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Showing content with the highest reputation since 07/01/2016 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
    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.
  14. 1 point
    You don’t need to change anything, the factory sensor works fine. If you do want to change to a sensor with isolated ground (2 wire) then the easiest option is to connect the 2nd pin to the shield and use that as it’s ground. For the boost solenoid, connect to factory wires.
  15. 1 point
    Adamw

    Possible bug in Thermistor Calc?

    The problem is the ecu uses linear interpolation between the cells in any table, yet a thermistor is highly non linear. Since you have such a big gap between the 24°C and 94°C cal points it will be very noticeable. The reason you see difference between voltage Vs ohms cal is because the voltage divider calculation will inverse the non-linearity affect (I suspect the voltage cal will be closer to reality than the ohms in this case). You typically want no more than 10°C break points for a thermistor cal. Pic at the bottom to show the effect, straight lines are your cal, pink line is more like how the sensor would behave. I would suggest you try the pre-defined Hella 6PT calibration as that looks like it matches your sensor reasonably well.
  16. 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
  17. 1 point
    Adamw

    R&D question - cylinder deactivation?

    But you also need to hold the exhaust valves open on the deactivated cylinders otherwise you just have massive pumping losses. So not only do you need the mechanisim to do this but you also need an engine like a hemi where there is enough piston to valve clearance for the piston to travel past TDC with the exhaust valves fully open.
  18. 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.
  19. 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.
  20. 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.
  21. 1 point
    I know of some people that have done this but it’s not a good option in my opinion. Having two separate ecu’s controlling things with no communication between them and little understanding of how the oem ecu controls things is bringing a lot of risk to the party. For instance if the oem ecu cuts fuel as a limiter but your port injectors are still squirting you are probably going to melt parts quickly. With port/DI combos there are many other scenarios where the timing difference between the two injection events can cause very lean cycles also. Fair enough if it’s a junk yard engine with not much value and you are prepared to learn by breaking things...
  22. 1 point
    Tim D

    Covert llg file to csv?

    Did you mean this...
  23. 1 point
    Yes this would be the best option
  24. 1 point
    The Lambda trace actually isn't in the correct position as the reading lags so I would say its going lean on a throttle blip, best way to see by how much the Lambda is lagging is to set a switch on a DI and when selected add 10% to the fuel map, hold it at 4k rpm and switch the DI on, by logging the DI and the Lambda you will see how long the lag is, you can then read the log better. I would say if the fuel table is correct then you need to adjust the accell Enrichment. Logging TPS delta along with the TPS trace will help you work out whats going on. Hope this helps.
  25. 1 point
    I solved the problem. The cam sensors started to bleed through +12 to the signal wire when they got warm. I changed the supply to +5V and everything seems to be working fine now =). everywhere I looked the sensors should be +12v, but that was obviously wrong. Don't believe everything on the internet, haha. Big thanks for the support!
  26. 1 point
    Adamw

    4g63 boost control.

    Correct, it should have a stock solenoid in that car, usually you would just connect the new solenoid to the wires for the original valve. Wrong. One side goes to a switched +12V source. The other goes to an aux output. There are no aux outputs available on the expansion connector on that ECU, so you should connect it to aux 1/Pin 105.
  27. 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.
  28. 1 point
    cj

    Low Oil Pressure protection strategy question

    The warning light is simple enough - configure an aux output as GP on/off, label it "Oil pressure warning" or similar, and set the condition to "oil pressure < 30kpa" or whatever you decide is a good level. This output will be connected to the ground side of your warning light in most cases. the ignition cut you can do a couple ways but you'll probably end up setting a GP RPM limit (under engine protection). turn on GP limit 1, then in the GP limit 1 table, change the Y axis to "oil pressure". You now set the rpm limit to 10000 or something higher than you ever hit in all cells where you want the engine to run normally, and either zero or your idle rpm in all the "failure" cells (ie the low pressure+high RPM cells). you can also do some logging of normal oil pressure and tweak the table using this so that the threshold for "failure" is just below normal at every RPM. If you set the limit to 0 you will stall the engine. There is a startup lockout timer in the GP limit settings that you may need to set so you can actually get the engine to start and have the oil pressure stabilise before it starts limiting it. If you have e-throttle you have another option of setting a second ethrottle target table where the target value never goes above 5 or 10% (or 0 if you want to stall it). You then set the condition for switching to table 2 to be the status of your warning light. This way you can also add in low fuel pressure or any other protection conditions you want to cover by adding them as conditions for the warning light (which could also be a virtual aux if you want the warning light to use different conditions than the thottle table swap.
  29. 1 point
    cj

    R35 MAF

    Have a read of this post. Seems like it works but probably not preferred
  30. 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.
  31. 1 point
    AbbeyMS

    GP RPM LIMIT

    On a Link G4+ ECU no not yet. Luckily the cars we run Thunders in both have Motec dashes with SLM shift lights fitted so we flag a warning before there is a cut from a GP limit. It does need some more work I agree but the guys are moving forward but they need a little kick sometimes to hep them long the way...
  32. 1 point
    Brad Burnett

    Missing Cable? ECU to USB

    There is about a 6 inch cable that comes with the ecus that goes from that connector on the board to the CUSB cable. Definatily something I would recommend getting from link. May have to go direct as that usually comes with the ecu so many dealers may not have.
  33. 1 point
    Adamw

    Digital speed inputs

    I rarely use the folder view, I normally find the search box easier. So if I search "wheel" in you map I get the below list of parameters. Although either will work, I would use the generic "LF Wheel Speed" without the -DI** on the end.
  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

    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.
  36. 1 point
    dmacnz

    Trigger errors on startup normal??

    I wired the cam sensor backwards! The give away was that it went negative first!
  37. 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.
  38. 1 point
  39. 1 point
    quattro5v

    TT PNP to 02' A4 AWP engine

    If using the popular big-port AEB head on an 06a motor, you just need to swap over your small-port original CAM sensor and wheel to suit. Likewise for the O2 sensor, I removed the original OEM sensors (wideband upstream, and narrowband downstream as they call it) and installed a standalone WB sensor and controller which feeds back to the ECU. By all of my intensive investigations and schematics, the AWP should work fine with the PNP version.
  40. 1 point
    Adamw

    MY05 Subaru Forester XT - G4+ Thunder

    I havent thought this logic through in great detail, but this screen shot should give you the basic idea. In this example, Aux 8 will be on when condition 1 or 2 is true. Condition 1 would be the running engine conditions - lets say RPM is >10RPM . Condition 2 will be your shut down timer - When RPM falls below 10, Timer 1 is "activated" by virtual Aux 1 which will then start counting up (to 40sec) in the background, When Aux 8 condition 2 sees the timer count hit 30 seconds it shuts off oil pump. Clear as mud? Hopefully its easier than it sounds on screen... I would try it like this and see if it behaves as expected - the part Im not sure about is the timer might start timing as soon as you turn ignition on (before you start engine), if it does you might need to add another condition to prevent that. how to screenshot on windows
  41. 1 point
    The stock tacho on that engine is run from the factory computer not the ignition system. So as long as the Atom is running the tacho you should be fine. There is no need for an inductive clamp. If the tacho doesn't work for some reason, at most you will need to purchase an MSD tach adaptor which will still be run from the Link Atom Aux out.
  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
    Scott

    Vipec i88 wiring

    Yes, it's fine to share the 12v+ supply to different devices, so long as the wire (relay, and fuse also) can provide sufficient current. This is often how the OEM wiring is organised also. The downsides of using 1 source for multiple devices: If a short circuit happens in one device, the others devices will lose power also.It is more difficult to control the devices separately from each other, you will normally have to control the ground to each device to do this.Advantages of using 1 source for multiple devices include: Less cables, so a more simple system.Less cables, so reduction in weight and cost.Scott.
  44. 1 point
    Scott

    Vipec i88 wiring

    Hi, well done on what you have don so far. For the ISC solenoid, pin 3M will go to an ignition switched +12V, pin 3Q will go to an Aux Output channel (from 1 to 8). The Ignition switched +12V could be the one used to power the ECU, or you can use one from somewhere else, possibly the supply for the ignition coils or injectors. Just make sure that the supply you use can handle the additional load. You don't want to use a supply out of the ECU for this. Pin 1A is not needed by the Vi-PEC. Some ECUs use this for shutting down safely or saving data after the key is switched off. All the other pins will not be needed by you (thanks to your alternator swap). Pin 3K is not required, but if the signal goes from 0v to 5v you could consider connecting it to a spare AN Volt channel for interests sake. Scott
  45. 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
  46. 1 point
    Scott

    LSU 4.9 wire to force GDI

    Pin 5 on the sensor side of the connector goes to the calibration resistor (built into connector). On the ECU side of the connector this pin should go to the MES terminal. Scott
  47. 1 point
    The Aquamist failsafe output (at least the one I have: HFS4 v3) can be set to either go to ground or go high (+5v) on activation. The characteristic is selected by a jumper setting on the Aquamist control module. There are several conditions that activate the failsafe: 1. Low fluid detection 2. Flow sensor output is below lower threshold (i.e. pump failure, nozzle clog, meth line break prior to flow sensor, FAV fails closed) 3. Flow sensor output is above upper threshold (meth line break after flow sensor, FAV fails open) 4. Injection system is deactivated by the switch on the flow gauge If you set the failsafe to go to ground on activation, you could then add a toggle switch onto that wire to short it to ground when you want to trigger the failsafe maps manually. BUT, you'll want your switch to connect ONLY the Link's DI to ground, while at the same time breaking the connection to the Aquamist failsafe output. Shorting the AqM failsafe to ground would be a bad idea. I have my Aquamist failsafe connected to a DI on my Link and I have it set to switch between high and low Boost Solenoid PWM DC tables. I do not use it to switch fuel or timing maps. Rather, I use 4D fuel and ignition tables and have the Aquamist's flow meter output set as one of the axis and RPM as the other. So as the AqM's flow meter output rises (i.e. more meth being injected), the 4D tables remove fuel and add timing. I am still in the process of tuning this but it seems to be working fairly well. But I am running 100% methanol only and don't need to switch between 100 or 50/50 like you want to. You'd need to use fuel and ignition map switching for your purposes. The one issue I am having to work around is that the AFRs tend to get progressively richer as the meth sprays, even when other variables stay constant (RPM/load/meth duty cycle). My assumption is that since I have the nozzles just after the intercooler exit and there's about 2~2.5 feet of intake piping between the nozzles and the throttle body, some amount of the meth will wet the intake piping, but once it is wet, then the majority of it flows into the cylinders. I don't see it as a big problem, however, as the reading I've done on methanol says you can run it richer than gas. If I can get the AFRs to start out around 11.5 and drop into the 10's during the pull I think it'll be good.
  48. 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
  49. 1 point
    Scott

    Methanol Injection Flow Safety

    Hi Adam, I believe Blaine is talking about a water/methanol injection kit, like the AEM one. I saw a webinar the other day where the AEM controller has a setup like Blaine described. It basically means if you run out of water/meth mix or have a pump or plumbing issue the ECU would be able to reduce boost to protect the engine from detonation.
  50. 1 point
    Simon

    racepak(non logger) issues with v88

    Hmmm that is most odd. In theory when you read the config from the Vnet module they are the only inputs you can then assign to the Display. So when you right click on the IQ3 tab and go to set the inputs these have to be form the available list the Vnet gives you. Its almost like the Vnet module is not programed correctly. Im not sure if you can reprogram the pre configured modules.
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