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## Popular Content

Showing content with the highest reputation since 03/30/2019 in Posts

1. 3 points

## G4x Base map

For those looking for a base map to have a play with. Software can be found at http://www.linkecu.com/pclink/PCLink 6.15.15.exe Monsoon FW 6.15.6.pclx
2. 3 points

## Share your Math Channel List

So this afternoon I sat at the simulator and started mucking about with a few ideas. I wanted to calculate my average speed based on some event, I used a digital input latching on. In the UK we have average speed camera zones, you get snapped at the start and end and they do a distance over time calculation. Often you'll get slowed down by a Karen in an X5 not paying attention, I've always been curious how much I could safely speed up again to catch back up to 50 mph average over the trip. You can do this in log analysis with the statistics view, but this is obviously operating at runtime. So there's a few things here I've done that aren't documented yet, yes they will be. The first is that maths channels can do reassignment, x = x + 1 etc The next is that they're evaluated at 1000 Hz Lastly I know of a few built in functions too. I figured out two methods, of averaging, the first could be used not only for wheel speed, but for really any parameter, lambda, throttle position, you could use another maths function to find lambda, vvt, boost, etc error then feed that function into this one and have an average of error over some time period. This one uses this algorithm: newAverage = oldAverage + (newSample - oldAverage)/sampleNumber the cnt function is a real good cnt function, it counts 1 per cycle (so 1 per millisecond) while c is greater than or equal to 1, so if you feed it a status which evaluates to 0 OFF and 1 ON, then you're away. If you want to use this for Anti-Lag active we might have to get a bit imaginative about an offset, iirc Anti-Lag OFF = 0, ON = 1, Active = 2...etc I had to add a +1 to cnt because on the first cycle it's 0 and that's div by 0, plus the first cycle is the 1st sample too. The 2nd method I came up with was to calculate distance, which of itself is a useful function, then calculate distance/time, again using that good cnt function: Again using reassignment in the Distance function, multiply speed by 1/100th of a second, of a minute, of a hour to get distance travelled per millisecond (rate is 1kHz), I multipled by status to simply switch it on and off. This gives me km. distance a over time, divide by the same multi as above gets us back to an average. You don't need to use 8dp for this, I was just using it while getting my exponents sorted. My functions agree with each other and track to my expectations, but if you spot an error in my maths then shout out edit: unfortunately this is all in kph as I started running out of characters to add the mph multiplier, I've spoken with engineering and we'll see if we can get the length increased, 2.77e-7 helped a lot, but still lost a bit to parenthesis too.
3. 3 points

## G4x Base map

As a feature request can we have the option on which Lambda sensor is used for CLL. As example I'm using 5 lambda sensors. One in the turbo dump pipe and 4 in the turbo manifold using a CAN module. The software uses a average for CLL but would be nice to use Lambda one so manifold pressure is not an influence. Currently to get around this from happening I've set the 4 CAN lambdas as CAN TC.
4. 3 points

## G4x Base map

Yep Multi fuel and traction control will be coming
5. 3 points

## What is wrong with my tune?

I just had a quick look. There is some pretty odd stuff in there. It looks like it has been tuned for flex fuel but there is only one ignition map and no other corrections for ethanol content. Usually E85 can take a heap more advance than petrol so what fuel was that ignition table tuned for? VVT looks like the offsets are set incorrectly. The RH inlet cam is showing 10deg advance when it is in the fully home position. That means it will be getting 10Deg less than what is commanded. The VVT and ignition tables both have big "holes" in them around the cruise area that is going to make it drive pretty horrible. Boost control not working great at all. Fuel control is not great either. I would say this is due to there only being 1 VE table set up, which doesnt usually cover flex fuel well enough especially when injectors havent been flow tested on both fuels. I think the saving grace is you are running it on relatively high eth %, which is relatively forgiving. I wouldnt give it a hard time especially on petrol until it is looked at by someone more competent or interested. If you want to PM me the tuners name I will pass it on to the right people to consider.
6. 2 points

7. 2 points

## Clarification of sync tooth and general trigger setup

Thanks guys for the quick response! I have to say the help documentation is some of the best I've ever seen for a bit of control equipment. Keep it up!
8. 2 points

## cut at 5k rpm (log inside )

Also, if you press the H key on your keyboard, that will enable colours on the table - these sharp transitions should stick out like a sore thumb, as you'll not get a nice smooth gradient, but a sharp transition from green to red in this case.
9. 2 points

## Correct settings question for "Spark Duration", G+ Fury ECU

You are correct, spark duration and arc duration are the same thing. In your case this setting may only just start to come into play a high rpm. The spark duration setting usually only comes in to play when you have a distributor with single coil and more than 4 cylinders. It is used to shorten the dwell at high RPM when there is not enough time to both charge the coil and spark for the full duration. As an example think of a V8 with a distributor running at 6000RPM. At 6000RPM one engine cycle (two crank revs) takes 20ms. All 8 cylinders have to fire in that time. Lets say your coil needs 2ms of dwell to charge and the spark lasts for 1.0ms. You have to do that 8 times in those 2 revolutions, 8 x 3ms = 24ms - but wait - you only have 20ms to do that in? The ECU cant do anything about the spark so if it knows how long the spark needs and there is not enough time then it can shorten the dwell to make everything fit into the time that is available. A rotary in direct spark mode at 8000RPM will have 7.5ms of cycle time to charge and spark. So if you have a spark duration of 2.9ms that leaves you with about 4.6ms for dwell. You generally dont need much more than 3ms on those coils unless very high boost or Methanol. With it set at 2.0ms now is not a big problem because as you can see it is quite likely you are not running into cycle time issues anyway.
10. 2 points

## Knock strategy with sequential gearbox

Here's a quick video to give you an example. Gear shift knock.mp4
11. 2 points

## Sensor Grounds (5V and 12v Sensors, speed sensors, knock....ETC))

You can connect both 5v and 12v sensors (and VR sensors etc that have varying voltage output) all to the same sensor ground. The reason to chose 1 type of ground over another is not input voltage, but more: 1) how stable does the signal need to be for the engine to run well (crank trigger = really important, any of the temp sensors = not a big issue if the signal bounces around a few percent). And as part of this, will a ground offset cause an incorrect reading that still looks legit. (eg voltage offset on any analog sensor) 2) How much load is expected to go through the ground circuit. eg do not use a sensor ground as the ground side for a vtec solenoid or anything like that. As long as everything on the sensor grounds is low *current* then adding a flex fuel sensor to sensor ground wouldnt hurt, and generally anything that is an ECU *input* you would lean towards putting on the sensor ground circuits. But if you do see issues that seem like sensor noise once you add it, you can probably move the flex sensor to use a direct ground and not see too many issues. These dont report an analog output anyway so should work just fine with slightly noisy voltage/ground.
12. 2 points

## AEM Water/Meth Boost Safe

Can wire that wire into a digital input on the ecu. Then could configure the ecu to change boost, timing, and fuel values when that is active.
13. 2 points

## Fuel film modelling in G4X line

Accel fuel has been changed to a simplified X-Tau model
14. 2 points

## G4x Base map

Is it possible to have a Math block drop down box with the maths all ready worked out?
15. 2 points

## G4x Base map

@Ducie54 I get that if I haven't turned on a fuel mode yet. Switch on a fuel mode and you get it, I'll add a note to the engineers to show a message "no fuel mode selected...blah blah etc"
16. 2 points

## MR2/ST205 and Knock

Highly likely.
17. 2 points

## Cold Start - Pre Crank Prime and Crank Enrichment Tables

I think with engine temps of 10°C and 94% ethanol you are going to struggle with cold start and there will be little you can do from a tune perspective to help. The vapour pressure of straight ethanol is very low so there will barely be any vapor in the port at that temp no matter how much fuel you dump in, it will just remain as liquid. Somewhere below around 10°C there is not enough vapor produced to support combustion. This is the reason why pump E85 gets reduced to E60-E70 in winter so there is a little more of the volitile solvents available to create some vapor in the port. In regions like Brazil etc where they predominantly use straight ethanol it is common to use heated injectors to get around the problem.
18. 2 points

## HELP - Setup AEM CD7 Dash with Blinkers through BPM analogue to digital converter and Link G4+

Yep sounds like you got it. Here's a quick demo: https://1drv.ms/u/s!AiYbYlZQuRHPqylX67m5Oo57-JVv?e=t3SK3f
19. 2 points

## HELP - Setup AEM CD7 Dash with Blinkers through BPM analogue to digital converter and Link G4+

Ok, all the CAN is done, I havent added any of the new channels to displays or whatever but they should now be available. I have kept all the channel names pretty much as per the BPM datasheet. The only one that is a bit ambiguous is Fuel level. He has used 2 bytes like it is expected to cover a large range of numbers but then says the range is only 0-53L. Just one byte can do up to 255 and 2 Bytes is capable of 65000. So I suspect he might be sending it as "0.1L" rather than whole Litres but that is not clear. If your fuel level says "500 Litres" when you have it all working then set the scalar to 0.1. Marvin-LinkG4UpdatedV2Port2CAN Adam.aemcd7
20. 2 points

## tps and MAP accel fueling together

Bumping this topic... I'm surprised no one else has interest in this. OEM systems I have worked with do this, and it makes sense. At low throttle openings, a change of throttle angle is a better trigger for transient fueling than map for engines that have low / noisy idle vacuum. However, at steady throttle angles, on a turbo engine, as the boost builds, there can be a need for additional fueling, otherwise you get a lean spike. I've noticed this when tuning steady state and then doing transient sweeps, if you tune to the sweep, you get a inverse V in your fuel map. Certainly this is not reinventing the wheel, just doing what the OEM's have already been doing for many years, and for good reason.
21. 2 points

## Spartan 3ADV CAN Wideband connection issue

Yes, Spartan has a termination resistor built in and it is enabled by default. I would use the Spartan in its default mode, use 1Mb/s and 1024 as ID. Use the attached stream definition. From the testing I have performed, the Spartan doesn't actually work in Link mode, the stream appears to be incorrect. (you would have needed to log in via serial bluetooth to change the mode/ID to Link CAN Lambda mode) HTH, Richard. Spartan3ADVDefaultMode.lcs
22. 2 points

## Thunder lambda wiring - 12v

Here are some measurements from a single 4.9 Lambda sensor running on a Thunder on the bench. The maximum the sensor drew was 1.43A at the end of the heating phase
23. 2 points

## RPM 65535

No, the dwell scatter is a symptom of a trigger error. It means the ECU isnt receiving the regular tooth pattern that it expects from the trigger. As I said earlier, the quickest way to find your problem is to get an oscilloscope capture of the triggers - preferably when it is playing up. The Oscilloscope will show us what is wrong with the waveform and this will usually give you some strong clues what is causing it. Do not waste time changing random parts - there could be many hundreds of different scenarios. Your logs show the ECU is not happy with the trigger so you need to start by diagnosing what it is about the trigger signal that the ECU it is not happy about.
24. 2 points

25. 2 points

## S15 plug in

Jump on and download the PC link tuning software. The help file will have 99% of your questions covered.
26. 2 points

## Link monsoon wiring

I think I would avoid that, it looks very suspicious. Look at the main connector, it is missing the housing and looks like the wires are attached directly to the pins??
27. 2 points

## ECU Unlock fails

Someone has done a typo by the looks, The last two characters should be b7, not 67.
28. 2 points

## Color coded edits to indicate if add or removal happened

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.
29. 2 points

## Closed loop coolant temperature ctrl w/ map controlled thermostat

On my setup I use a 3d table to PWM an engine water pump. After a lot of testing I found using the temp output from the radiator and ECT the best way to control the pump. Takes into account out side temp and vechile speed. Would recommend you try that way to control the thermostat. Ive also connected a 2nd Digital output to the same soild state relay as an override. So if I'm at a set TPS or boost range the pump goes to 100%. After a bit of testing during different conditions I can keep the ECT within 2deg in all situations.
30. 2 points

## MINI LINK G4+ Borg Warner Speed sensor

I drew this circuit for someone the other day. I havent tested it myself with a turbospeed sensor so no guarantees but I have used a similar circuit to divide a wheel speed frequency down. Over here you can buy the 4024 binary counter for about \$1.50 from Jaycar so I assume they should be easy to find anywhere.
31. 2 points

## programmable logic

I moved away from using generic dash as it employs a compound CAN message, which can be a bit of a mouthful for both the ECU sending and the device receiving. I prefer to use messages which are split over several CAN IDs such as transmit generic dash 2. The only problem with Generic Dash 2 is there's appears to be a bug in the non driven wheel speed (1 byte assigned, but shows as 0-1000kph, guess the text was copied from generic dash). Not a problem though if you aren't planning on going more than 158 MPH...
32. 2 points

## 1989 R32 GTR single turbo conversion – preparing for the first start

Im not sure if you are asking a question or making a statement? Of course the fuel table and ignition tables (and all other tables) will need to be tuned to your specific engine before it will run well. It sounds like you dont even have a good grasp of the basic fundamentals yet so Im reluctant to advise you touch it yet. I would not attempt to tune a turbo car with this level of understanding. I would suggest you start by doing something like the low cost EFI tuning fundamentals course here to get a better understanding of the theory behind it: https://www.hpacademy.com/courses/efi-tuning/ If you try to tune without a good understanding of the basic theories then it will just end in disappointment.
33. 2 points

## [UPDATE] PCLink 5.6.6.3564 (on hold)

Yes it is now ok to run the current release.
34. 2 points

## What is wrong with my tune?

Another look show it's reducing boost target in higher gears but gear detection is not set up correctly. Your vechile speed is showing when in 0 gear.
35. 2 points

## Turbo Speed Input: G4+ Thunder DI 11-16

Another way to work around the missing inputs on the Thunder (or to divide an input frequency down on other ECUs) is to use a CMOS 4018 IC. No external components required and can be powered from the ECUs +5 Volt supply. To divide by 10, the inverted Q5 output is fed back into the data input pin. I used this last week to divide by 8 on a fury (I fed back the inverted Q4 pin to data) Hope this helps, Richard.
36. 2 points

37. 1 point

## RB25DET S2 wiring in IAT sensor and MAC Boost Solenoid

You will need a free Aux output that can then be set as engine fan. This will then provide a ground to turn on a relay that controls the fans. Pin 9 might be a good option if you are not running AC.
38. 1 point

## From G4 storm to monsoon X

We added Semi-Sequential as a mode to keep the unused pins free for other aux uses.
39. 1 point

## Injector Setup

Set short pulse width adder to 0, with such small injectors they will never be operating with a short pulse width so it doesnt matter. Injector flow @ rated pressure will be 270cc & 300Kpa. Set base fuel pressure to whatever static fuel pressure you are running (with engine off).
40. 1 point

## Virtual aux trigger check engine light

Added "Custom CEL functions" a few weeks back, no ETA but it's in there.
41. 1 point

## Weird firing order

Having it wired incorrectly will cause confusion when trying to configure knock control.
42. 1 point

## G4x Base map

Hmm, good catch. It does actually work and display correct on a live ecu but they are going to have to fix that.
43. 1 point

The crankshaft turns twice per 4 stroke engine cycle. So the missing teeth on the crankshaft wheel can only tell the ECU where TDC is, it cant tell the ecu whether it is TDC for cyl 1 or TDC cyl 4. Only a cam sensor can do that. So if the ECU doesn't know if it is TDC 1 or TDC 4 then it cant fire the correct coil or the correct injector in seq/direct modes. Injectors don't need to be re-wired - just change the setting to multipoint group. Coils will need to be rewired to the correct drives and ignition mode set to wasted spark. If you want sequential or direct spark you need a cam sensor.
44. 1 point

## MR2/ST205 and Knock

It would actually be a huge task to implement this due to the way the code is written so will not be happening on the G4+ platform.
45. 1 point

## 4.4 v8 vdo bmw throttle body

result number 1 in google search for 350z pedal pinout looks good https://my.prostreetonline.com/2014/09/24/test-vq35-accelerator-pedal/
46. 1 point

## Nissan 350z Link G4+ ABS problems

Sera, this sounds like a problem we have seen before. It seems there are some specific 350Z's where the ABS ecu throws a wobbly if it doesnot get an acknowledge from the engine ecu within a few mS of power up. It is thought the Link ECU takes slightly longer than the factory ECU to send out CAN messages after boot up. It seems rare but I remember seeing 2 or 3 cases in the few years I worked for Link. The fix is to wire a relay in to the ABS ecu power supply wiring, so during cranking the ABS ecu power is cut - it then reboots, gets its acknowledge from the engine ecu straight away and is all happy. I will PM you a document describing what needs to be done.
47. 1 point

## Boost solenoid valve advice

Confession time: the hose I thought was going to the wastegate was going to compressor and the other way around I switched them around and now target boost seems to come around 25 % wastegate and controllable. I'm sorry to have wasted your time and to have driven the car in overboost dozens of times while trying to understand what's going on.... unfortunately I was just too sure of how those hoses were connected and I thought of any other complicated explanation but this. So car pulls strong and it seems that soon the tuning will be done. Next priority is getting the cold start decent but I'll meet you in other topics about that Thank you for your help and good luck! Best regards, Florin
48. 1 point

## Reccomendations for setting up per cylinder EGT?

this is how to input an ecumaster can egt board. Should be similar (byteorders may be different ) HTH, Richard .
49. 1 point

## trigger 2 sync problem

I notice in your screenshot above your camshaft position doesnt go below 15deg. I think this is due to your tooth offset table and maybe the trigger 2 offset are not correct. The first cell of the tooth offset table should always be zero. Subtract 14 deg from all the numbers in your tooth offset table and add 14 deg to your trigger 2 VVT offset.
50. 1 point

## how to set up link plug in b16a coil on plug

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