Moderators

5,707

5,004

Members

597

Members

290

## Popular Content

Showing content with the highest reputation since 02/21/2019 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

## 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.
7. 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.
8. 2 points

## Fuel film modelling in G4X line

Accel fuel has been changed to a simplified X-Tau model
9. 2 points

## G4x Base map

Is it possible to have a Math block drop down box with the maths all ready worked out?
10. 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"
11. 2 points

## MR2/ST205 and Knock

Highly likely.
12. 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.
13. 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
14. 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
15. 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.
16. 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
17. 2 points

18. 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
19. 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.
20. 2 points

21. 2 points

## S15 plug in

22. 2 points

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??
23. 2 points

## ECU Unlock fails

Someone has done a typo by the looks, The last two characters should be b7, not 67.
24. 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.
25. 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.
26. 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.
27. 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...
28. 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.
29. 2 points

## [UPDATE] PCLink 5.6.6.3564 (on hold)

Yes it is now ok to run the current release.
30. 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.
31. 2 points

## EJ257 2.6L Cosworth long block Ignition timing to high?

I would say the timing doesnt look unusally high for 8.2CR with E85, but it also doesnt look tuned at all to me, it looks like someone has just made up the numbers. Why have so many rows with exactly the same numbers on them? You would be better to just delete them all. Seems pretty odd to have the same timing at 207Kpa than you have at 138Kpa. And as JMP says, that big step between 1500 & 2000 is gnarly.
32. 2 points

## G4 link new E-throttle module wiring

Attached below. 1&2 are sensor ground. 3&5 are supply voltage (I assume 5V) 4&6 are AP sub and main. E-throttle Module Instructions.pdf
33. 2 points

34. 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.
35. 2 points

36. 1 point

## Mixture Map

my understanding is Overrun Fuel cut > 0.5 will only show cells where overrun is active. I usually set mine to show Overrun Fuel Cut < 1
37. 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.
38. 1 point

## Starter control - speed or clutch lockout

G4X solves this with a VA on the starter switch DI, but I do wonder if we need to move the start position function setting into the starter control settings. I'll put it to the engineers.
39. 1 point

## Log analysis improvement

I like to add another point. I'm really missing a delta function where you have two cursors to see the difference between two points. Once GPS mapping is possible a distance mode for the X-axis will be needed, too.
40. 1 point

## AVCS cams playing up Subaru STI

VVT mode is set to Evo 9. I should be set to "Subaru AVCS EJ20".
41. 1 point

## S15 plug in

AN Volt 4 is fine to use for a temp sensor on the S15 plug-in, there is a jumper on the bottom board to enable a pull-up on that input. So have you definitely got the J8 jumper fitted shorting the two pins together? Make sure it is a tight fit on the pins and pushed all the way on as I have seen a lose jumper before. Another test you can do to confirm is unplug the temp sensor and measure voltage across the pink/blue wires - you should see 5V if the jumper is fitted. If you attach your tune file someone will check it is set up right.
42. 1 point

## Crank enrichment extrapolate

Nah there isnt. It's a bit of trial and error. I've spent a lot of time on cold start stuff, because I want my car to be as economical as possible - and cold engine really punishes you if youre just hoofing fuel in. The biggest difference I've found for cold start is advancing the injector timing to around about 220deg BTDC when its cold. When the motor is hot, and you have around 400deg BTDC its great because you're spraying fuel droplets onto the hot port and valves which makes it evaporate. When you have a cold engine though, it just condenses on the walls. So advancing the timing closer to TDC means you're spraying when the engine is actually sucking air in, so more ends up in the cylinder. So you can reduce your enrichments by a whole heap and it runs just as nice.
43. 1 point

## Please look at this log & tune file & tell me what you think

bit of a caveat - we can only see what is *configured* in the ECU. If something is wired up but the input is configured as disabled, we wont see it in your log or config. The only inputs you have configured are coolant & intake temp, MAP, 4x inputs from pedal and throttle position, and 2x lambda sensors, neither of which gives a useful reading, then wheel speed, brake & clutch switches, AC state, and ethanol % & temp as Digital inputs. I don't think its the case, but you may also be getting some info in via CAN with the pre-defined audiTT can config you have set up. You don't have any multi-fuel setup so even though the ECU knows you have ~80% ethanol, it does not apply any corrections because of this value - if you ever change to non-E85 or get low quality E85, your tune will not compensate for this. The innovate LC1 it looks like you have on ANVolt9 is outputting its the max rich voltage the whole time, so its clearly not working right - maybe dead sensor to match your gauge? The narrwoband sensor you have configured on ANvolt8 is similarly reading a constant, junk value, which is so low it may not even be hooked up (max lean value). This type of sensor is borderline useless anyway even if it works so I wouldnnt bother trying to fix it. The 5 wire o2 sensors typically need an external controller to convert the signals into something the ECU can use, then either CAN or a voltage input to the ECU. follow the wires and see where they connect? Your gauge will have a version of this controller inside it for the second o2 sensor. Similarly, an EGT probe needs a controller and cannot connect directly to the ECU
44. 1 point

## programmable logic

I didn’t have any issues with speed and always had fast updates on my display. The problem with my setup was when I needed to change something on the display I had to put it all apart and plug it into the PC seperately to update the 4D systems screen and then the arduino code seperately and also the screen would drop out and flicker because the wiring was always loose from the plugs. The plex usdm is a commercial solution and I can change the scenes and layouts and customise to my hearts content while sitting in the car via USB on the side of the display.
45. 1 point

## Setting up individual Wide Band sensors on a G4+ plugin Evo 8

Attached is the stream 1 file to assign the AEM device to Lambda 1-4. You can re-program the Link CAN lambda to lambda 5 in the "CAN devices" tab of the CAN setup. AEM 4ch stream1 - Lam1-4 ID31.lcs
46. 1 point

## Co2 boost control

i have co2 boost control on my skyline using the fury to control it. I just use a 1kg co2 bottle with a 3 pot mac valve it works really well however i needed to use pneumatic needle and seat valves to get it smooth which also saves co2 they were about \$10 from a air plant shop. Can run a 3psi spring and achieve 40psi can do nice boost vs speed tables etc awesome for track. If you need any info let me know and ill email you pics
47. 1 point

## 350Z+ G4+ questions

@Adamw Hi Adamw, can you also provide me info regarding get rid of the lights in cluster after installing the 350Z plugin? Thanks.
48. 1 point

## Introducing RealDash - A Dashboard App for Android & Windows

Hi Dave, It takes a bit of time for a update to be approved through the Microsoft store system, if you email the team at Realdash they may be able to give you an idea of when the next version is going to be publicly available which will include the fix for the lag. Cheers, Mark
49. 1 point

You have it mostly right. 4 tooth sensor goes to trig 1, single tooth sensor goes to trig 2. Both are reluctors. Set trigger mode to "1 tooth per TDC" Set trig 2 sync mode to "cam pulse 1X" and sync position according to where the single tooth is located.
50. 1 point

## Need Help turning on Car

That TPS singal looks better but you still need to run a re-calibration as the first 10-20% of the pedal travel isnt being registered, but that isn't why its stopping at 1500rpm. spark, fuel, afr all look normal. Does it backfire/stutter/etc at 1500 or does it just sound like you're only holding your foot down 20%? It still looks like a mechnical blockage somewhere. If you disconnect the intake piping at the manifold can you rev it higher? This will rule out blocked filter etc. Can you spin the turbo by hand? if it were seized you could be blocking up both the intake and exhaust side which would do something like this. Are your cams intalled properly? either cam being off by a couple teeth (or adjusted too far if they can adjusted) could show up like this. The only ecu-ish thing I can see that might be relevant is that you still have your MAF hooked up, but its calibration is all wrong and the ECU thinks its a fuel pressure sensor! you dont have it configured to use this pressure in the fuelling calculations, so it shouldnt be relevant but its a bit strange. It also only ever shows "pressure" on overrun when you jump off the throttle. This was the same as your last log too. This could be your recirc valve opening and dumping boost, but you shouldnt have any boost there to vent as it never breaks 100kpa at open throttle. I'm not exactly sure what this means the fault is but if it were me i'd look into this a bit and see where it leads.
×
×
• Create New...