Jump to content

Leaderboard


Popular Content

Showing content with the highest reputation since 11/06/2018 in all areas

  1. 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.
  2. 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
  3. 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.
  4. 2 points
    Adamw

    ECU Unlock fails

    Someone has done a typo by the looks, The last two characters should be b7, not 67.
  5. 2 points
    On my setup I use a 3d table to PWM an engine water pump. After a lot of testing I found using the temp output from the radiator and ECT the best way to control the pump. Takes into account out side temp and vechile speed. Would recommend you try that way to control the thermostat. Ive also connected a 2nd Digital output to the same soild state relay as an override. So if I'm at a set TPS or boost range the pump goes to 100%. After a bit of testing during different conditions I can keep the ECT within 2deg in all situations.
  6. 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...
  7. 2 points
    Im not sure if you are asking a question or making a statement? Of course the fuel table and ignition tables (and all other tables) will need to be tuned to your specific engine before it will run well. It sounds like you dont even have a good grasp of the basic fundamentals yet so Im reluctant to advise you touch it yet. I would not attempt to tune a turbo car with this level of understanding. I would suggest you start by doing something like the low cost EFI tuning fundamentals course here to get a better understanding of the theory behind it: https://www.hpacademy.com/courses/efi-tuning/ If you try to tune without a good understanding of the basic theories then it will just end in disappointment.
  8. 2 points
    Simon

    [UPDATE] PCLink 5.6.6.3564 (on hold)

    Yes it is now ok to run the current release.
  9. 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.
  10. 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.
  11. 2 points
    I would say the timing doesnt look unusally high for 8.2CR with E85, but it also doesnt look tuned at all to me, it looks like someone has just made up the numbers. Why have so many rows with exactly the same numbers on them? You would be better to just delete them all. Seems pretty odd to have the same timing at 207Kpa than you have at 138Kpa. And as JMP says, that big step between 1500 & 2000 is gnarly.
  12. 2 points
    Adamw

    G4 link new E-throttle module wiring

    Attached below. 1&2 are sensor ground. 3&5 are supply voltage (I assume 5V) 4&6 are AP sub and main. E-throttle Module Instructions.pdf
  13. 2 points
    TechDave

    ARF Choice

    http://dealers.linkecu.com/can-lambda CAN Lambda
  14. 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.
  15. 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.
  16. 2 points
    There we go. Granted the RPM line itself is smoother than what i suspected. Could be because of slow logging rate. What gives it away to me though is looking at the RPM ROC parameter. Thats RPM Rate Of Change. How much the RPM changes over a second. Anything over 0 meens RPM is rising at a certain rate and below 0 means its falling. We bot KNOW you are accelerating so the CRANK is certainly not slowing down, right? However you can see i both my screenshots that the ECU is logging a very erratic RPM ROC. It should ALWAYS be on the positive side when the engine is accelerating. That IS the CAS flapping around. There is also some knock registered in one of the logs. I bet because of unstable timing. Never mind me saying it looked smoother than expected. I just wasnt looking close enough at it. Its actually one of the worst i have ever seen You sir, are going to install a cranktrigger before it breaks down completely
  17. 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.
  18. 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!
  19. 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.
  20. 2 points
    Here you go: https://1drv.ms/u/s!AiYbYlZQuRHPn3zpsxhdV-DI1p5D
  21. 2 points
    Stevieturbo

    water meth injection

    You will never see 300psi, nor will 2x1000cc nozzles be as efficient as smaller nozzles. Well other than when the pump is pumping against the closed valve and if the pump has been adjusted to see a higher pressure. In fact, with nozzles that large I'd be surprised if you ever see much over 100psi. The pumps simply do not flow what the suppliers claim, and any pressure claims are against a dead head. I've tested the AEM big pump under load and in the real world at pressures required....realistically they're only around a 1200-1300cc pump, and that was with a quoted 1600cc worth of nozzle...and tested not fighting against boost pressure which would reduce flow further. Even with only a 600cc nozzle...my factory set 200psi pump, could never create 200psi. With 1600cc worth of nozzle, in the car, in real world use max pressure I see is around 140psi....so if using say 40psi boost, that's now only 100psi of effective pressure to inject, so even less flow. But stick a pressure sensor on the line and log it for yourself and use this to control any fuel/spark adjustments, rather than what you're currently doing which offers no failsafe. It's a cheap and easy way to monitor what the system is doing, and could be an eye opener. It's a pity nobody seems to have done much testing on the various systems and pumps out there to prove or disprove the suppliers claims.
  22. 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
  23. 2 points
    ayjayef

    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
  24. 2 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.
  25. 2 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.
  26. 1 point
    Simon

    Link Boost Control Solenoid

    Yes they are identical to the MAC valve. PC Link tuning software > Help > Wiring Information > Miscellaneous Diagrams > Wastegate plumbing
  27. 1 point
    Simon

    Low voltage at ECU

    If you are measuring that voltage drop across the relay and using the same ground for each measurement then it is not ECU related. There is something up in that relay area.
  28. 1 point
    Aux 5 should be the CEL, try turning it to test on to see if it works as advertised. It should be on pin D-15 HTH, Richard.
  29. 1 point
    jetape

    Seadoo Rxp 300

    Vipec is actually G4+ so you could use those maps no? Just a matter of getting all the wiring done and some waterproofing.
  30. 1 point
    Adamw

    injectors wiring Vs Ecu mode

    You could do semi-sequential by wiring the injectors in the correct pairs to 3 drives. Semi-sequential may give a slightly smoother idle compared to multipoint group.
  31. 1 point
    cj

    id1000 subaru cant setup injectors. help

    Try this one. You had switched it from traditional mode to modelled mode, but the fuel tables for these are completely different. All I've changed here is: swapped out the fuel table to one from a modelled fuel base map - it should be close enough to start but will still need to be tuned Disabled IAT correction - not usually needed for modelled fuel put in the ID1000 deadtimes and short pulse adder times. I would also suggest you run through some sanity checks for all your sensors before you start it. Looking at the last seen runtime values, the MAP sensor was reading 14kpa higher than atmospheric even with the engine off. The IAT & MAF IAT are differnent by nearly 10 degrees, and you TPS is reading 61% open. These all might be just quirks of the way you are testing it so far, but better to be safe than sorry. 2063677987_SubaruWRXV9G4XtremePlugin-model.pclr
  32. 1 point
    Adamw

    WRXLink107 pinouts

    This is definitely correct at least for JDM models, I have helped a few guys locally set up cruise control on these cars and all buttons work. I just checked against the drawings I have at home, I found a couple of mistakes with Aux 6 & C11. I have corrected all the mistakes I can find in the pic below. We call the "+ve" pin the one that if connected to +12V opens the throttle. For whatever reason Subaru (and Toyota) use a different convention to everyone else - they call the "+ve" pin the one that closes the throttle. The ECU still has all inputs and outputs onboard - but they are not always connected to anything. ANV12 i not available on this model. That is just the settings for the Ethanol sensor, you still need to wire it to one of the DI's and assign that DI to ethanol content sensor. Calibration unknown. If you are running on petrol then dont bother. If you are running on flex fuel then the ECU will get fuel temp from the flex sensor.
  33. 1 point
    Simon

    Knock control and corrections

    It focuses the input closer to the expected knock frequency so you should get less background noise coming through. Making it easier to identify knock
  34. 1 point
    Adamw

    G4+ Bluetooth

    The DC adaptor is just to supply power to the router, it plugs into the micro USB port that you see in the pic above next to the two Ethernet ports. On the back of the router, not shown in the picture is a normal USB A port that the ecu tuning cable plugs into. The Ethernet ports will not be used at all.
  35. 1 point
    Ducie54

    What is wrong with my tune?

    Surely any link dealer should be capable of tuning a link using the current software. Another reason why tunes get locked IMO.
  36. 1 point
    Adamw

    base map for Toyota Starlet turbo

    These are not from a running engine, they are just some I made to get someone else running. I believe they can have either a 4 tooth or 24 tooth wheel in the distributor so both options below. These are from an Xtreme but will load into an Atom ok. 4efe 24 tooth dizzy.pclr 4efe 4 tooth dizzy.pclr
  37. 1 point
    Adamw

    Modelled fuel critical settings

    The engine capacity setting will mostly just scale the airflow calculation up or down. So if you get it wrong your VE numbers wont quite match reality. Probably not a big deal.
  38. 1 point
    Adamw

    LAt and Lond Accel values

    The accel channels only work with the Thunder ECU which has built in accelerometers. You should be able to use the gearshift control function to do the downshift blip. It will look at clutch switch and throttle position to determine if it is an upshift or downshift and apply the appropriate strategy from there.
  39. 1 point
    Adamw

    VL Link Injector Upgrade

    You are over thinking it - Just bump the master up or down until it runs the best. Our base map appears to be set up for quite large injectors already - probably bigger than 1000cc by the looks. I would expect a 600cc injector will want a master fuel more like 10-14ms.
  40. 1 point
    Adamw

    Evo 8 dbw wiring diagram

    The physical Aux 9 output should be connected to the Motor + as per the help file Simon pointed out above. In the software set Aux 4 to "E-Throttle Signal 1" and set Aux 9 to "E-throttle Signal 2".
  41. 1 point
    JMP

    [UPDATE] PCLink 5.6.6.3564 (on hold)

    they're listed in the help file with the new version
  42. 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.
  43. 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.
  44. 1 point
    ClintBHP

    Lambda 1 vs AEM wideband

    Yes, its there for that exact reason it will also mean that Lambda 1 is Stoic.
  45. 1 point
    Does anyone know how to pull in ethanol content % into RealDash? In Link it is labeled "% Ethanol" but that field is not pulling into RealDash as far as I can see.
  46. 1 point
    Adamw

    CAN-EGT module

    You should be asking this on a Megasquirt forum, it is not really our job to support a competitors product.
  47. 1 point
    Adamw

    AEM wideband wiring

    That is the part number for the gauge cup, it doesnt tell me much about the device you have. The common AEM wideband controllers are 30-4110, 30-4100, 30-5130, 30-0300. Look these up online and tell me which one yours looks like.
  48. 1 point
    Tim D

    Boost trace log

    Take a log and capture these parameters (assuming you're running closed loop), it makes analysing and tweaking a piece of cake!
  49. 1 point
    Richard Hill

    Supercharged Lexus 3UZ

    Thunder would be great. Loads of spare aux outs and inputs, and dual lambda too. You also get built in ECU hold power control. I have a 3uz which I will run with my thunder. Just not sure what car it's going in yet !
  50. 1 point
    cj

    G4+ Mazda RX8 CAN Bus

    This guy has a really good process on how to observe and reverse engineer canbus signals http://bobodyne.com/web-docs/robots/MINI/CAN/MINI_CAN.pdf His example use a mini but the process applies to everything. Its basically push the car through some known states eg press gas pedal, speed up, slwo down, turn steering wheel. Graph the output of each stream of data coming across the can bus, then try to map what you did to something you can see happening on the canbus. I've done this myself on a subaru using one of these https://www.aliexpress.com/item/Dual-Channel-USB-To-CAN-Analyzer-DeviceNET-iCAN-VRMS-CANOpen-J19339-CAN-Analyzer/32359550686.html?spm=2114.search0104.3.1.TSYAka&ws_ab_test=searchweb0_0,searchweb201602_4_10152_10065_10151_10344_10068_10345_10342_10547_10343_10340_10341_10548_10541_10084_10083_10560_10307_10175_10060_10155_10154_10056_10055_10539_10537_10312_10536_10059_10313_10314_10534_10533_100031_10103_10073_10102_10557_10142_10107,searchweb201603_25,ppcSwitch_5&btsid=c137e58f-7221-4cd6-8e73-88f833c9f482&algo_expid=3d31339c-5443-452b-a5c7-85399dba71d8-0&algo_pvid=3d31339c-5443-452b-a5c7-85399dba71d8 It looks really daunting to start with as literally nothing has labels, but as soon as you get your head around which devices are which ID's you can start to focus on things that matter - eg tacho signal has to come the ecu, speed has to come from the abs computer (check wiring diagrams but this is usually true) so you have a pretty good idea where to look, graph each block of data, then look for a graph pattern that matches what you did with the vehicle, then work out the scale of it. You may want to start by watching the ID's that are present and the time intervals of them and disconnecting abs/ecu/body control computer/etc to start with as the first step. Remember you dont have to understand all of it, just the signals you are sending from the ecu or receiving via canbus (eg speed)
×
×
  • Create New...