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Showing content with the highest reputation since 09/17/2017 in all areas

  1. 6 points
    Hi All, The developers of RealDash have been working with us to make their app compatible with Link ECU's. It is now compatible. For those that havent seen it you can learn more here: http://www.realdash.net/ In my short play it seems to work well and has lots of cool features. Lap timing, navigation, configurable alarms, live graphs, live streaming of data, music player, etc. The app and a selection of basic "skins" are totally free, then there are some more fuller featured paid for "premium skins" that do more stuff such as data logging and may look cooler these are still relatively cheap ranging about $3-$10. One example below. Right now it wont work on the Atom, Monsoon, Kurofune or Black Storm as the serial stream is not enabled in those ECU's but we hope to enable that setting in the next couple of months. Right now it will work in the Blue Storm, Xtreme, Fury, Thunder, all Plug-ins & Force. It will also work on old G4/Vipec V series ECU's. Connection to your tablet/smartphone is direct using your normal Link USB tuning cable, for phones/tablets that only have a micro USB port you will need a "Micro USB OTG adapter". Instructions for setup and connection attached to bottom of this post. RealDash.pdf
  2. 6 points
    Hi, Currently with mixture map you set a threshold so that samples within say 25% of the centre of a cell vertically and horizontally. This pool of results are used to contribute towards an average value in the centre of the closest cell. However this means that you've got 25% variation of rpm and load, contributing to a static value in the centre - and you need to throw away 75% (?) of recorded values. I have another idea that can let you use all of the data instead, and improve the results. For simplicity's sake imagine a 4x4 grid, and our current load and rpm point is 25% of the way towards the lower RPM value and 25% of the way towards the lower Load value. If we interpolate these values, as per what the ECU does. Note: I have just titled the columns and rows with percentages to show what percentage of the each cell we are interpolating from. We get a value of (25% * 25* 10) + ( 25% * 75% * 30) + (25% * 75% * 20) + (75% * 75 * 40) = 0.625 + 6.075 + 3.75 + 22.5 = 32.95 is the table value that interpolation produces. Now lets say that you wanted to add 10% to this value. If we just adjust the closest cell by 10%, as per current Mixture Map strategy. Then our bottom left cell changes to 44 so our table now looks like this: If we do the interpolation again, but with the new value to represent running the car again after the update: We get a value of (25% * 25* 10) + ( 25% * 75% * 30) + (25% * 75% * 20) + (75% * 75 * 44) = 0.625 + 6.075 + 3.75 + 24.75 = 35.2 as the new overall value. Which is only makes 6.8% difference to the interpolated value, rather than the 10% we wanted. On the other hand... If PCLink De-interpolated the 10% that it wants to add. Instead of adding 10% to the one cell, we split the 10% addition across the 4 cells based on the same percentage that the value was interpolated from initially. So: Top left cell: (10 * 1.1 * .25 * .25) = 0.6875 Bottom left cell: (30 * 1.1 * .25 * .75) = 6.1875 Top Right Cell: (20 * 1.1 * .25 * .75) = 4.125 Bottom Right Cell: (40 * 1.1 * .75 * .75) = 24.75 = 35.75 is the table value that de-interpolation produces. We were trying to add 10% and this new value produced is 10.5%. So that's pretty good! (The 0.5% error comes from rounding to 3 decimal places in my example) So it's accurate to the provided data in every instance. Which is especially relevant when it's applied 1000s of times across all of the cells. You dont need to throw away any of your recorded data, it all contributes to the cell values. Mixture map is pretty good for roughing out a map initially but because of the inaccuracies of the "nearest cell" method I don't really use it that much anymore when trying to dial in a fuel map. You always overshoot or undershoot unless you set your cell tolerances impossibly tight and have millions of samples. And, since this is all only done in PCLINK rather than the ECU, there's not really any worry about the overheads of the extra maths involved. It's worth having it chug away for a few minutes longer if you can get an awesome result on first or second iteration of Mixture map logging. So - that's my Friday night suggestion. Thanks for reading if you got this far, haha.
  3. 4 points
    Adamw

    Logging setup for ECU logging

    Yes, that was one of the first Efi engines I done about 20 years ago when I was a teenager. Motec M48. Couldn’t get many SR20 parts in those days so had to make throttle bodies, camshafts, dry sump system etc from scratch. Datsun 510 rally car.
  4. 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.
  5. 4 points
    That and a few other handy features are already on my list of "Things that would make PCLink much nicer to use as a tablet dash". Thanks!
  6. 4 points
    Tim D

    ''Laggy'' software

    At last, my graphics issues are fixed, despite having latest geforce drivers, it was the windows setting for text scaling, it needs to be 100%, not 125%.
  7. 4 points
    Hey people, Just thought I'd post up a quick note about something I did recently that worked out well. I was wanting to optimise ignition timing for cruise, so using some switches on my dash to trigger a combination of datalogging, 4D ignition, 5D ignition and the 2nd ignition table set to overlay mode. With the idea that I could add or remove timing from the main table in varying amounts without having to stop the car, and datalog the whole lot easily. Like so: Since you can turn on more than one ignition trim table at once, using those three you can get a combination of timing settings which I then marked on the switches. So +1 degree, + 3 degrees, +5 degrees, etc. I completed a run on a particular stretch of motorway that has lots of ups and downs, with cruise control turned on at a speed that's at 3250rpm in 6th gear. Then flicked the first switch, did it again. Flicked second switch, did it again, and so on. When home looking through the data, bringing up a time plot with instant fuel consumption and throttle angle it was very easy to see which timing gave best economy. However a secondary method of checking fuel consumption overall is to create a "statistics" page and bring up wheel speed and instant fuel consumption, and look at the mean values: Then from here I've made a quick excel sheet that converts it to Litres per 100km: Then from here, collated the results from each run. So based on this it's pretty clear that an additional 9 deg advance made the engine pretty happy on those particular cells, so updated my ignition table and readjusted some of the surrounding cells to more sensible values too. It was a fairly time consuming exercise but it's amazing to see how much fuel I have been throwing down the toilet just based on under advanced ignition. It was also interesting to see that at 100kpa my car only has 14 deg ignition at that rpm, but then by 70kpa it's wanting 33. (The goal AFR changes though, to be fair... 15.2:1 goal AFR for cruising) Since changing the timing the car is a lot quieter too! I am guessing because when you dont have enough timing, the flame front is still expanding when the exhaust valves open. So instead of having energy push the piston down, it's coming out the exhaust as noise and heat.
  8. 3 points
    Hey everyone, I know you've been hanging out for this one. PCLink Version 5.6.6 3564 (DLL rev 3544) 15/08/2018 New Features Right Mouse Click on a time plot to add a marker or section. File Directory tab in Options window lets the user specify a folder to always load from/save to Hinged axis titles in Surface View. Locked Surface view (similar to old surface view behaviour) Chinese language added coming soon Spanish language added also coming soon Changes Some lists have had their default layout changed (alphabetical still works) Minor improvements to the Logging Setup window. Minor improvements to parameter selection. Improved b marker drawing on the time plot. Changed how parameter colours are named (see Parameter Menu and Setting up a Dial Gauges Runtime Values for details). Improved consistency of keyboard shortcut keys across PCLink. Searching CAN Parameters now takes into account transmit/receive filter. Fixes Fixed few bugs with saving log files and holding F8 key. Fixed bug in Aux Output where Diff Fuel Pressure was not triggering correctly. Fixed bug with compare file and cell colours not changing. Fixed bug where PCLink would crash if the computer (laptop) was put to sleep. Fixed Cal tables 1-3 from wrapping around when output table start is set to a -ve number. FP Speed Table now resizes correctly when double clicked. DI14 now displays wheel speed label properly. Imperial units in table axis setup improved. Surface Graph fixed for Nvidia graphics chipsets. G4+ Firmware Version 5.6.6.3557 – 15/08/2018 New Features Added trigger modes for LS2 with moved cam sensor, Rover K series with CAM sync, Nissan VQ35HR and Mitsubishi Colt 4g15. Added Astra CAN mode. Added Single-Point Every TDC Injection Mode to activate all injectors on every TDC for throttle body injection kits. Added CAN stream for Link AIM MXS Strada Dash. Changes Added 3D tables option to Closed Loop Lambda FTrim Limit. Added options to GPOutputs. Added Cruise Control power toggle switch mode. Fixes Remove unused settings from Kurofune and Monsoon. CLL dual channel mode now controls the second bank. AFR average is now averaged correctly. Add 3D Secondary Injection Deadtime table. Fuel Pump FP table now interpolates correctly. Knock Control High RPM lockout has been increased. Gear Status can now be written from CAN input. Fuel pump mode “80Hz 33/66/100 %DC” now reports duty cycle correctly. Cylinders 9-12 now trigger injectors when configured as Semi-Sequential Injection. Solenoid Idle Speed Control now shows status correctly. Stepper Idle Speed Control now stops at the Minimum Clamp. As always, make sure you save your basemap, do the firmware update, load your basemap, then do a compare to check changes. https://www.linkecu.com/software-support/pc-link-downloads/ Post any issues you have here, rather than starting new threads, or my favourite, at the bottom of a completely unrelated thread.
  9. 3 points
    Adamw

    X-SERIES AEMNET CAN BUS GAUGE

    this is all you would need to send lambda from a fury internal wideband to the aemnet gauge. this would be channel o2-1 on the gauge.
  10. 3 points
    Thank for Realdash developing such a powerful app that I don't have to buy expensive AIM racing instruments. My car is Subaru GRB, ej25 with link G4 + thunder. I developed a protocol conversion module using STM32. Then can convert the Can signal of the link G4+ into a Realdash protocol, and then connect to the mobile phone through a TTL to Bluetooth module, so as to display almost all the data on the mobile phone (as long as the PClink can display). Welcome to exchange SM-A6050_20181227180733.mp4 https://www.youtube.com/watch?v=fNeBGatmBSc https://www.youtube.com/watch?v=eKJzVRUp09c
  11. 3 points
    mapper

    Nos control

    I think its much better to have all universal function like virtual aux, timers, 4D, 5D, fual fuel table etc. than a dedicated NOS function. This way you can build your own NOS function excatly how you want it. You just habe to be a bit creative with the universal functions.
  12. 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
  13. 3 points
    The continental Ethanol Content Sensors will read significant lower when low flow goes through the sensor. This means during a WOT run the ethanol content will read significantly lower at high load and rpm than at idle, because the flow in the return line is low. I attached a Log to show the problem. With more boost, I see values 20% lower at WOT than at idle. This is a well-known problem and other ECU manufacturers have an Ethanol Clamp function for a good while. The Ethanol content does with activated clamp function only update when the Injector Duty Cycle is below a certain level. Once the INJ Duty Cycle is higher than the threshold the ECU takes the last value read below the threshold and update Ethanol content only when InjDC goes below the threshold. So a quite simple function, but with a big need! Please implement it asap. Thank you.
  14. 3 points
    MagicMike

    'Save All' logs

    Would this be at all possible? Instead of having to save each individually?
  15. 3 points
    mapper

    Closed Loop fuel trims

    Hi Marc Good to hear back from you. How much does your AFR oscilate? Where is the wideband located? Depending on position, you need to adjust Lambda rate and Gain. You should do some testing. Tune your VE table with CLL off as good to your Target AFR as possible. Adjust your target AFR table to the rich side with one task by the amounts listed in the gain table 0,33 0,66 etc. And log, with a high logging rate, how long the sensor needs to get to a stable reading. Lets say it needs 0.3 seconds. This means your frequency in the lambda rate table may be max. 1/0,3 = 3.333 This test should be done at different loads and rpms to work out best CLL settings. Best place to do that is a load bearing dyno.
  16. 3 points
    pugsparked

    [UPDATE] PCLink 5.6.5.3338b Released

    Hi, to use the Link software as Dash in the next update you could remove the outer frames of the watches and always be in front. This way it could be configured similar to a Motec or other Dashboards The Dial gauge RPM could also be improved with a more "Racing" look I attach an example
  17. 3 points
    mapper

    Closed Loop fuel trims

    Regarding Lambda control error correction table. I spend alot of time to tune these. The base map is adjusted the wrong way around. Because the error correction tables is a % corretion of actual error, you want big corrections like 15% on small errors (0.03 lambda error) and small correction (like 5%) at the biggest error on the table. This is because a fuel film built up first in the ports when big correction are applied. This means it needs several burn cycles to get the whole change applied and measured. This means lambda control applies big changes two or three times for big corrections which leads to Lambda oscillation. On small changes fuel film built up is much less. Lambda change is done and measured much faster and within same burn cycle. This means the Lambda correction can be set much higher, because the change in AFR is measured instant. I have attached a tuned example.
  18. 3 points
    mapper

    Wire schematic

    Hi To speed up wiring and diagnostic I would like to have a function that outputs a list, a schematic, and a picture of the connectors with all labels of all configured (assigned) in- and outputs. On top of that many smart things could be implemented like an auto updated complete wiring schematic in an easy understandable format(e.g MS Visio style). These things can speed up install time and wiring a lot, which sets barrier lower to switch to a standalone ECU. possible examples attached.
  19. 3 points
    Brad Burnett

    Rev limit

    Glad you got it sorted out Idris. But if you would like to get better information from the members of the forum, it would help if you supplied a bit more information with your questions. Different engine combinations sometimes benefit from different settings. And with your rather vague post, there is not much to go on to give you good suggestions. I hope this helps with your further posts on this forum. Have a nice day.
  20. 3 points
    Efiguy

    EFI University or HPA?

    Hi All, Ben here from EFI University. Honestly, you really can't go wrong with any of the choices out there. Ben and Andre at HPA do a really great job and we have nothing negative to say, in fact a lot of our customers tell us they've used both and learned things from both. We try really hard to focus on giving our clients a real world "experience" by letting them actually put their hands on the dyno and doing the work. It's obviously a different approach to the learning process than an online experience, and we realize that due to cost and time not everyone can take advantage of this platform so we do offer some online training as well. As we move forward we may offer more of the online stuff based on requests from customers, but it's unlikely we'll ever transition to online only as it just doesn't stack up in real value to the customer the way a true hands-on experience does. I always like to use flight training as an example...you can only play on Microsoft Flight simulator for so long and eventually you HAVE to get into the airplane. No matter what, the experience will be different in real life so while we absolutely agree there is value in online video based training, our focus will always remain on training in a real world environment. I hope that was a helpful introduction and explanation of our core philosophy and if anyone had any questions don't hesitate to call or drop an email! Thanks, Ben Strader, President, EFI University, inc
  21. 2 points
    Adamw

    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.
  22. 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.
  23. 2 points
    TechDave

    ARF Choice

    http://dealers.linkecu.com/can-lambda CAN Lambda
  24. 2 points
    We see lots of wideband controllers here, the worst for sensor failure are AEM, Innovative seem to be better, there is a noticeable difference as you really don't see sensor failing that often on the LINK CAN Lambda, we put the sensor failures down 100% to the heating strategy not shocking the sensor and allowing time for residual water / condensation to be cleared. The other thing is that the AEM sensor supplied with the kit does not appear to be bosch, but although you could argue that is the reason they fail, replacement genuine bosch dont seem to last that long either. That is the main reason we try and get people to buy the Link sensor and we always ask about the placement of their Lambda bung. PLUS you get EGT with the Link CAN Lambda an invaluable device that has saved my customers $1000's in turbo rebuilds.
  25. 2 points
    Just wanted to clear the VAG coil wiring diagram. These coils have two ground connections when in the OEM installation . One is for the secondary coil - wired to the cyl head. The second is for the coil driver - wired to the chassis/ecu ground.
  26. 2 points
    Adamw

    Closed Loop fuel trims

    Yes, in the next 5.6.6 firmware the CLL trim has 2 fully configurable 3D tables, so you can have different limits for adding fuel than for subtracting fuel and have those limits mapped against MAP, RPM, or almost any other parameter you like. I dont think the release is far away.
  27. 2 points
    mapper

    Rotary switch

    I'm using AEM 30-2056 and for Highend Application Motec 9 Position. Doesn't matter much which one you use, it just should give you signals between 0 and 5 Volts. Besides, Adamw / Link ECU that would be a nice Accessory in your product lineup!
  28. 2 points
    Adamw

    Bosch DBW 0280750101 / 82mm

    The Dodge Ram settings from the help file are usually quite a good starting point for most of the Bosch throttles.
  29. 2 points
    Here you go: https://1drv.ms/u/s!AiYbYlZQuRHPn3zpsxhdV-DI1p5D
  30. 2 points
    Adamw

    12v PWM Output

    The aux outputs have a pull up resistor to 12V, so they are 12V when "off" and ground when on. These can be directly connected to an aux out with nothing extra. As Richard says though, the logic may be inverted ie 0% = max flow 100% = min flow, I have set one up before but cant remember if they work that way or not. What is important though is they need a 3ms "wake up" pulse, so to do this you have a cell in one corner of your PWM table that it will always pass through during at startup (say 500RPM), then you can drop back to normal numbers after that. Use 150Hz frequency and 50%DC to give the 3ms. Read this for the min/max DC: https://www.tecomotive.com/download/PWMinfo_EN.pdf
  31. 2 points
    cj

    2JZ Bosch 74mm DBW idle position table

    Did you have a mechanical throttle tuned with reasonable idle before you swapped to the DBW kit? There is no magic number for ethrottle idle and it depends what RPM you want to idle at, and how much ignition advance you have. More ignition = less throttle needed for the same RPM (and vice versa). Assuming roughly stock internals and ~15* timing, you probably want the throttle angle to be about 3-5% once warmed up, and up to 5% higher at 0 Deg. Before you even worry about fine tuning the idle base table, warm up the engine then zero out the idle table, start with your ethrottle target table: the top "0" row - you want somewhere between 2 and 4 in the columns around idle (500-1500rpm?), and either tapering out to 0 above 2-2.5k, or holding around 2% in that whole top row (depends on how much engine braking you want - zero's = more engine braking). The idea here is that once warmed up, the engine should be close to but just under normal idle rpm with the idle table zero'd out (much like setting idle screw on a mechanical throttle). You can only go in 0.5% increments in the throttle target table. you also want to turn off idle ignition control for now as it will confuse things, and make sure ethrottle idle is set to open loop. Now go to your idle base table that you zero'd out earlier, and set the value for the warmed up temp (80 deg C ish) to 0.3 or 0.5 or whatever gets you the idle you want when warm. set this same number for every temperature above 80 as well. Now add 0.5 for each 10 deg cooler than 80. so if your 80 deg idle number was 0.2, 70 would be 0.7, 60 would be 1.2 etc. This should put you in the ballpark but probably slightly high while warming up. Now turn it off and leave it overnight to cool. Once really cooled down connect a laptop, make it so you can see the rpm, target rpm, ECT, and the idle base table. Start the engine and wait ~5 seconds for post start enrich to drop off, then look at which temp you are at in the base idle table. wait until you warm up enough to be dead center of a cell then quickly change it up or down until the idle RPM is correct. Wait a minute or so until your temp is dead center of the next cell, then adjust that cell so idle matches what you want. Just sit there watching it warm up and adjusting the cells as you hit them. Once its fully warmed up, you can look at tuning ignition idle to make it a bit more stable. I wouldnt turn on Closed loop ethrottle idle though until the next firmware as there are currently some bugs in it where it will add in 0.4% throttle angle every time you get on the gas pedal at idle and can work its way up to being too high. You now have a pretty well tuned throttle angle for warm up. extrapolate out from your final values to anything colder than you actually tuned to complete the idle base table. Remember, if you change the ign angle at idle you may have to re-tune this.
  32. 2 points
    Richard Hill

    turbo potentiometer

    As Simon mentioned, you will need to wire the output of the potentiometer to a spare analog input (with the other two pin on the pot wired to +5 Volts and sensor ground). AN Volt 4 is shown in the example below. Then select a spare Cal, I use 4 as it is a 2 point linear cal instead of a table. Next, in the cal settings choose % as the output unit. IT doesn't have to be %, you could leave it as 0-5 Volt raw. I would start with open loop boost control, as you will need to find out what duty cycle is required to achieve a particular boost target. In the wastegate %DC table, select the an volt input as the y axis and populate the table with the %DC required for each boost step required. In the example above I have used 50% duty cycle as maximum boost. That is the easy bit done! I would suggest looking at the help file for information about setting up boost control and when you are happy with the open loop mode, progress on to closed loop boost as this will give you more consistent boost levels which will be met and maintained by the closed loop algorithm. Regards, Richard.
  33. 2 points
    RVL

    EGT Conditioner

    Hi Guys, EGT-K 2CH power consumption is ~2-3mA @ 12V. OUT ground is internally connected with IN ground. Sensors ground in your ECU is chassis ground with separate filtering for analog circuit - right? You can connect it in two ways: Using vehicle ground (chassis ground): - EGT-K OUT signal to Adc input in ECU - EGT-K OUT ground left floating - EGT-K VCC input to +IGNITION or +BAT - EGT-K GND input to -BAT or chassis ground. Using ecu sensor ground: - EGT-K OUT signal to Adc input in ECU - EGT-K OUT ground to ECU sensor ground - EGT-K VCC input to +IGNITION or +BAT - EGT-K GND input left floating Both cases will work. Second case will be more immune for external noise on ECU's power line. Hope it helps.
  34. 2 points
    Adamw

    G4+ xtreme ECU for sale brand new

    No it is not, they are shipped locked to prevent the ECU being used if it gets stolen etc. It will not work until it is unlocked. I suspect what Neil is getting at is he was worried if someone purchased it, it may not be able to be unlocked. You should contact the dealer you purchased it from and get the unlock code so that you can pass that on to the new owner.
  35. 2 points
    barge

    FIC 1650cc Subaru Injectors

    I switched to these injectors because they're stainless and to handle a bigger turbo with E85. In case anyone else is looking to run them I got injector data (attached) from FIC. I combined this data with the custom flow data i got with the injectors and i've been very happy with how they've worked. Link ECU 1650cc.xlsx
  36. 2 points
    MagicMike

    Mixture map defined by log window

    Wondering if it is possible to have the mixture map data filtered by the window selected by the time plot range? As in, if I have a section of log I want to zero in on, and be able to run only that section through the mixture map, similar to how the XY plots work?
  37. 2 points
    Stevieturbo

    Knock Control G4+

    It would be nice if these base tables could self populate whilst performing a known "safe" run to fill in the base tables with a background noise level. Then simply add the 10-20% to those values the table could average over a few pulls if need be.
  38. 2 points
    Here's how you do it: https://drive.google.com/file/d/1_ynfTPGEdv66t1SfTVrf1hsk6QOM3AkX/view?usp=drivesdk
  39. 2 points
    Grant Baker

    Easy DI Function Search.

    Hi, Just an idea... It would be great if there was a way of searching for what a DI controls. For example, you have a DI x set to activate Boost. You may want it to do other things and have it activating a less agressive traction control, alternative fuel map etc. A simple "Search" for DI x shows all the things that DI x is assigned to?
  40. 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.
  41. 2 points
    AbbeyMS

    Link CAN lambda and methanol

    My 2 pence worth , 0.65 on Meths is super rich but the difference between 0.8 and 0.65 lambda is safety the power difference will be very small from what I have found. We we was running a methanol drag car we was running NTK sensors but was only using the lambda's as a reference we looked upon the EGT's to get an better idea on how the car was running. Running CLL on full throttle on the Link is something that I would like to do but we dont have the ability to change the closed loop control from low load to high load like Syvecs. I.e have a much smaller adjustment parameter when on high load parameters and it would be good to have the ability to change the CLL % to a different figure from +(add) to -(minus) again like Syvecs.
  42. 2 points
    No it sounds more like whoever is advising you hasnt got a clue. Even the later "V2-3" ECU doesnt have ign2-4 on the normal 8 pin expansion sockets.
  43. 2 points
    ClintBHP

    Gti-R Base Map G4+

    You have to hit enter after changing them
  44. 2 points
    Adamw

    Crank trigger tooth count

    I assume we are talking Evo 9 Mivec? If so the mivec cam position is done by a separate sensor to the trigger “sync” so you are free to change the trigger. Note you will need to remove one tooth from the exhaust cam if you are changing to a generic multi tooth or missing tooth crank. Benefits of a higher tooth count is more correct/stable ignition timing during fast transient conditions so if retuned you can often run more timing before the knock limit is reached.
  45. 2 points
    Simon

    06 wrx g4+ CL Lambda issue

    Would need to check the lambda average reading, The lambda target table will also need to be set up to suit.
  46. 2 points
    Brad Burnett

    flex fuel

    I would suggest the content sensor as it will compensate for varying ethanol contents. Pump E85 is not always 85%, it can be all over the place.
  47. 2 points
    Simon

    Start Up Momentary Switch Wiring

    Starter Control Starter Control provides ECU managed operation of the Starter Motor. There are two requirements for starter control to function: · A Digital Input Function must be setup as Start Position. This could be a conventional key activated ignition switch or a push button. and · An Auxiliary Output Function must be setup as Starter Solenoid. This output should be connected to starter solenoid relay. Starter Control Settings Start Switch Mode Selects the mode of starter control. Options available are: · OFF - No starter motor control by the ECU. · Test - Use for testing input/output functionality only. When Start Status is active the ECU will activate the Starter Solenoid Auxiliary Output. No other conditions are checked, this could potentially lead to starter damage, engine damage or personal injury if operated at the incorrect time. · Normal - Behaves the same way a typical vehicle starting system. The key is turned and the engine will crank until the key is released. However it offers the added protection of preventing the starter being engaged at a high engine speed and the option to disable starting if the vehicle is not in Park/Neutral or is immobilised. When the conditions specified for Deactivation RPM, Anti-theft Lockout and Neutral/Park Lockout are met AND Start Status is active the ECU will activate the Starter Solenoid Auxiliary Output. The auxiliary output will stay active until the Start Status turns off OR the the Deactivation RPM is reached. · Start/Stop - Allows the use of a single button for both starting and stopping the engine. When the engine is stalled, pressing the button will crank the motor over. Once the motor is running, pressing the button again will stall the engine. This mode is suitable for a single start/stop button on the handle bar of a motorbike or jet ski. When the conditions specified for Deactivation RPM, Anti-theft Lockout and Neutral/Park Lockout are met AND Start Status is active the ECU will activate the Starter Solenoid Auxiliary Output. The auxiliary output will stay active until the Start Status turns off OR the Deactivation RPM is reached. Once the engine is running, if the engine speed is above the Deactivation RPM AND the Start Status becomes active the ECU will apply a 100% Fuel and Ignition cut to the engine. · Touch Start - Allows a starter motor button (or key) that can be momentarily pressed to start the engine. The driver taps the button and the ECU will take care of starting the engine. Typical applications for Touch Start mode would be remote starting or a jet boat. When the conditions specified for Deactivation RPM, Anti-theft Lockout and Neutral/Park Lockout are met AND Start Status is momentarily active the ECU will activate the Starter Solenoid Auxiliary Output until the Max Crank Time is met or the Deactivation RPM is reached. As of firmware version 5.5.6, pressing the start button again while the engine is running will stop the engine. Starter Deactivation RPM Specifies the engine speed (RPM) above which the Starter Solenoid Auxiliary Output turns OFF. Use Anti-theft Lockout An option to make the Starter Solenoid Auxiliary Output conditional upon Anti-theft status. If set to Yes and Anti Theft Status is Active the Starter Solenoid Auxiliary Output will not function. Use Neutral/Park Lockout An option to make the Starter Solenoid Auxiliary Output conditional upon Neutral/Park status. If set to Yes and Neutral/Park Status is OFF the Starter Solenoid Auxiliary Output will not function. Max Crank Time Used only on Touch Start Start Switch Mode, this is the maximum amount of time the starter will be allowed to crank if the engine does not start. Starter control Examples Example 1: Normal Mode with Anti-theft Assume Starter Control is set up as: Start Switch Mode = Normal Starter Deactivation RPM = 600 RPM Use Anti-theft Lockout = Yes Use Neutral/Park Lockout = No With the above settings the ECUs Starter Control would activate the starter motor if: · Engine speed is less than 600, and · The anti-theft signal is off and · The driver presses the start button (or turns the key). Example 2: Start / Stop Mode with Neutral / Park Lockout Assume Starter Control is set up as: Start Switch Mode = Start / Stop Starter Deactivation RPM = 550 RPM Use Anti-theft Lockout = No Use Neutral/Park Lockout = Yes With the above settings the ECUs Starter Control would activate the starter motor if: · Engine speed is less than 550, and · The Park/Neutral signal is active and · The driver presses the start/stop button. With the above settings the ECU would apply a 100% cut to both fuel and ignition if: · Engine speed is greater than 550, and · The driver presses the start/stop button. Note: The fuel and ignition cut will remain until engine speed is zero RPM.
  48. 2 points
    C.A.M.

    SUZUKI K6A No-VVT Trigger Issue

    Hi Adamw-san,Thank you for your advice! I tried the trigger settings of SUZUKI Swift ZC32S. The measurement of engine speed with "G4+ Plugin HC96+" became stable and showing correct value!!! This is something like "Hello (LINK) world!" for me.Thank you, C.A.M.
  49. 2 points
    TnF

    [UPDATE] PCLink 5.6.5.3338b Released

    It's been a long time since the last firmware update.. Are we getting something soon with maybe some of the requested features?
  50. 2 points
    Andre@HPA

    EFI University or HPA?

    Hi Grant, In case my user name didn't give it away, I'm Andre from HPA We went down the path of online training because it allows us to help more people all around the world, and we firmly believe that it offers significant advantages to in-person training. It's a cost effective option since you don't need to travel, and you also have the advantage of being able to re-watch our courses as many times as you like. This means you can brush up on concepts that you're not clear on, or revisit concepts that you've perhaps forgotten since initially taking the course. The key to our courses though is our support community which is where we bridge the gap between online and in-person training - We believe strongly in supporting our members and this is where our private online forum and our regular weekly webinars help back up the course material. The forum is the perfect place to get fast and reliable answers to your questions, while our weekly webinars are the fastest way to expand your tuning knowledge on a range of engines and platforms, as well as staying up to date with the latest technologies. I couldn't agree more with Ben's comment about the requirement at some point to transition into hands-on experience and that's exactly why we developed our 'remote practice dyno' where you can get real world hands-on experience tuning a real engine on a real engine dyno without leaving your house. The online practice dyno is currently operating a Link G4+ Fury ECU which may be helpful to you given you're on this forum. You can find out more about the online practice dyno here: We understand that buying online education can be tricky and we want our members to be able to purchase with confidence which is why we also offer a 60 day, 100% money back guarantee - If for any reason you feel our courses aren't right for you, we will refund the full purchase price. If you're interested in getting a taste of what HPA is all about then I'd suggest you start by signing up for our free six-part series of lessons. This will give you some insight into how we work and what we can offer: https://www.hpacademy.com/free-tuning-lessons In the perfect world I believe the best solution is to get as much training as possible - Both in person and online. I found that when I was operating my own performance workshop however, that unless the in-person training was local, the cost of training staff in this way was usually prohibitive. I'm happy to answer any questions you may have
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