted to retain some of the original which is why we turned the distributor into a cam sensor instead of just mounting one hidden away in the valve cover somewhere. We even kept the Marelli plate.
Test fitting the wiring harness.
Another shot of the manifold showing the drive-by-wire throttles.
The disassembled distributor with the cam sensor wheel installed.
Distributor with cam sensor installed and hole machined into side to allow for electrical connector. The aluminum "plug" on the left is what holds the sensor in place.
Back side of the distributor. A little bit of overkill on Lamborghini's part to have such a heavy-duty splined connection to the camshaft to drive the distributor.
"Distributor" mounted on engine. We wanted to retain some of the original which is why we turned the distributor into a cam sensor instead of just mounting one hidden away in the valve cover somewhere. We even kept the Marelli plate.
@realtuner
Fun. Just seeing a picture of this car, kinda shows you how futuristic these cars still look. What an awesome (And rare) project to be a part of. [Outstanding pictures by the way.]
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me and this honda civic VX have been a "thing" since the early 90's and she was thirsty for new pair of size 13" high heels.
the TireRack.com was just of of stock
kinda rare / difficult to find even in basic black
went onto eBay with excellent results:
arrived as expected a day early
appears tires ship easy.
the TireRack.com was just of of stock
kinda rare / difficult to find even in basic black
went onto eBay with excellent results:
arrived as expected a day early
appears tires ship easy.
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@Relentless Power
This is the drive-by-wire throttle controller I made specifically for this vehicle. While some aftermarket ECUs support drive-by-wire throttles, it gets expensive to find one that supports dual throttles. So I built one instead.
This is where it gets technical (apologies to those who don't understand engine electronics - ask away if you have any questions).
This is the drive-by-wire throttle controller I made specifically for this vehicle. While some aftermarket ECUs support drive-by-wire throttles, it gets expensive to find one that supports dual throttles. So I built one instead.
This is where it gets technical (apologies to those who don't understand engine electronics - ask away if you have any questions).
- The throttles are originally for VW/Audi. Typical DBW throttles with 6 wires - 2 for the motor, 5V, GND and 2 signal wires for the throttle position sensors. Vehicles with DBW throttles typically have a pair of sensors for safety/redundancy. If there's a discrepancy between the sensors the ECU would typically cut power to the throttle and the engine will run in limp mode.
- The voltage output for the sensors in these particular throttles is appx 0.5V to 4.5V for one sensor and 4.5V to 0.5V for the other for 0-100% throttle position. This makes it really easy to check for plausibility of the two signals as they should give you 5.0V when added together.
- The accelerator pedal is from an Audi A4. The pedal was removed and a small arm fabricated that would allow connection to the factory pedal via a linkage.
- I used two commercially available servo motor drivers to operate the throttles. However, they have only the most basic built in protections (over voltage, temperature, motor short circuit and so on). They have no redundancy features. Safety is critical in DBW throttles, so I built a custom controller. There are a pair of micro-controllers used to control the throttles.
- The master micro-controller reads the value of all the sensors/inputs and calculates the throttle position. It then commands the servo drivers to move the motors to the correct position. If any faults are detected it sends a disable signal to the servo drivers to cut power to the motors. If the throttle position returns to rest nothing further happens. If the throttle doesn't immediately return to rest, there are secondary relays that physically cut the power to the throttles. This gives me two separate methods to cut power in case of any issues.
- The secondary micro-controller does nothing except monitor all the sensors/inputs. It doesn't control anything. If it detects any faults it also has the ability to send a disable signal to the servo drivers and also to turn off the relays.
- Finally there's a third redundancy feature separate from the micro-controllers. A simple voltage summing amplifier and comparator monitors the throttle and accelerator pedal voltages. If they exceed a maximum allowable difference (0.2V is what I decided on) they can turn off the relays to cut power to the throttles.
- Since the ECU doesn't support DBW throttles, I also needed to find a way to make it work with my controller. The two primary areas I needed to be compatible with are throttle position and idle air control.
- For throttle position the controller sends out a 0-5V signal (programmable for range) to the ECU. This "simulates" the typical TPS signal from a normal throttle body. For idle my controller has an input for a typical solenoid controlled idle air valve. It measures this signal to determine if the idle speed should be increased/decreased and then adjusts the DBW throttles in very fine increments to regulate idle speed. Bottom line - the ECU has no idea the engine has DBW throttles. It gets its TPS signal and controls idle as it would with an engine using a mechanical throttle system.
- Two other features added in are the valet switch and throttle curve switch. Valet is pretty self-explanatory - maximum engine power is limited by preventing the throttles from going past 20%. The throttle curve switch controls how fast the throttles respond to pedal inputs. There are three settings from mild to wild.
Oh we had Renault in the US at one time in the 80’s... The Renault Alliance and Encore. If you don’t know about these cars just Google them. They ended up being notoriously unreliable and underpowered. They rode and handled well, but that does little good if they don’t keep running. The experiment failed and Renault’s partner in the US American Motors was sold to Chrysler. That was the end of Renault in the US. Interestingly enough Fiat owns Chrysler these days and their quality has been going down ever since. I believe when Fiat tried to import vehicles into the US in the 70s it was a disaster. The current Fiat models offered in the US by FCA have been sales failures. I don’t know much about Peugeot or Citroen, but if they are anything like Renault or Fiat you can keep that garbage.
That was not a real Renault car. I'd never heard of it. Some US garbage.
Fiat lags compared to some other European brands but it's OK (except when they let a model languish).
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If anything, most of Chrysler’s portfolio of products have only improved since their separation from Daimler.
No it was very much a real Renault car based on the 9 and 11. Yes it was built by American Motors Corp in the US, but Renault supplied most of the components and Powertrain. Anyhow it was not a good car. Renault is busy ruining Nissan these days so luckily they don’t have time to import their garbage into the US.
They were the Renault 9 and 11 redesigned to somewhat suit US tastes, but still with a Renault drive train. A French engine has never exactly been a ringing endorsement for a car, especially here-the closest we've probably ever seen to widespread use was the PRV-V6, and it didn't exactly have the best reputation.
BTW, we also had Peugots here in the 80s-specifically the 505.
The Renault 9 and 11 were good. European Car of the Year in 1982.
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It looks to be in some sense something similar to the cheaper versions Renault makes in some other parts of the world today. The European ones are fine.
I don't think they are ruining Nissan, although some emerging market versions have been unacceptable (who's fault?). There's a lot of politics involved.
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Highly debatable. It's been a few decades since Chrysler was worth a damn.
I can't stand that guy. Then again I think most vloggers are annoying individuals.All I know is don’t ask Scotty Kilmer about Chrysler if you like them.
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I think I've said this before, but I believe I saw one. Not sure if it was that model or another one. All I do recall is it was dark gray or black. I think that's the only time I've seen one out in the wild. It could have been a Citreon for all I remember. Maybe that. I can't blame age here. It just didn't seem important to be wowed back then apart from a Ferrari or Lamborghini.
Anything’s debatable, but if I look at almost any product, it’s current iteration is much better than when it was the D-C days.
Didn’t the Eagle (originally Renault before the Chrysler-AMC merger) Premier use that PRV-V6? I knew a couple kids with Premiers in college. I actually thought it was a pretty well designed and handsome large car for it’s time. IIRC it was based on Renault 25, but with an AMC designed interior and exterior by Giugiaro. Anyhow I rode in one a few times and they were nice, but dang did they both have problems with those cars. They were always breaking down and the local mechanics had a heck of a time trying to figure out how to fix the odd balls. Fun fact... the later and much more successful Chrysler LH series cars were actually based on the Premier. They were actually much better cars once all the Renault engines and electronics were removed.
I liked the design of the PT Cruiser and Crossfire, but I would never buy a car engineered in the US.
To be fair, it's not like Nissan does any better. I think they rank lower than the Koreans in quality and finish these days, apart from their predatory practices. Though I had a small chuckle at the not real vs real. Most luxury brands these days use interchangeable parts the eye cannot see and platforms from cheaper marques within a portfolio. I guess they're not real either.
It’s sad because Nissan used to be pretty good stuff, but they have really fallen over the years. I’m not sure if Renault is to blame, but it seems ever since they formed the partnership Nissan has lost it’s way on quality.
English wikipedia gives the impression that the car was great. For French wikipedia it was garbage because of the AMC components.