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Showing content with the highest reputation since 01/28/2018 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

    Ethanol Content Clamp Function

    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.
  4. 4 points

    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.
  5. 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.
  6. 3 points
    Dave Kriedeman


    Hi all, I just wanted to congratulate the team at LINK on a truly stunning upgrade to their WEBSITE. The colours and the layout etc really catch the eye. Very pleasant to scan through the pages. The format is very well laid out. Also not just the WEBSITE, but the company and products in general. I have been with LINK as a user and dealer since the conception of ViPEC and it has been sure great to be part of and also a witness to the transformation and growth of an already great product and company to a world leader in the Electronic Fuel Injection Industry. I have also really enjoyed working with the LINK team over all of these years and hope to continue doing so. So congratulations LINK and very well done. Keep going on this fantastic journey. Regards Dave Kriedeman PRO TUNING.
  7. 3 points

    G4x Base map

    For those looking for a base map to have a play with. Software can be found at http://www.linkecu.com/pclink/PCLink 6.15.15.exe Monsoon FW 6.15.6.pclx
  8. 3 points

    Share your Math Channel List

    So this afternoon I sat at the simulator and started mucking about with a few ideas. I wanted to calculate my average speed based on some event, I used a digital input latching on. In the UK we have average speed camera zones, you get snapped at the start and end and they do a distance over time calculation. Often you'll get slowed down by a Karen in an X5 not paying attention, I've always been curious how much I could safely speed up again to catch back up to 50 mph average over the trip. You can do this in log analysis with the statistics view, but this is obviously operating at runtime. So there's a few things here I've done that aren't documented yet, yes they will be. The first is that maths channels can do reassignment, x = x + 1 etc The next is that they're evaluated at 1000 Hz Lastly I know of a few built in functions too. I figured out two methods, of averaging, the first could be used not only for wheel speed, but for really any parameter, lambda, throttle position, you could use another maths function to find lambda, vvt, boost, etc error then feed that function into this one and have an average of error over some time period. This one uses this algorithm: newAverage = oldAverage + (newSample - oldAverage)/sampleNumber the cnt function is a real good cnt function, it counts 1 per cycle (so 1 per millisecond) while c is greater than or equal to 1, so if you feed it a status which evaluates to 0 OFF and 1 ON, then you're away. If you want to use this for Anti-Lag active we might have to get a bit imaginative about an offset, iirc Anti-Lag OFF = 0, ON = 1, Active = 2...etc I had to add a +1 to cnt because on the first cycle it's 0 and that's div by 0, plus the first cycle is the 1st sample too. The 2nd method I came up with was to calculate distance, which of itself is a useful function, then calculate distance/time, again using that good cnt function: Again using reassignment in the Distance function, multiply speed by 1/100th of a second, of a minute, of a hour to get distance travelled per millisecond (rate is 1kHz), I multipled by status to simply switch it on and off. This gives me km. distance a over time, divide by the same multi as above gets us back to an average. You don't need to use 8dp for this, I was just using it while getting my exponents sorted. My functions agree with each other and track to my expectations, but if you spot an error in my maths then shout out edit: unfortunately this is all in kph as I started running out of characters to add the mph multiplier, I've spoken with engineering and we'll see if we can get the length increased, 2.77e-7 helped a lot, but still lost a bit to parenthesis too.
  9. 3 points

    G4x Base map

    As a feature request can we have the option on which Lambda sensor is used for CLL. As example I'm using 5 lambda sensors. One in the turbo dump pipe and 4 in the turbo manifold using a CAN module. The software uses a average for CLL but would be nice to use Lambda one so manifold pressure is not an influence. Currently to get around this from happening I've set the 4 CAN lambdas as CAN TC.
  10. 3 points

    G4x Base map

    Yep Multi fuel and traction control will be coming
  11. 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 – 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.
  12. 3 points

    What is wrong with my tune?

    I just had a quick look. There is some pretty odd stuff in there. It looks like it has been tuned for flex fuel but there is only one ignition map and no other corrections for ethanol content. Usually E85 can take a heap more advance than petrol so what fuel was that ignition table tuned for? VVT looks like the offsets are set incorrectly. The RH inlet cam is showing 10deg advance when it is in the fully home position. That means it will be getting 10Deg less than what is commanded. The VVT and ignition tables both have big "holes" in them around the cruise area that is going to make it drive pretty horrible. Boost control not working great at all. Fuel control is not great either. I would say this is due to there only being 1 VE table set up, which doesnt usually cover flex fuel well enough especially when injectors havent been flow tested on both fuels. I think the saving grace is you are running it on relatively high eth %, which is relatively forgiving. I wouldnt give it a hard time especially on petrol until it is looked at by someone more competent or interested. If you want to PM me the tuners name I will pass it on to the right people to consider.
  13. 3 points


    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.
  14. 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
  15. 3 points

    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.
  16. 3 points

    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
  17. 3 points

    'Save All' logs

    Would this be at all possible? Instead of having to save each individually?
  18. 3 points

    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
  19. 2 points

    Flex/ Temp Sensor in one?

    All flex fuel sensors do that. The signal is a PWM, the Ethanol % is the frequency and the temp is DC or pulse width. You just set the DI to "ethanol sensor" and both Ethanol % and temp will be available in the ECU.
  20. 2 points
    Example of how this could be done on a G4X using Aux 1 as the tacho output, anv 1 as the oil pressure and DI1 as the switch Tacho as gauge.pclx
  21. 2 points
    I don't have any experience with that particular motor but you should just need to connect your trigger 1 to the crank sensor (I assume the 1.8vvt motor has a crank trigger unlike the earlier 1.6 with cam sensors only) and trigger 2 to your cam sensor. Connect an aux (one of aux1-10, aux ign5-8 or aux inj5-8) and a switched power wire to the vvt solenoid. That should be all you need to do specifically for the vvt wiring. You might have to add wires to the loom for inj3&4 to run sequential fuel as they are connected to the ECU header but the earlier vehicles don't use them and so might not have wires connected to those pins. Other than that have a look through the plugin pinout and the loom in your car to make sure you have all the wires you need to do what you want, you may even be able to use another pin like aux7 (purge) for your vvt control instead of adding an expansion loom. One final note, the factory wiring for the early mx5s has the MAF turning on the Fuel pump so you may want to rewire that.
  22. 2 points


    No, I used to think the same - it would be easier to use MAP for the VVT load axis as then it has more relationship to your VE table and it would then be easier to account for the change in VE due to cam position. But, as I have been doing more VVT recently I have learnt that theory is not true and it is better to use TP for the VVT load axis. The reason is that cam timing significantly affects the MAP, so if you have MAP as an axis on your VVT table, then in some situations you get the cam becoming unstable bouncing backwards and forwards because it is both affecting MAP and controlled by MAP.
  23. 2 points

    Target afr protection

    I work with a lot of race cars, and usually my aproach is to leave it to the driver, I dont wont to shutdown the engine in the final corner if he is fighting for the championship, I leave that to him or her to decide, in that case the best way is a Dash, and make different alarms, he or her can decide what to do and when. In those car I just make corrections to try keep everything undercontrol if something goes wrong. If is not that series the competition then aggresive protections is a good way to save the engine. If you just need to turn on a light to warn the driver, you can use aux that under over X afr and X amount of load turn the light.
  24. 2 points
    orlando bello

    Engine protection

    Would like to have more gp protection rpm limits tables. Not only rpm limit but also warnings under conditions.warning pop up on dash .
  25. 2 points
    Thanks guys for the quick response! I have to say the help documentation is some of the best I've ever seen for a bit of control equipment. Keep it up!
  26. 2 points

    Knock strategy with sequential gearbox

    Here's a quick video to give you an example. Gear shift knock.mp4
  27. 2 points

    MR2/ST205 and Knock

    Highly likely.
  28. 2 points
    I think with engine temps of 10°C and 94% ethanol you are going to struggle with cold start and there will be little you can do from a tune perspective to help. The vapour pressure of straight ethanol is very low so there will barely be any vapor in the port at that temp no matter how much fuel you dump in, it will just remain as liquid. Somewhere below around 10°C there is not enough vapor produced to support combustion. This is the reason why pump E85 gets reduced to E60-E70 in winter so there is a little more of the volitile solvents available to create some vapor in the port. In regions like Brazil etc where they predominantly use straight ethanol it is common to use heated injectors to get around the problem.
  29. 2 points
    Yes, Spartan has a termination resistor built in and it is enabled by default. I would use the Spartan in its default mode, use 1Mb/s and 1024 as ID. Use the attached stream definition. From the testing I have performed, the Spartan doesn't actually work in Link mode, the stream appears to be incorrect. (you would have needed to log in via serial bluetooth to change the mode/ID to Link CAN Lambda mode) HTH, Richard. Spartan3ADVDefaultMode.lcs
  30. 2 points

    RPM 65535

    No, the dwell scatter is a symptom of a trigger error. It means the ECU isnt receiving the regular tooth pattern that it expects from the trigger. As I said earlier, the quickest way to find your problem is to get an oscilloscope capture of the triggers - preferably when it is playing up. The Oscilloscope will show us what is wrong with the waveform and this will usually give you some strong clues what is causing it. Do not waste time changing random parts - there could be many hundreds of different scenarios. Your logs show the ECU is not happy with the trigger so you need to start by diagnosing what it is about the trigger signal that the ECU it is not happy about.
  31. 2 points
    Sorry I haven't logged in for ages. Have just seen your comments are re-uploaded photos, should all be good now.
  32. 2 points
    I see, I wish that it would always ask if I wanted to load write the changes to the ecu, no matter how large. Because when it just loads the config out of the ecu and doesn't notify about anything, it's easy to think there were not any changes in the tune file. Then you carry on, tuning the config loaded from the ecu, until you realize there is no filename associated with the open tune file. Then you have to open the old file and see what's different, plus the changes you've recently made to the config file that was automatically loaded.... I've lost a good bit of time this way. If it's not possible for PCLink to ask if you want to load a tune with large differences, there should at least be a dialog that notifies what's going on (tune uploaded from ECU is replacing the open tune).
  33. 2 points

    Link monsoon wiring

    I think I would avoid that, it looks very suspicious. Look at the main connector, it is missing the housing and looks like the wires are attached directly to the pins??
  34. 2 points

    ECU Unlock fails

    Someone has done a typo by the looks, The last two characters should be b7, not 67.
  35. 2 points
    Would be nice to be able to see at a glance if edits were additions or subtractions since last marker reset. Say on fuel table you add to a cell than the cell turns blue and if you subtracted the cell turns red.
  36. 2 points

    MINI LINK G4+ Borg Warner Speed sensor

    I drew this circuit for someone the other day. I havent tested it myself with a turbospeed sensor so no guarantees but I have used a similar circuit to divide a wheel speed frequency down. Over here you can buy the 4024 binary counter for about $1.50 from Jaycar so I assume they should be easy to find anywhere.
  37. 2 points
    Richard Hill

    programmable logic

    I moved away from using generic dash as it employs a compound CAN message, which can be a bit of a mouthful for both the ECU sending and the device receiving. I prefer to use messages which are split over several CAN IDs such as transmit generic dash 2. The only problem with Generic Dash 2 is there's appears to be a bug in the non driven wheel speed (1 byte assigned, but shows as 0-1000kph, guess the text was copied from generic dash). Not a problem though if you aren't planning on going more than 158 MPH...
  38. 2 points

    What is wrong with my tune?

    Another look show it's reducing boost target in higher gears but gear detection is not set up correctly. Your vechile speed is showing when in 0 gear.
  39. 2 points

    ARF Choice

    http://dealers.linkecu.com/can-lambda CAN Lambda
  40. 2 points

    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.
  41. 2 points

    Trigger Errors - troubleshooting?

    Good to hear I'm not the only one ever to be confused with that. Even knowing to imagine another wave in the missing teeth gap makes my brain hurt. I can see it sometimes. That fixed it! Was 245deg and now -119deg offset (after a 4deg timing light adjustment). Trigger scope during idle looks good and NO TRIGGER ERRORS! Starts easy now, timing is steady, idle is good. Now we can actually start tuning. Thanks for your patience and odd hours troubleshooting! Log 2018-11-12 9;11;38 pm-idle.llg Trigger Scope Log 2018-11-12 9;08;33 pm-idle.llg
  42. 2 points

    Blown engine!

    Coils running low on energy is just going to cause a misfire, it is not going to harm the engine.
  43. 2 points
    iecku.tavea racing

    3sgte knock gain

    Attached a typical 3SGTE Gen3 Knock Setup with the Bosch Sensor....
  44. 2 points
    Brad Burnett

    3sgte knock gain

    I would suggest switching to the bosch wideband sensor. Or you will need to better dial in the knock frequency.
  45. 2 points
    Just played with this, have updated V44 output baud rate to 115200 and changed connection to match and now have practically 0 lag between input and display. Very very happy boy. Now to play with some display config screens.
  46. 2 points
    I actually went from aeromotive fpr to stock when i started pwm'ing my pump.
  47. 2 points

    [UPDATE] PCLink Released

    Yes I have hidden Ray Halls post for now until management decide what to do with it. He is upset that we arent giving priority to the relatively minor issue he reported some time ago (his car accelerates too fast when he presses the resume cruise control button). I told him there was a major firmware update coming soon but there were no changes to the cruise control function in it as far as I knew so he threw his toys out of the cot and posted a rant on here.
  48. 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.
  49. 2 points

    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
  50. 2 points
    Okay so there are a few stages to setting it up. 1. Wiring Run one wire to the knock1 or knock2 wire on the link loom, and one to sensor earth, polarity unimportant. must must must must use shielded wire. The knock sensor outputs a very low voltage signal that's prone to interference. 2. Initial settings Since you are using the 'wideband' knock sensor and an engine with an ~86mm bore has a knock frequency in the ~6khz range select your Freq Channel as 4-10khz Wide Band. Set Ignition Retard limit to 0 degrees. Set the RPM high and low lockouts however you like. (500rpm likely not ideal for the low setting) 3. Cylinder balancing Your knock sensor is mounted closer to one cylinder than the others. It picks up vibrations, so the vibrations from that one cylinder will give a stronger signal than the others. So what you need to do, is hold the motor at say 4000rpm (no load) and check the signal strength of each cylinder. You can check the signal strength by pressing F12 to get to the runtime values screen and looking at these numbers, knock level cyl 1/2/34 See how in that example above, the numbers are 235 / 160 / 255 /145. You need to get these numbers as balanced / equal as possible. You can adjust the values up or down by tweaking the numbers up and down in Knock control > Cyl setup > Cyl 1/2/34 knk level gain Best to start with a value of 1 for the cylinder that's closest to the knock sensor, and increase the other values to suit. If one of the values reaches '2' (maximum) you can reduce some of the other numbers to less than 1. 4. Non knock noise levels Since the knock sensor picks up vibrations, there are of course vibrations happening even when there's no knock. As RPM increases, the amount of 'natural' background noise increases too. The ECU can tell that knock is happening, because there's an unexpected large spike in the 'noise' from the motor around the time of the iginition event. Soooo, you need to find out what the background noise level is for your engine. According to the manual, a 2 row table with full throttle and 0 throttle is sufficient but this is up to you and how long you want to spend on it haha. So head to Knock control > Knock target, right click on the table and select Axis setup to define your table similar to this (if you want) Then you need to run a datalog through the rpm range at full throttle to see what the values are for this table. (and coast back down off throttle for the zero TP target, although I'm guessing not much knock happens at 0% throttle) Open the datalog and bring up a screen to show engine rpm and the knock level global. Knock level global has a maximum value of '1000'. If you find that you are hitting 1000, you need to reduce the Gain Channel number on the main knock sensing setup page to something a bit lower and try again. Remember that the '1000' has to be the maximum even including allowance for knock which is much stronger signal than the background noise so you need to allow headroom for that too. Once you've established these background noise levels for the motor in your table, increase all of the numbers in the table by 20% to give it a bit of a margin against picking up normal engine noise as knock. At this point, because you've set the maximum ignition retard to 0 degrees in your first step, the ECU isnt taking any action against knock. Now that you've got everything setup though (unless I've missed a step here, haha) you can turn the knock sensing on by setting an ignition retard limit here, to say 3 degrees or 5 degrees or whatever you want: Then as per reccomendations from the manual, it's best to test that knock sensing is working under a scenario that minimises risk of damage to your engine. So you could drive along at low load / low rpm and induce knock by creeping the timing forward until it knocks and you can see from the runtime values table (F12) that it's working. From here, it should all be working awesomely. (No responsibility taken for blown up motor though! This is just what has worked for me) Hopefully it all makes sense though Where are you based / what is the car used for? Keen to hear how you get on.
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