Jump to content

Leaderboard

Popular Content

Showing content with the highest reputation since 10/14/2020 in Posts

  1. Not super fancy, but I use a math block to filter my speed signal with the average function (av). Works really well.
    4 points
  2. Is now available on the Link website here: https://www.linkecu.com/software-support/pc-link-downloads/ Mostly bug fixes, but more complete release notes here: http://www.linkecu.com/pclink/Link Engine Management PC Link Updates October 2020.pdf
    2 points
  3. Yes they are fine in the engine bay.
    1 point
  4. Yes, Ethanol, APS, and a whole lot of statuses from cruise/traction/antilag etc have been added on to the end of the existing generic dash stream. This means older devices (G4 etc) are still compatible with a dash that supports the new modified stream. The detail is in the help file. You should pass it on to them - I believe another user already has but I assume the more that chase them the better your chances.
    1 point
  5. Yes, it should be just as Vaughan says. Your CAN 2 setup should look like below:
    1 point
  6. Yes 200ohm 5V pull-up would be suitable. Setup cal table like below:
    1 point
  7. Probably my biggest annoyance with the Link software so far is the fact that if I change the load or rpm break points on one table (for the sake of argument fuel table 1) - I typically would like the option to use these same axis settings on the timing table 1, or fuel table 2, etc. If I enable per cylinder fuel trim tables and per cylinder timing trim tables - having to reselect and rescale the axis on each one which is another example of this same hassle and takes extra time. If there were an easy way to copy axis settings from one table to another or when changing axis of certain tables s
    1 point
  8. "Home position" or "zero" for the intake cams is fully retarded against the mechanical stops. Anytime the solenoid is not energized the cams will be at home (typically anything less than about 35% duty cycle). Typically at idle and at high RPM they will be fully home. Once you apply more than about 40% DC to the solenoid the cam will start to advance (More DC = advance faster). I dont know what the max advance is on the EJ's but most engines from that era would allow 45-60deg advance (crank deg) from home position.
    1 point
  9. You will need to change your relay's coil feed to be ignition switched, rather than permanently powered. This way, the ECU will still pull to ground to activate, but when ignition is off, the coil cannot be energised, even with the ECU defaulting to grounding the outputs.
    1 point
  10. Thank you for fixing the Cruise Light functionality, I'm hoping that should help with being able to change to a different E-Throttle Target Table to minimise speed overshoot when accelerating. Plus I can have a light on the dash, too!
    1 point
  11. Dew511

    Fuelab Pump 92902 PWM

    Update... Everything seem to be working correctly as far as the fueling is concerned. I did change the Hz to 1000 like was recommended. I also am now running the FP in Open Loop... for now. Lastly, I did update the firmware. The "FP Speed (%DC)(%)" does still show the "reverse" for me. As the actual FP speeds up, the "FP Speed (%DC)(%)" goes down. Min DC clamp at 30% so "FP Speed (%DC)(%)" shows 70% and ramps up to 100% by 30% Inj DC.
    1 point
  12. Adamw

    Thunder PCLink settings

    Pins B5 and D1 are the DBW supplies, ideally they would come from their own relay/PDM output that the ECU can shut off in the event of a safety concern. See the diagram in the help file page: Wiring Information > Output Wiring > E-Throttle > Generic Internal E-Throttle Wiring for more info. For the cruise switch, do you have a "schematic" type diagram of it? How many buttons/switches does it have and how many wires? The VDO settings in the help file usually work ok with most Bosch throttles.
    1 point
  13. The pressure compensation is non-linear and applied to the pump current before conversion to lambda (also non-linear) so it is a fairly complex relationship, generally done with look up tables. I suspect that RBR calulator linked above uses some simplified equation as it seems to give very optimistic results for the NTK sensor. They are typically about 4 x more sensitive to pressure than the LSU4.9 in my experience. For the LSU4.9 there are a few slight variations of the pressure compensation curve but this is the one that is generally used from what I have seen: So a couple
    1 point
  14. Would it be possible to have an option for the the mixture map function to take into account correction made from closed loop lamda? I like the idea of having CLL running as an added safety margin when road tuning and it would be good if the mixture map could look at what corrections are are being made to make permanent changes to the fuel map.
    1 point
  15. 901 whp / 920 nm Vi-PEC V88 PT 6870 E85 Cheap, small eBay intercooler limit the power output. Should have seen 4-digit number with a proper cooler.
    1 point
  16. mldc

    Water Pump PWM

    Hello, Did some testing, results are below. Pump: Any pump CWA50, CWA200 or CWA400 would work with these settings. We use CWA200. Wiring: 1 - wired 12V from the PMU16, 25A channel. 2 - wired Aux high state signal. 3 - wired to ecu signal gnd. 4 - simple chassis GND. ECU settings: 50% on cranking is for waking up the pump. After that, You can use higher values then 50%. If your idle is lower then 1000 RPM, adjust the PWM table axis and values to suit your application. Results: Our race car working temperature is 70
    1 point
×
×
  • Create New...