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Showing content with the highest reputation since 11/10/2015 in all areas

  1. 4 points
    Guys relax a bit. I've mapped and I'm supporting several 600-800hp 2.0 to 2.3l time attack engines/cars with a Link ECU and multimap strategy. Such an engine runs usually for 5000 race track kilometers until a rebuilt is needed. That's a similar distance to a 24h race. I like to answer your question.: All LINK ECU use the same PC-Software and the same Firmware. The main difference between all LINK G4+ ECU's is only the hardware. your tuner should tune the main Fuel and ign Maps from the lowest to the highest boost levels. There are 3 main Boost Maps in the LINK ECU. You can additionally span one of the axis of the Boost Wastegate or Target table to a driver Rotary Switch. So it's possible to have up to 33 different boost maps, which all can be switched on the fly. On top of that, you can activate 4D fuel and ignition tables on one or several of the boost maps. This allows trimming Ignition and Fuel on some maps if you or your tuner like to do that. The Link Ecu is really flexible. Usually, the only limit what you can do is the creativity of the tuner. As an example, we installed 3 rotary switches in a Time Attack/ Hillclimb car. One 12-Position Rotary Switch is used to choose between 12 different torque maps (mainly altered by boost strategy). The Launch RPM can be chosen over another 12-Position Switch, depending on whether and Track conditions. And lastly, we have a 3-Position Rotary Switch to choose one of 3 Drive by wire Throttle Maps. For engine Safety, we set up Limits for too low and to high Coolant temp, Oil temp, Oil press and Fuel press. We are also using full time closed loop lambda and sending a lot of Data over a custom CAN. As you see, the LINK is a very capable system. But as every ECU, it needs a capable tuner to use it properly.
  2. 3 points
    Adamw

    CANBUS OIL Temp from AN8

    Hi Mark, I suspect the problem is your oil temp sensor being on a AV input is not actually assigned to the "oil temp" parameter but rather a "GP Temp" parameter that is not sent in the standard generic dash stream. Attached below is a configurable version of the generic dash stream where I have replaced "oil temp" with AN 8 - Oil temp. MarkHellier.lcs For any others that want it I will also attach an un-modified configurable generic dash stream. Configurable Generic Stream.lcs
  3. 3 points
    Hyperblade

    Link G4+ Tablet view

    After doing a bit of research recently into running a tablet as the primary dash for my car here's some thoughts... Hardware: For the older Windows tablets using Micro usb you should be wary of any claims of being able to charge and have a device connected, a lot of descriptions of the adapter cables are wrong as it totally depends on the tablet, so make sure you do your research first, if in doubt it likely doesn't support both at same time. However I believe the new tablets which support USB C may be better in this regard, again do your research first. Performance of PcLink on lower speced windows tablets (1.3ghz quad cpu, 1gig ram etc) is actually very good, PcLink will be very slow as the software initially connects to the ecu, and the display wont respond for a good 10 seconds, but once it syncs up it works perfectly. Here's my 8 Inch acer tablet with Windows 10 and PcLink with different layouts Because I could not charge and display data at same time I just ran it on battery, it lasted for a good 5-6 hours which was impressive. To me there's no point in having a tablet that can't charge and display so I replaced the above with a Lenovo ThinkPad Tablet 2 (2 usb ports, 10 inch) with Windows 10 and PcLink This charges and runs at the same time which is perfect. Setup: Setting up PcLink for the tablets is a bit of a pain as PcLink doesn't support touch very well. The easiest way is to have another pc with PcLink running and do the setup on that then transfer the layout files across. Your best to set the resolution of the display on your laptop to match the tablet as otherwise positioning of elements is very hit and miss (especially with high res displays) the ThinkPad I brought has a pen which made resizing and moving elements actually doable on the tablet. Note there is an issue with PcLink and some tablets (My acer one doesn't have this issue) where they throw a "Access violation at address 00000000 in module 'PCLink.exe'. Read pf address 0000000." same as this thread http://forums.linkecu.com/index.php?/topic/6144-access-violation-at-address-00000000-in-module-pclinkexe-read-pf-address-0000000/ It appears to be to do with the 3d chart display and it's very frustrating as PcLink is unrunnable as it triggers the error when ever you open PcLink and when it occurs it stops PcLink from working correctly. You can work around this by running PcLink on a normal pc, getting rid of the default layout with a simpler one then copying the entire folder "C:\Link G4\PCLink G4+" directly to your tablet (this means the software wont try and load the default link layouts which cause the crash). Once you have done this then you can just import layout files as normal (just make sure you use non 3d gauges). Hopefully they fix this at some point (even if it's just disabling 3d charts rather then crashing). As an aside PcLink is inconsistent with how it handles limits on displays, i.e analogue vs digital are configured in different sections of the app, Once you realise this then configuring it's not to hard, however I still haven't found a way yet to get rid of the decimal point on the km/h. PcLink has options for automatically going full screen, and auto connecting which are easily turned on through the menu. Then in windows I have set it as a start up app so it opens automatically, and have changed the user account to go straight to desktop rather the sign in screen (this is a bit more work involving regedit, guides can be found online for both). Realworld Performance: You can see me using my 8 inch tablet in a race here (fully on battery). It performed flawlessly, however as you can see in the video glare is an issue with these tablets (visibility was ok from the drivers seat but could be better), so if using as your main dash then a hood/cover is something you want to look into fitting.
  4. 2 points
    Ducie54

    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.
  5. 2 points
    Stevieturbo

    water meth injection

    You will never see 300psi, nor will 2x1000cc nozzles be as efficient as smaller nozzles. Well other than when the pump is pumping against the closed valve and if the pump has been adjusted to see a higher pressure. In fact, with nozzles that large I'd be surprised if you ever see much over 100psi. The pumps simply do not flow what the suppliers claim, and any pressure claims are against a dead head. I've tested the AEM big pump under load and in the real world at pressures required....realistically they're only around a 1200-1300cc pump, and that was with a quoted 1600cc worth of nozzle...and tested not fighting against boost pressure which would reduce flow further. Even with only a 600cc nozzle...my factory set 200psi pump, could never create 200psi. With 1600cc worth of nozzle, in the car, in real world use max pressure I see is around 140psi....so if using say 40psi boost, that's now only 100psi of effective pressure to inject, so even less flow. But stick a pressure sensor on the line and log it for yourself and use this to control any fuel/spark adjustments, rather than what you're currently doing which offers no failsafe. It's a cheap and easy way to monitor what the system is doing, and could be an eye opener. It's a pity nobody seems to have done much testing on the various systems and pumps out there to prove or disprove the suppliers claims.
  6. 2 points
    Adamw

    Engine protection question

    Note you can also make your main RPM limit table 3D to add extra parameters. Fuel pressure protection for instance if you use Differential pressure it should be relatively constant under all conditions so you dont need a full 3D table - you could just put it on one axis of the RPM limit table.
  7. 2 points
    Hey, I think this might have been suggested before. But once you start to understand the wall wetting concept, it starts to explain a lot of other concepts which are described seperately in the current software. Example - accel enrichment compensates for changes in wall wetting, but in a fairly crude manner. Cold start cranking enrichment is essentially compensating for fuel film build up over the initial cranking period on a cold engine, and the long time period of "tau" on a cold motor. Fuel cut on decel doesnt really go into this, but if there was awareness of the fuel film depleting during this period then "accel enrichment" would naturally increase again after decel fuel cut. It feels like if this was modelled many of the other enrichment features etc could be done away with or minimised. Here's a great article on it. http://www.megamanual.com/ms2/xtau.htm
  8. 2 points
    MarcD

    MX5 Fuel pump always on

    closing this out for the last time! for MX5 NA 1989 1.6 I got a heap of those connectors from Mouser. I rewired fuel pump to be on Aux 5. I wired the purge solenoid back up to Aux 7 and now use the purge solenoid as a cold start air device - small air filter on one opening, other to the inlet manifold, and solenoid activated below 40C. works a treat! also had the separate questions around the AF gauge and where to tap the 12V feed from to only be on when engine is running. Wanted this as when downloading big ECU logs, or fiddling with link, the ECU needs to be on for a while but not engine running, which meant in the old configuration, the AF sensor heater was also on - not good for longevity. Turns out the correct wire is the Blue/Red on the fuel pump relay (yellow re;ay and connector) up above the accelerator. hope this helps someone else in future!
  9. 2 points
    I always tune RB26's with TPS as the main fuel load table. I even use it as the main load on the ignition table with a 4d map for boost correction. I find it makes them much snappier. You are getting fairly low in the injector pulsewidth at idle. It is possible that the dynamics of your particular injectors are not consistent enough at that low of a pulsewidth. You could try to change the 1000 rpm cell at 5.8 psi in your Target AF table to 13.8 or so. If its a low pulsewidth issue this may stabilize it a bit. It seems to be maintaining idle fairly well in the log. Blaine Carmena Carmena Performance
  10. 2 points
    paulr33

    DIY vipec display

    Hi All, I have my car back at home now, out of storage so I'll try and finish this project and document the whole build
  11. 2 points
    paulr33

    DIY vipec display

    Haven't forgotten about this, car still in storage for about another month
  12. 2 points
    mapper

    G4+ subaru wrx V7-10 plugin is a dud

    Wildwestaussi1 think best is if you just leave this forum. A forum is there to help out each other. Only thing you are doing is blaming products and other tuners. If you are incompetend to install and setup such a highend ECU, just don't touch anything and take the car to one of the LINK ECU Tuners you can find on the website. And before you are calling everyone an idiot; I'm a professional Tuner and worked with LINK ECU's on Subaru's for several years. I came never across such a problem you descripted. As you statet, there was alot going on with this engine/car before you have got your hands on. So go and search there for a fault, but don't blame a great ECU manufacturer!
  13. 2 points
    JMP

    Toyota 1zz-fe base map

    The Dash Cluster temp meter is fed direct from the ECU, it will always read cold with every aftermarket ECU apart from Kaizen Garage's ZZE/ZZT Adaptronic based plugin which has an additional circuit onboard to convert the signal to one the cluster can accept. The stock ECU outputs it's engine coolant temperature signal for the dash cluster from pin B-17, on the 22 pin ECU plug. PCB pin THWO. You can trace the signal with an oscilloscope using the stock ECU from dead cold to operating temp and then use an audrino or similar to create a module that will convert one of the vipec outputs to a signal the same as stock the cluster can interpret The narrowband sensor is quite useless, please replace it with a wideband setup You will need to tune all the idle base position tables etc from scratch
  14. 2 points
    Scott

    Honda K20A base map

    Hi Niv, I don't have a base-map. The PCLink help file contains some info for this engine, have a look at: PCLink Help > Engine Specific Information > Honda > Honda K20PCLink Help > Wiring Information > Output Wiring > E-throttle > Specific E-Throttle Applications > Honda K20 - 60mm.Scott
  15. 2 points
    Dave Kriedeman

    AEM MAP and IAT Sensor

    Hi, I haven't forgot about this project. I have been very unwell with extreme pain for the last couple of weeks. I am on large doses of very powerful pain medication, so my brain doesn't work correctly while under the influence and it makes me sleep a lot. I have just come back from the doctors again for different medication again, tonight. I have been working on the PCL file for this along with a few other jobs. I needed to know how much boost he wants to run for many reasons, boost cuts, boost control target tables etc, working out what his final fuel pressure will be with static pressure plus full boost pressure etc. Spanning the Y axis on Fuel and Ignition tables and any other tables that will be MAP,MGP etc based AXIS. The more information I can gather the easier it is to set things up. Setting up PCL files for cars that aren't in front of you is quite difficult hence for the many questions. Yes , you are all correct, I DO NOT WORK FOR ViPEC. I enjoy helping others where possible. When I first started I could only ask a random question here or there, I didn't have the luxury of FORUMS or the Internet for help. 99% of what I know I have taught myself through testing , reading and studying etc. It is something you never stop learning. I have been doing this stuff for close to 20 years and there is still so much more to learn, I had many frustrating times trying to sort out issues etc. This is why I try to HELP where possible. I also strongly believe in the product and love it's capabilities. Sure there maybe some things people wish for that aren't possible in earlier versions etc. But for a very fairly priced ECU it sure is loaded with some very impressive features. There are also many ways to control devices under certain operating conditions etc. So by getting involved and helping those out seeking help, I in return learn as well. No one has ever done everything. So having a go at everything that crosses your path will expand your knowledge base 10 fold. So in the process of helping you, at times I am learning also. That is what this FORUM is about, NO BULL$%@T, just cold hard facts and many suggestions to help you all in the long run. Regards Dave.
  16. 1 point
    Brad Burnett

    Fuel level

    Its usually a variable resistance sender. Should be able to use just about anything and feed it in on a spare AN input. Will need a pull up resistor between the signal and 5v reference as most are 2 wire. Then just see what it does outside the tank and create a calibration based on that. Most older units are not going to be a linear calibration so you will want to check multiple points from empty to full. Outside of that it should be relatively easy to get it on the CAN bus and on its way to the dash.
  17. 1 point
    tarlo

    programmable logic

    I would love in the future if you could step up virtual logic to be programmable perhaps in function block or text with Boolean (and and or if etc) to allow lots of flexability to the end user. the virtuals are great but can be limiting. Thanks
  18. 1 point
    It is not possible to decode them all since they are sent as bit fields. The stream below will give you the common errors for Lambda 1 using the CAN DIG inputs (you can view these on the runtimes screen). Set it up with ID 431, extended format. CAN DIG 1 will indicate "AFR1 Ready" CAN DIG 2 will indicate "AFR 1 Heater open Error" CAN DIG 3 will indicate "AFR 1 VM Error" and so on down the list. The LED's on the device give pretty much the same information so Im not sure how useful it is. AEM Errors ID431.lcs
  19. 1 point
    Simon

    Sorry to ask. What software?

    Its a G4+ so you will ned the latest PC link which is currently 5.6.6 http://www.linkecu.com/pclink/PCLink G4+ EN-JP V5.6.6.3601 Setup.exe
  20. 1 point
    ClintBHP

    ARF Choice

    No Brianer, the Link CAN Lambda as we have the ability to see the controller status of the sensor, plus the ECU can extend the life of the sensor by many fold due to starting and stopping the heater at the correct times.
  21. 1 point
    The MAP sensor is only indicating pressure on one side of the butterfly though - My thinking is since these have a crankshaft driven supercharger and RPM is still high, even with the dump valve open there is likely a large pressure difference inside vs outside the butterfly. I have seen a similar but opposite effect when trying to open the throttle. Some BMW's have butterfly shaft slightly offset from center, so on those if you let them close too much when returning to idle they are sucked shut so hard you cant even move it with a screwdriver or similar.
  22. 1 point
    Was this problem solved at the end? I am having the exact issue with Link G4+ plug ins on my FD. "When AC pressure switch(in series w AC button) is open due to high pressure, voltage @ pin 4V is 0v=gnd. This means that Vipec ECU does not understand that AC systempressure is to high and just keeps running the AC compressor. " Once the AC pressure switch 'clicks', I no longer able to turn off AC compressor, it will stay on. It's like the pressure switch is working the opposite way as it suppose to be.
  23. 1 point
    I will give some comments. The Link CAN Lambda was designed specifically to work with our ECU, it has bi-directional communication so not only is data received from the device but the ECU also sends data to it. This allows the proper warm-up strategy to be applied during start up, EMAP compensation can be applied correctly for situations where there is back pressure and if a sensor is reporting an error condition the ecu can disable CLL or in the case of multiple sensors, ignore the failed one from "lambda average" calculations. The stuff like temperature, heater voltage, etc are mostly only used for diagnostics. Most of the 3rd party devices will have no receive - they only transmit data so they dont know if the engine is running or how long it has been running for to apply the correct warm-up strategy (potentially shorter sensor life). Many of the 3rd party devices will send some sort of error or status message but in many cases it is not in the format that our ecu needs it to be able to do stuff like disable CLL. In some cases you will be able to log these errors but unlikely act upon them. I have used a few of the X-series AEM's on budget installs and they have worked ok for me to date but I do hear/see some reports of short sensor life with them more often than others. To get the extreme response speed they certainly dont use a Bosch chipset or control the sensor in the way Bosch designed it to be so sensor life is possibly a side effect that. Some claim they are not using a genuine Bosch sensor either. Yes, an ecu controlled relay is a good idea. It still wont give the proper heat up strategy but it is better than nothing. No. Free-air cal is not particularly useful in my opinion, it was something made famous by Innovate as they didnt use the Bosch fitted calibration resistor. Air has about 21% O2, exhaust gas has none when less than 1 Lambda. So it only calibrates on the lean side of the curve and even then it is like trying to calibrate your precision 1volt voltmeter using a 2000V source... Ecotrons ones have a good reputation - I have never used one myself but only ever hear good comments about them. If you are not in a big hurry I know 14point7 are releasing a CAN bus "Spartan 3" soon, I tested a prototype a while ago. I use his analog ones for most of my budget installs and have very good success with them.
  24. 1 point
    Adamw

    Idle Speed control motors - How to

    No, I dont see any way you will be able to get a DC servo motor to control idle air with our ECU. Most engines I do are ITB and I dont bother with any idle valve. Typically you can get pretty decent idle control just using ignition only. Set it up so normal warm idle uses quite retarded ignition (say about 0), that means the throttle blade needs to be set open quite a way to achieve a normal idle speed. Set up the idle ignition table with ECT on one axis so that when its cold it runs about 20deg more timing than when hot. Thats usually enough to get it to cold idle own its own with no driver input.
  25. 1 point
    No, you want to log the parameter "Lambda 1". Just fix your cal table.
  26. 1 point
    Richard Hill

    R32 GTR issues

    Looking at the log file posted for the speed, there seems to be a frequency doubling artifact. This might be caused by a double edge on each transition causing the ECU to randomly see twice the frequency. possible issues could be compromised grounding (old loom with oxidised ground rings maybe?), a low pass RC filter might help. HTH, RIchard.
  27. 1 point
    from my experience with the quad cam avcs, full throttle pull, exhaust cam will sit around 25-30deg. when adam says the thing is rich, .65 is way to rich and I bet is causing misfire. These engines work better around .78-.8 lambda.
  28. 1 point
    StijnFSP

    [UPDATE] PCLink 5.6.6.3564 (on hold)

    its 6 days past that date any news ? need it also for a new laptop
  29. 1 point
    Ducie54

    Idle control needs work.

    Happy to help. Another suggestion is to use an auxiliary/fuel/ignition output to trigger a fix amount of air bleed using a solenoid. Then use a timer on this output. So when you shift though the gears the neutral step is not added as its no longer required or only now very small. You could then use the 3d idle ignition for the power steering idle up.
  30. 1 point
    Adamw

    e-throttle opinions - worth it?

    The Silver xtreme does in fact have E-throttle built-in. Cruise control is not available in the G4, so we can scratch that one off the list. Another function E-throttle is really nice for is anti-lag but that is not relevant in this case. So that leaves two main benefits; The multiple target tables like David mentions. Wet/dry or husband/wife setting etc. The other one David touched on but may not be clear to those who dont know; Many engines will perform better with a smaller max throttle openings at some RPM's. For instance you may find at 3000RPM your engine makes more power with 85% throttle than it does with 100%. With E-throttle you can command a different "WOT" value for different RPM's. On the flip side, compared to a cable throttle, E-throttle uses up 3 more analog inputs, wiring is a little more complicated, and requires a bit more tuning time.
  31. 1 point
    Adamw

    60-2 crank and 36-1 cas

    You have two options: You can modify the cam sensor so it has just one tooth/slot - then it will work with the 60-2 crank. You can forget about the 60-2 and just use the 36-2 on the cam - this will give you all you need for full sequential but means your main engine position signal has some error due to the cam drive system backlash.
  32. 1 point
    cj

    R35 MAF

    Have a read of this post. Seems like it works but probably not preferred
  33. 1 point
    Adamw

    CAN dash setup

    The Plex dashes have the termination resistor built in so you should be ok there. Correct that the CANPCB cable is not twisted but I have never seen that cause a problem, it is only ~150mm long. Can you attach your .pclr file so I can take a quick look at your settings.
  34. 1 point
    Simon

    Why cant i turn on INJ 7 & 8

    You will need to go live with the ECU and set the cylinder count to 8. If you are then on direct spark and sequential fuel it will force the drives to the correct settings. In the map you are working on it was form a 6 cylinder application and so those drives were free to be used for other functions.
  35. 1 point
    Adamw

    m52b28 v88 ecu injectors not firing

    With laptop connected to ECU, press F12 key to open up the Runtimes screen. Move to the triggers/limits tab. Crank the engine and have a look at the 3 parameters shown below. Both triggers should be green - Yes, and RPM should show 150-200.
  36. 1 point
    Adamw

    Idle with accessories

    This is really a limit of using modeled mode with TP as the load reference - it simply cant account for extra air entering the engine from any source but the TP. If you have a reasonably stable MAP at idle then you will probably get a better result by connecting that, otherwise it will need a change to traditional mode to allow use of the extra compensation tables. The reason these tables arent available in modeled mode is the whole idea is to base fuel delivery on calculated/predicted airflow. If you have no way for the ECU to "see" this increased airflow (such as MAP) then modeled mode isnt going to work.
  37. 1 point
    Monsterbishi

    First time setting up Layout

    Just open any .pclr file in pclink, go to layout and start from there.
  38. 1 point
  39. 1 point
    muzzytt

    Delay on flex fuel sensor

    I think the settings in pre crank prime would be the main focus here?
  40. 1 point
    gojira

    Engine fan control before start

    i use 1 fan PWM controlled and 1 fan by relay ON/OFF I made a 3D table for the PWM fan RPMS vs ECT But on 0rpm and 500rpm i set 0%, that AUX is set as GP OUTPUT PWM, if i set a % value on the coloms 0Rpm and 500Rpm, then the fan is running while engine is not started. Like Adamw says : when selected Engine fan on a AUX, that fan will only be running when engine is started.
  41. 1 point
    Gsab

    S14 Nissan RB26.

    Dave, Dave, Dave......never a truer word spoken in jest... Just completed my Spool RB34 and fired her up yesterday. Sounding awesome ! Will post updates as "we" go along..:-)
  42. 1 point
    Rich RDE

    1JZ VVT-I Map

    Sorry I have not been on here in awhile. I was extremely busy with a 996 turbo project. Please email me again. I did not get the email. Cheers
  43. 1 point
    Adturb

    Plex uSDM interface

    Last edit- changed the ID from '1792' (which is specified for the 300 and 500 series) to '1000' and it's working! Only thing not displaying correctly is the Lambda, I suspect it's a math problem as the value is changing- but I'm sure my car isn't running 6-7AFR
  44. 1 point
    Scott

    internal barometric sensor

    Hi Sama, The BAP is enabled from the factory, if you open the Runtime Values Window (F12 key) and look at the 'General' tab you will be able to see the current BAP reading in the left hand column. Here is some info on the accuracy at various temperatures: Scott
  45. 1 point
    Scott

    Help with can setup

    Hi Sama, Great, that is the info you need. The 'Format' will be normal. The multiplier and divider settings will control the scaling of the data to the CAN bus number. As the person from Bosch mentioned, these may need some adjustment to make tings read correct in the desired units (km/h?). Here is how the two different devices work: ABS CAN Bus value ECU 0.000000 m/s 0 0.0 km/h (0 m/s) 0.015625 m/s 1 0.1 km/h (0.027778 m/s) 0.031250 m/s 2 0.2 km/h (0.055556 m/s) So 0.015625 = 0.027778x -> x = 0.5625. This is the multiplier you need to convert from the steps the ABS uses to the steps the ECU needs. However the Multiplier and Divider fields in the ECU can only accept whole numbers, so you will need: Multiplier = 9 Divider = 16 The other settings from above should be the same. Scott.
  46. 1 point
    Rich RDE

    Expansion connector

    You can order these connectors and pins through a company called Digi key. I do this as some customers only request a certain amount of pins and like to keep things as neat and tidy as possible. www.digikey.com Pins part #455-2051-1-ND Connector part #455-2154-ND
  47. 1 point
    Paul Hassell

    TWIN SUZUKI GSXR INSTALL.

    Hi guys, we started a thread a while ago enquiring about the plan to put 2x G4 Storms on our twin engined Autograss racecar here in the UK. We have done the 1st phase of the closed season rebuild with a full strip and nut and bolt rebuild, the 2nd phase starts this weekend with the Link install. We will no doubt have a few questions so hopefully we will use this thread to show what we are doing and draw on the expertise within this forum to assist us.
  48. 1 point
    Simon

    Plex uSDM interface

    With the CAN being configurable I'm 99% sure it will be compatible and in the past Plex have been very good at working with our products so suspect thay will have worked in with the generic dash stream.
  49. 1 point
    Simon

    aem uego wideband / Antilag

    For the AEM you will need to select a custom cal, CAL 4 5 or 6 will do the trick. You then need to enter the voltage and Lambda values for point a and point b. Is this the AEM O2 unit you are using? http://aemelectronics.com/files/instructions/30-4110 Digital Wideband UEGO Gauge.pdf According to that the calibration should be 0.00v = 0.683 Lambda (10.00 AFR Petrol) 4.99v = 1.365 Lambda (19.98 AFR Petrol)
  50. 1 point
    Simon

    A few more cruise control options

    Hi David #2 is in there already. But have to admit its not covered in the help. The Set and Resume inputs perform this function. If Cruise is operating and you hit the Set input it will increase the speed. And the resume will decrease the speed. #3 is a current work in progress and should be coming soon.
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