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Showing content with the highest reputation since 10/18/2019 in all areas

  1. 1 point

    Link Fury fueling issues w/E85

    Anything above 150Hz means contaminated fuel. Most likely water but could also be diesel or similar. You will have to drain the tank
  2. 1 point

    help for porsche 986 2.5

    your ignition table itself looks like a good starting point the trigger1 offset you have to find yourself with a timing light as suggested by Adam. It can be different on each engine so we cant tell you exactly what number to use. remember to press enter after typing in an offset to get it to stick. As for your idle issue, maybe fuelling? Can you post a log of it happening please? Also disable launch control, its set to "on with DI4/clutch switch" so may be on accidentally which will pull 10deg of timing and other things unhelpful to idle. Unlikely to be your idle problem but I suspect there is something wrong with your oil temp sensor (shows a reading of -33C when ECT & IAT are both ~20C), and you engine compartment temp gauge is reading in KPA because of its calibration, which makes no sense at all.
  3. 1 point

    Link Fury fueling issues w/E85

    It sounds like the ethanol sensor digital input is outside of its operating range and has switched over to the fault/error value. The fault setting is user adjustable but most commonly it is set to zero% so that it if it fails it runs like crap and you know there is a problem. The normal operating range of a flex fuel sensor output is between 50 and 150Hz, the ECU will consider it in error if the frequency goes below 40Hz or above 160Hz. So to get yourself running again you can temporarily set the fault setting to say 85% (or whatever you believe the E% in the tank is at). I would only drive it easy like this though and set it back to zero once fixed. Here's where you find that setting: Now, to check what is causing the problem, with the engine running you can go to the runtimes screen (F12), digital tab, and find the DI that is set to ethanol sensor (in my example below it is DI5), then look at the DI frequency reported on the lefthand side (mine is showing 120.1Hz). If it is showing 0.0% then there is a wiring problem - a loose connection or no power at the sensor or similar. If it is showing a frequency but it is below 50Hz or above 150Hz then it is a fuel contamination problem - most likely water or diesel in the fuel.
  4. 1 point

    Link Fury fueling issues w/E85

    Are you getting fuel flow and pressure? Any idea the condition of your fuel filter.
  5. 1 point
    Brad Burnett

    e throttle idle issue

    Outside closed loop control range. If the rpm hangs to high it won’t try to correct.
  6. 1 point

    Flat lines in log file

    I only see one around time 1:04, is this what you are talking about? This would typically indicate an interruption of USB comms. So it just draws a straight line between the points where is lost comms and when it started again. The reason for that will be harder to diagnose. What sort of connection speed do you normally see at the top right of your screen? I only had a quick look, but my feeling is just before that point the MAP drops from around 39/40 to 34KPa, this reduces the injector PW from 0.44 to 0.37, but the lambda actually goes richer. I suspect maybe your injectors are just hitting the point where they are becoming erratic - some are behaving differently than others. Try setting your min effective pulse width limit to something like 0.42 and see if you can reproduce it.
  7. 1 point
    cool .. Was trying to get ideas for my turbo/rewire thats about to happen. The idea of a maf sensor for this very purpose was on the table. But id be concerned with maxing it out in the turbo application as im not going to be running any huge pipes.
  8. 1 point

    OBD II Android is a Joke! Seriously??

    We have a really nice colour display: http://dealers.linkecu.com/MXS_street Completely customisable, you can display any parameter inside the ecu over CAN Bus.
  9. 1 point

    Hella SSR Relay fuel pump control issue.

    Yes, it is even more critical than fuel injector control. Spill valves are controlled just like injectors - they usually have battery voltage deadtime compensation and other PW compensations based on solenoid characteristics as part of the control strategy. Because fuel is not compressible and the HP pump is a mechanically driven piston pump, to keep the fuel pressure near target the spill valve needs to add exactly the same amount of fuel to the rail as the injectors let out. The only way it can know how much fuel the pump is capable of delivering at any instant is by knowing camshaft position (i.e how where the pump piston is on its cam lobe). Say if the ecu calculates it needs 0.2cc of fuel added to the rail and it knows the pump capacity is 0.4cc per stroke, then it needs to close the spill valve when the piston is exactly half way up the cam lobe. The graph at the top right of the russian picture is a better representation of what P&H looks like. So a short patch of 0V (this is the "peak" current), then the rest of the opening time is just short pulses to 0V (typically about 25%DC).
  10. 1 point

    Accel Hold when using Semi-Sequential

    Yes, it does count the injection event even when there is no driver. Here is a quick test with and old Storm ECU (4 inj outputs), white trace is with config set up as 4cylinders, pink trace is same accel settings but engine config set to 8 cylinders.
  11. 1 point

    V6 wrx with a ej25 avcs engine

    The first UK/Euro/JDM EJ25 AVCS's ran a crank/cam as normal, but also had 2..mmmmm I think they were VR sensors for the rear cam positions. It was only when they moved to hall cam triggers they dumped the normal front left cam trigger on the camwheel
  12. 1 point
    New firmware is here :- https://cdn.shopify.com/s/files/1/0189/1312/files/Spartan_3_ADV_Firmware_1_09.zip?52 You will need a Windows computer with Bluetooth. Instructions are in the zip file. If you have any problems, give me a ring on 01474853219 UK working hours and I can talk you through. HTH, Richard.
  13. 1 point

    Aem wideband throws code 26

    You will have to move the fault voltage as it will be reading full scale at start up. Set error Low to 0V
  14. 1 point
    Yes any CAN port and channel is fine. Note there are instructions in the help file how to set up the ECU master CAN. G4+ ECU Tuning Functions > CAN > Device Specific CAN Information>ECUMaster 8Ch EGT to CAN. The LTC dash set up instructions are on the same page. DI9 & DI10 will need to be set to off for CAN 2 to be available. You can load the GTR map into your Fury. The Fury features will added into the map once it is loaded into a live ECU. One thing to be aware of is you are going to have to build an external circuit to generate the TPS signal for the Attessa ECU, the GTR plug-in ECU has this circuit built in but a wire in ECU wont. I will post a bit more detail about that when I have more time.
  15. 1 point

    G4+ Fury first tune 2gr-fe Turbo 92 MR2

    you have fuel pressure problems. Either your pump isnt working or your FP sensor is dead. Your tune uses FP sensor as a input to the fuel table (which is good) but its reading 0-2psi for the entire of both of those logs. The car therefore thinks you have no fuel pressure and is running the injectors flat out. If the sensor is right, your fuel pump isnt on, if the sensor is faulty, you'll be running is crazy rich. Either way, fix the fuel sensor on ANVolt6.
  16. 1 point
    Perhaps get back into the real world and use some common sense. Why should you need to anticipate basic tuning for cells ? Seriously, think about what you're saying. And BS about the "lean firing that comes with fuel cut"
  17. 1 point
    Bit silly running high boost, untested cells on pump fuel with aggressive timing ? Ultimately that's what the real problem is here. And a fuel cut will be a lot safer than an ignition cut. It just seems a lot choose ignition cut because it's more likely to make silly banging noises during a cut. But yes, improper ignition can and will destroy shit. Big time.
  18. 1 point

    Evo I-III pnp wiring question

    Are you definitely sure on this, specifically on the Evo 1-3 Plug-in? Because, I too have seen the posts @Tom_s_e3 is referring to, that states this isn't possible due to the ECU Hold Power circuitry on the bottom board. I'd like a definitive answer too, as I would like to also utilise sequential ignition on my Evo 1-3 Plug-in.
  19. 1 point

    Map Limit didn't engage during Shift Cut

    Hi CJ The Gear cut takes the higher priority over just about all other limits. A hard cut on the fuel will be higher priority so if you set the map limit to have the hard cut on then when it then hit the hard limit it would then over ride the gear cut. Regards Simon
  20. 1 point
    Typically for a turbo engine you would put MGP on the fuel table axis, (MGP is MAP-BAP) this will take care of altitude changes quite well and rarely needs anything more than that. If you want something more user configurable or want to do something a bit different with BAP compensation then just turn on a 4D fuel table, and put BAP on one axis. The 4D tables are an overlay so act like a multiplier. If you have a "5%" in a 4D table it will add 5% to the calculated fuel, if you put "-5%", it will remove 5% from the calculated fuel.
  21. 1 point

    Evo 7 Trigger

    Im pretty sure in the Evo trigger modes the sync edge polarities are hard coded, so it should work fine either way. Trigger 1 actually uses both the rising an falling edges to effectively give you 4 teeth instead of two.
  22. 1 point

    Link 4 pin plug

    Knocklink.pdf LambdaLink.pdf
  23. 1 point

    Link CAN-Lamda stopped working

    Try running a power wire straight from the battery to the wideband power supply.
  24. 1 point
    It would be nice if a user could add an algebraic expression in the G4+ PC Link software somewhere that can be stored as a general value (such as Virtual AN Input). Essentially I am looking for a user defined algebraic function that you can use values from other inputs on the PCM to convert into a value that can be used to control auxiliary outputs. For instance, "|(AN Volt 1) - (AN Volt 2)| = (Virtual AN Volt 5)"...….this could be used to control an output off of differential temperature. I don't know which would be the easiest way to allow for this, but I feel like a "Virtual AN Input" would be the ticket. Also, if there is a way to accomplish this already, please let me know. I think there is a way to accomplish this with another CAN device (such as a digital dash) to transmit values to, perform the equation in the dash, and then send the result of the equation back to the PCM, but I currently only have a CAN-Lambda module connected to the CAN bus of my G4+ Xtreme.
  25. 1 point
    What you are describing is a often refereded to as a "sequential message", this is where you have a base ID and each subsequent frame uses an ID that is incremented by some amount. At present the only way to do this in Link in how you have done it - that is assigning separate channels/streams for each message. The problem with sequential is there is no "industry standard" for the increment. Some use increments of 1, some use 8 or 10 or 16 or even mixtures of these... Note that Haltech is not really sequential, their first few frames look like it, 361, 362, 363, etc, but after 363 it jumps to 368. This is called compound or multiplexed messaging. Note you need to have an identifier in one of the bytes for this to work. You set that up in the "frame ID" box at the top of the streams tab. If you are interested there are a few examples of Arduino sketches linked here on the forum if you want to see how others have decoded this type of message. Most use the arduino "switch/case" statement to interperet the frame into different channels depending on the frame ID. Another option is to use the preconfigured dash2pro stream which uses 3 sequential ID's. If there are any channels missing that you want you can just add another custom stream on the end.
  26. 1 point
    Hi Adam, Sorry for Zombie posting this but had a question regarding the CAN structure and CAN IDs. My friend makes a Gauge that was made for the Haltech originally. Uses a CAN ID+N similar to the Race Tech above. My question was, is there a way to address different CAN ID eg +1 +2 etc without needing to use a separate channel for each to specify the new CAN ID? At the moment we are using 3 channels with separate CAN IDs and a user stream on each, then they have a single frame on each stream with the parameters. We tried it with multiple frames on the one stream but the frames seemed to mix. So had to do above. We managed to get this working with minor changes to his code but would be nice to get all the streams onto one channel, without needing to completely rewrite the audrino code. Here is the gauge working with the multiple channels for a example. Regards Nick
  27. 1 point
    Would be nice to be able to see at a glance if edits were additions or subtractions since last marker reset. Say on fuel table you add to a cell than the cell turns blue and if you subtracted the cell turns red.
  28. 1 point

    Ethanol Content Clamp Function

    The continental Ethanol Content Sensors will read significant lower when low flow goes through the sensor. This means during a WOT run the ethanol content will read significantly lower at high load and rpm than at idle, because the flow in the return line is low. I attached a Log to show the problem. With more boost, I see values 20% lower at WOT than at idle. This is a well-known problem and other ECU manufacturers have an Ethanol Clamp function for a good while. The Ethanol content does with activated clamp function only update when the Injector Duty Cycle is below a certain level. Once the INJ Duty Cycle is higher than the threshold the ECU takes the last value read below the threshold and update Ethanol content only when InjDC goes below the threshold. So a quite simple function, but with a big need! Please implement it asap. Thank you.
  29. 1 point

    Soft Touch on off buttons

    I use a window tablet for a dash on my car and it would be nice to have some soft touch on off buttons and maybe even momentary button option to add to the screen. I control fans with the ecu and turn the water pump on with the ecu if I had a quick soft touch button I could turn things on and off with that would be very nice. It would also be nice even with a laptop we could have a diagnostic page with momentary buttons so you could quick test and make sure boost solenoid clicks of fuel pump runs and so on. Then maybe down the road something could be done with soft touch on real dash. This would clean up need for extra switches and wires a guy could even have a nitrous purge button or line lock ran with the tablet. Oops I see this was already posted.
  30. 1 point
    From my hours of googling to find information I have found that haltech use the same CAN data stream as AIM do and aim have the can data on their dash setup for link so I guess I could use this. http://forums.haltech.com/viewtopic.php?t=4916 http://aimsportsystems.com.au/download/ecu/racing/LinkG4_CANBase_100_eng.pd i would like to do it this way as if I can do it it will mean I can display more parameter that the Universal adapter won't allow.
  31. 1 point

    EVO 4 FAN problems

    Hi Gosman, This is unusual on an EVO 4. On some EVO 7 and 8 models the engine fan works on a PWM signal so this needs to be set up as follows: https://vdoubleyou-scott.tinytake.com/sf/Mzc0NTYwXzIxMjE0NTU Did the engine fan work correctly on the factory ECU? If you are running high impedance injectors (greater than 6Ω) then you do not want ballast resistors installed.
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