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Showing content with the highest reputation since 08/05/2018 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

    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. 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.
  4. 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.
  5. 2 points

    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.
  6. 1 point
    this is how to input an ecumaster can egt board. Should be similar (byteorders may be different ) HTH, Richard .
  7. 1 point

    Engine harness rewire, now won’t start.

    grab a trigger scope while cranking. Lets see if its seeing a good crank signal
  8. 1 point
    Brad Burnett

    Fuel level

    Its usually a variable resistance sender. Should be able to use just about anything and feed it in on a spare AN input. Will need a pull up resistor between the signal and 5v reference as most are 2 wire. Then just see what it does outside the tank and create a calibration based on that. Most older units are not going to be a linear calibration so you will want to check multiple points from empty to full. Outside of that it should be relatively easy to get it on the CAN bus and on its way to the dash.
  9. 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.
  10. 1 point

    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.
  11. 1 point

    Cam Position Parameter Lag

    I think the problem probably is you due to not using a compatible trigger & VVT mode. Your Inlet LH error counter is continuously counting up and the Inlet LH signal is reporting extra pulses. Try setting trigger mode to M52 VVT and VVT mode to M52, this should work with the single tooth cam and 60-2 crank. Trigger offset and VVT offset may need to be set again with this change. If that doesnt help please post another log and the tune file. I suspect something is also mechanically wrong if this is the case, in my experience the 2 state vanos is usually near instant switching (less than 50ms at a guess), you dont normally need to consider cam position at all, usually just switch VE tables at the same time the vanos is activated.
  12. 1 point

    programmable logic

    I would love in the future if you could step up virtual logic to be programmable perhaps in function block or text with Boolean (and and or if etc) to allow lots of flexability to the end user. the virtuals are great but can be limiting. Thanks
  13. 1 point
    It is not possible to decode them all since they are sent as bit fields. The stream below will give you the common errors for Lambda 1 using the CAN DIG inputs (you can view these on the runtimes screen). Set it up with ID 431, extended format. CAN DIG 1 will indicate "AFR1 Ready" CAN DIG 2 will indicate "AFR 1 Heater open Error" CAN DIG 3 will indicate "AFR 1 VM Error" and so on down the list. The LED's on the device give pretty much the same information so Im not sure how useful it is. AEM Errors ID431.lcs
  14. 1 point

    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
  15. 1 point
    Hi all, Bit of an odd one, just wanted to ask how best to limit the torque output via the engine mapping, the basis of this question is owing to the torque limit on my transmission - basically looking to limit peak torque in certain scenarios. I will be getting my forged engine fully mapped on a rolling road but just wanted to ask the question now. Basically my forged engine will have the capacity to have a higher torque output than my upgraded gearbox is rated to, I know that my gearbox can cope with slightly more than its rated torque but am looking at how to limit peak torque when needed - a bit like an engine rev limiter. I am guessing I should be able to limit the torque by pulling timing out in certain cells at certain boost levels using a 3D table? Eg: 7 psi - no adjustment 14 psi - no adjustment 21 psi - some adjustment 28 psi - more adjustment For my build, here are my limits (to give everyone an idea): 1.8 Litre engine Forged rods and pistons (9.5:1 compression) Supertech valvetrain rated to 8,500rpm CSS strengthened block able to cope with around 600bhp Stock gearbox with upgraded 3rd and 4th gears - rated to 295ft/lbs although have chatted to someone who ran 365 ft/lbs through them Now, a stock engine with a low boost turbo (7psi) makes around 220 bhp and 185 ft/lb torque, and probably around 250bhp and 200ft/lbs at 12 psi, have seen figures for a forged engine making around 420bhp and the 365 ft/lbs at 35 psi on a GT3071 turbo, I am looking at an EFR 6758 for my build which should flow well at lower boost but not run out of legs at the top end. Is anyone able to guesstimate the sort of torque I should be expecting? I think I should be ok with a bar of boost in terms of torque but anything more I think I might need to run a limit of some sort to keep it around the 300ft/lb mark - basically looking to make the most power I can (as the rest of the engine can make it). I have also seen these engine make around 500bhp at 7,500 rpm and 28psi on a 6262 but the peak torque is probably at around 460 ft/lbs - tad much! Plan for my build is an 11 second 1/4 mile car but daily driven - plan to run full power at the drag strip then drop boost pressure to a lot lower for the road - basically looking to make sure that the gearbox holds ok for the couple of drag runs to prove it can run the time but then turn it down at all other times. Sorry - was a bit of a long post but was just wondering what everyone suggests.
  16. 1 point

    programmable logic

    I've currently got all 6 seven segments and the 8x8 Matrix to work with Link "generic dash" can bus output. There is some work to do with my neopixel library conflicting another of my libraries, and a weird issue with my can bus adapter only picking up frame 0 or 1 when you start to introduce a delay (like writing to the 7 Segs). However given a correction of my frame issue I'm not seeing any problems with refresh from the Nano. Weird thing is the Nano will do several hundred main loops prior to picking yet another frame 0 from the buffer. Although there is a deep imprint of my keyboard in my forehead I'm enjoying battling with the cheap ahrse and very flashy intelligent 7 Segs, 8x8 and neopixels... the cheap can bus adapter... not so much.
  17. 1 point

    Higher voltage on Aux 9/10 supply

    Bumping this to provide an update. The car is back together now (after some cylinder head woes). We removed four of the six throttle return springs and re set all the throttle plates. It idles nicely with fully closed throttles at 850RPM with 15 degrees of timing. The e-throttle response is much better. It's still not great, but seems to be acceptable. I did some testing with retarded ignition timing before pulling the springs and I wasn't happy with the resultant exhaust gas temperature. The idle base DC table is set to 3D and uses AP(main) as the secondary axis. This allows tip-in to be smoothed out by feeding in air via the idle motor at low pedal angles.
  18. 1 point

    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.
  19. 1 point
    Rob W

    What is wrong with my tune?

    Hope you get it sorted ok mate you shouldn't have too much trouble finding someone in Melbourne
  20. 1 point

    Boost Control

    Regarding your last answer Adam, maybe you could add the feature of switching map tables (or other inputs) from the user interface to the wish list? For those who have installed a tablet with PCLink inside the car it would make more sense to be able to "simulate" switch actions from the software, rather than wiring and installing mechanical switches to do the same thing. I guess a generic approach where all digital inputs might be assigned to a "software user interface panel" would be worth considering. Just a suggestion to improve an otherwise very good system / software. Best regards, Florin
  21. 1 point

    G4 plus PnP GTR34 hks v cam

    Many people with performance GTR's dont use the fuel pump speed controller so that means aux 1 and 2 are available. But if you want to keep the fuel pump controller then my suggestion would be to move the AC clutch and AC request wires to aux 11 and D9 on the expansion connector so that frees up Aux 3 and DI4 for the VCam.
  22. 1 point

    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.
  23. 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.
  24. 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.
  25. 1 point
    I will give some comments. The Link CAN Lambda was designed specifically to work with our ECU, it has bi-directional communication so not only is data received from the device but the ECU also sends data to it. This allows the proper warm-up strategy to be applied during start up, EMAP compensation can be applied correctly for situations where there is back pressure and if a sensor is reporting an error condition the ecu can disable CLL or in the case of multiple sensors, ignore the failed one from "lambda average" calculations. The stuff like temperature, heater voltage, etc are mostly only used for diagnostics. Most of the 3rd party devices will have no receive - they only transmit data so they dont know if the engine is running or how long it has been running for to apply the correct warm-up strategy (potentially shorter sensor life). Many of the 3rd party devices will send some sort of error or status message but in many cases it is not in the format that our ecu needs it to be able to do stuff like disable CLL. In some cases you will be able to log these errors but unlikely act upon them. I have used a few of the X-series AEM's on budget installs and they have worked ok for me to date but I do hear/see some reports of short sensor life with them more often than others. To get the extreme response speed they certainly dont use a Bosch chipset or control the sensor in the way Bosch designed it to be so sensor life is possibly a side effect that. Some claim they are not using a genuine Bosch sensor either. Yes, an ecu controlled relay is a good idea. It still wont give the proper heat up strategy but it is better than nothing. No. Free-air cal is not particularly useful in my opinion, it was something made famous by Innovate as they didnt use the Bosch fitted calibration resistor. Air has about 21% O2, exhaust gas has none when less than 1 Lambda. So it only calibrates on the lean side of the curve and even then it is like trying to calibrate your precision 1volt voltmeter using a 2000V source... Ecotrons ones have a good reputation - I have never used one myself but only ever hear good comments about them. If you are not in a big hurry I know 14point7 are releasing a CAN bus "Spartan 3" soon, I tested a prototype a while ago. I use his analog ones for most of my budget installs and have very good success with them.
  26. 1 point

    Ecu hold power

    Thats not really the idea behind hold power. Its supposed to be so you can reset idle solenoids and the like back to zero position. Trying to use it to avoid something like this runs a big risk that if you crank it for too long, the hold power timer expires, and the ECU turns off while its still cranking and you probably wouldnt even notice. Better bet would be to re-wire your key output in this case so that the main relay is triggered by IGN1 key pos *and* by start key pos (ie run a wire from the key start position output to the main relay trigger). Are you sure your ignition circuit drops out entirely when key is at start pos? Ive heard of accessory power dropping out, and in some cases there are 2 IGN feeds off the key and 1 will drop out (for heater, aircon, wipers etc), but in most cases where people think they have this behaviour its actually just voltage drop due to the load being drawn by the starter.
  27. 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...
  28. 1 point

    After a 1jz vvti base file

    Map attached. 1JZ-VVTi Start up.pclr
  29. 1 point

    Idle Speed control motors - How to

    No, I dont see any way you will be able to get a DC servo motor to control idle air with our ECU. Most engines I do are ITB and I dont bother with any idle valve. Typically you can get pretty decent idle control just using ignition only. Set it up so normal warm idle uses quite retarded ignition (say about 0), that means the throttle blade needs to be set open quite a way to achieve a normal idle speed. Set up the idle ignition table with ECT on one axis so that when its cold it runs about 20deg more timing than when hot. Thats usually enough to get it to cold idle own its own with no driver input.
  30. 1 point

    Boost control. Under no load

    A base map is there to start the engine to allow it to be tuned. Which it seems did apply here ? Trying to copy other peoples maps in the hope they might do something for you, is dangerous. Have the engine tuned properly by a competent person otherwise you risk damage.
  31. 1 point

    Tuning Considerations

    Yes, the same setting is available in two different places, you only need to adjust one and the other will change at the same time. It depends if you are using open loop or closed loop. If using open loop the base position table tells the idle valve how far open to be, the idle target table has no effect. In open loop mode the idle target table is only used for idle ignition control. In closed loop mode the base position table is the starting position that the idle valve jumps to when idle conditions are first met, then the closed loop control will take over and adjust the valve position further if needed to make the RPM match the idle target. The idea is the base position table can quickly get the idle valve somewhere close to where it needs to be then the closed loop only needs to make small corrections. There are instructions in the help file how to tune idle control. I suggest you start in open loop mode to build a good base position table. Follow this page in help: G4+ ECU Tuning Functions > Idle Speed Control >Open Loop ISC. Are you seeing this drift when the "set base timing" screen is open (so timing is locked)? What ECU do you have?
  32. 1 point
    No, you want to log the parameter "Lambda 1". Just fix your cal table.
  33. 1 point
    Tim D

    Covert llg file to csv?

    Did you mean this...
  34. 1 point
    Richard Hill

    R32 GTR issues

    Looking at the log file posted for the speed, there seems to be a frequency doubling artifact. This might be caused by a double edge on each transition causing the ECU to randomly see twice the frequency. possible issues could be compromised grounding (old loom with oxidised ground rings maybe?), a low pass RC filter might help. HTH, RIchard.
  35. 1 point
    Brad Burnett

    ID1000's I'm confused

    ID has several data sets for the 1000cc units. Use the values for either efi live or hp tuners. The link ecu uses the same axis break points as a GM ecu.
  36. 1 point

    Toyota 86 CAN

    AGT Engineering has all the data for them, he made his own boxes of tricks for engine conversions: https://www.facebook.com/AGTEngineering/
  37. 1 point

    Knock control and corrections

    HP Academy have a decent webinar on the subject. A USD$20 membership will give you access to their webinar library. https://www.hpacademy.com/previous-webinars/049-setting-up-knock-control-link-g4-vipec/
  38. 1 point
    Brad Burnett

    3sgte knock gain

    diagrams are in the help file in the software.
  39. 1 point

    Idle setting for open loop and closed lopp

    ISCV is too slow to really be useful for quick changes in closed loop, you really need to get your fuel dialled in nicely and then ignition trim is the best way to keep it stable in my opinion.
  40. 1 point

    Idle setting for open loop and closed lopp

    If the idle is oscillating, I'd look to adjust your base ignition and fuel tables to stabilise it first
  41. 1 point
    from my experience with the quad cam avcs, full throttle pull, exhaust cam will sit around 25-30deg. when adam says the thing is rich, .65 is way to rich and I bet is causing misfire. These engines work better around .78-.8 lambda.
  42. 1 point

    [UPDATE] PCLink (on hold)

    its 6 days past that date any news ? need it also for a new laptop
  43. 1 point

    EZ30R MAP

    You had a few settings wrong mostly to do with fuel. I have fixed them in the version below. Fuel table numbers were too small for modelled mode. Lambda target overlay was enabled and was commanding a Lambda between 8-200? Fuel system type changed to MAP referenced. It looks like you havent done the trigger calibration so you need to do that. The rest will just be tuning. 604246050_EZ30rv1.0 fixed.pclr
  44. 1 point

    Bosch MAP Sensor 0281002316

    MAP is Manifold Absolute Pressure, so this is pressure in the manifold (after throttle). Your "boost gauge" most likely either cant read vacuum, or is connected before the throttle. Yes, idle will typically be around 35-45, over-run maybe as low as 20kpa. So although the sensor we are talking about here doesnt miss out by much, decent idle and economy is still usually an important consideration for most users.
  45. 1 point
    Yes this would be the best option
  46. 1 point

    Unlock VL Link G4+

    I have replied to your email, so please check your inbox and let me know how you go. Regards, Vonny.
  47. 1 point
    I've had it working on Windows 10 via USB with no issues, just followed the instructions in the 1st post. That was on the g4+ plugin in my daily driver and on another g4+ Xtreme. It didn't work on my G4+ Storm as that doesn't have the datastream mode required
  48. 1 point

    Brand New G4+ Monsoon For Sale

    Hey everyone, I think I'll go for an RX7 Plug and Play unit instead, therefore my brand new Monsoon is for sale, complete with plug, pins and unlock code from Brands Hatch Performance (not applied yet!) Literally hasn't been touched, and I'll take a loss on it. £800 posted for anyone who knows of a someone who needs one! Thank you Alex
  49. 1 point
  50. 0 points


    Hi If you swap back to the factory ECU do you have faults showing as the 99 model is what our test car was so would expect it is well sorted. Are you able to post or Email in a copy of the set up so we can confirm the CAN is happy.
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