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  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. 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
    2 points
  4. wastegate

    IS300 can issues

    Hi, I have a IS300 myself, although not running the xcessive/panicwire pnp kit, I repinned my loom to the right headers to suit. I don't have any issues.. It sounds like to me that the MPX isn't wired correctly on your loom and/or not going to where it suppose to go. Since you are using the IS300 2JZ loom, and using the panicwire patch loom, Check out pins E-5 (MPX1) and E-12 (MPX2) on the Link/Altezza header side loom, , make sure they are connected to the body loom and goto the body computer. On the IS300 loom side they "should" be connected to E4-21 (MPX1) E4-20 (MPX2). I'd unplug the
    2 points
  5. Yes they are fine in the engine bay.
    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. You don’t need to turn advanced mode off. The limiter settings will remain, just the table will need to be set up.
    1 point
  11. Adamw

    IAT Fuel Trim -4% per 10°C

    IAT Fuel correction should be turned off for modelled fuel equation. The air density change due to charge temperature is already taken care of in the fuel model.
    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. Set your RPM limit to 3D like my example above.
    1 point
  14. Only the Link Thunder has the amplifier needed for EGT sensor. Meaning for any other ecu you need a "controller" like you said, that gives either 0-5v signal to the ecu, or one that give the info over CAN bus
    1 point
  15. Hey I am very interested in using this dct gearbox controller on serveral project cars in the future. http://htg-tuning.com/ How can we make it to work with the link via can together? Torque Reduction strategies depending on load and DBW Autoblip for the start?
    1 point
  16. MichaelR32GTR

    Lambda 1 Error

    I had similar issues and was the non resistor spark plugs I was using so check them also
    1 point
  17. The M50 bosch sensors should be fine. As far as I know only the M52 and S52 with seimens ECU has a weird cam sensor that doesnt work.
    1 point
  18. If you are doing it with a virtual aux then put the virtual aux on the axis of a GP limit or 3D RPM limit table. With the virtual auxes "1" means off and "2" means on. Example below I have set the main RPM limit table to 3D, virtual aux 1 on the y axis. I have a 8000RPM limit when VA1 is off, and a 4000RPM limit when VA1 is on.
    1 point
  19. Yin

    G4x s15 cam switched problem

    Thankyou
    1 point
  20. GP rpm limit Configure it similarly the the example available in the Help file for oil pressure, but replace the axis with your EGT and the threshold you want
    1 point
  21. Adamw

    USB PORT SHORT

    Only CAN2 port has 12V on it so you must have the USB cable plugged into the CAN2 port. The USB port is quite clear, it is on the underside of the top board and there is a big arrow pointing at it.
    1 point
  22. Ahh that would make sense. The error counter incremented by 2 almost every time I cranked the motor. I didn't see the error this last time when I actually got the motor to start and idle. Thank you for all your help Vaughan. Having your tune to compare to helped me find a lot of little things I missed the first time I setup the Ecu.
    1 point
  23. dx4picco

    g4x fury ports closed

    On G4X, it is different than G4+, you must go on a function and then assign a pin/port. If you want your analog volt 3 to be your TPSn then go to function TPS and assign it to AN Volt 3 for example the tables you show is only an overview, that's why you cannot change them.
    1 point
  24. mapper

    Swapping G4x for G4+

    What your are talking about. The only access to the ECU is over USB cable connection. Means, unless you have connected your laptop over a cable to your ECU, there is no way anyone could access your ECU. If you have spyware on your PC and someone is controlling your machine, thats really not the fault of Link!
    1 point
  25. Just out of interest, what software did you use to layout the wiring diagram?
    1 point
  26. Dew511

    Fuelab Pump 92902 PWM

    I couldn't even tell you. Smh. Prob me seeing "80hz" on the 33/66/100 setting. I'll let you know though. Thanks again.
    1 point
  27. Adamw

    Overboost suggestions

    Stage 2 is P&D control, stage 3 is P&I. Stage 2 intent is to control the final approach to target, if you are overshooting target it is usually stage 2 settings. Stage 3 intent is to keep the boost on target once the target has been reached. In laymans terms, Proportional is how much the ecu adjusts the DC based on how much error there is. Too little P = slow to reach target(or never reach target), too much P = overshoot or oscillation. Derivative effect I find easiest to imagine as how quickly the ecu pulls back the DC when the boost is getting close to target (kind
    1 point
  28. Aah, I shall do so. Thank you. Edit: Bingo !! All good. Thanks Adam/Vaughan.
    1 point
  29. Update: The car is running very well and idles perfectly, I never wired up my BAC (Idle Air Control Valve) on the car, and I remember when creating the base-map I set it up to run with ISC control not sure if that was from the FD base-map but my intention from the beginning was to utilize the BAC anyways. The car starts with ease, better than ever (even better than the stock ECU lol). I thought I'd share this for people intending to run a Link on their FC RX-7, I'm no expert tuner but this could help anybody in my situation. Details on my setup: - Stock Port S4 NA Engine (9:4:
    1 point
  30. I made the arming threshold change and waited 20-30 mins after warm up to restart a few times and no issue as of now. Seems that change may have helped with the car starting fast and smoother as well. I'll have to do some more testing, and report back. Adam:
    1 point
  31. Update: For what it's worth there is an o-ring in the VTC gear valve cover plate and sure enough the oring was damaged. I can only assume that I messed it up during install. I installed a new flat rubber oring, fired the car up and VTC is functioning on both sides. Issue: Fixed:
    1 point
  32. Connect the "input" wires to the "output" wires.
    1 point
  33. Just to update this one. M & W verified that the boxes can run two of their CDI coils and the Haltech CDI ones wired in pairs on one channel to accommodate a V6 twin plug application but if more spark energy is needed would be best to add the additional pair of boxes or use one of their new Pro-16b S4 boxes which can handle high speed two strokes applications as well.
    1 point
  34. Trim should be negative I believe if you want to pull boost duty out. But if you put -50% you will remove 50% of waste gate duty. If you target 70% duty then the remaining duty in 2nd gear will be 20% and not 35%.
    1 point
  35. Not a problem. I plan to have it professionally tuned once I have all the bugs worked out. I just need something to get me started with. Thank you very much!
    1 point
  36. Adamw

    Nissan speedo signal

    Go for a ceramic cap so polarity doesnt matter. https://uk.farnell.com/vishay/k105z20y5ve5th5/ceramic-capacitor-1uf-25v-y5v/dp/5812770 And you only need a 1/4W resistor, example: https://uk.farnell.com/multicomp/mcf-0-25w-22k/res-22k-5-250mw-axial-carbon-film/dp/9339310
    1 point
  37. I'm not a professional tuner and I am still playing around with various aspects of the tune so don't take any of this tune too seriously. This file is also about 3 months old and from memory was running too rich under full load and high rpm. 2GR-FE with aftermarket cams, valve springs and 11:1 forged pistons2GR MR2 Trackday.pclx
    1 point
  38. I have never really used EGT's as a safety tool so dont have a lot of advice. Adding fuel doesnt usually make much difference assuming you are already richer than stoich. If you are leaner than stoich due to a fuel issue or something, then adding fuel actually increases EGT. Unless you are regularly exceeding what you think is a safe EGT then as a safety I would probably just do a limp mode type limiter if it were something I was worried about. As above, fuel is not often useful to control excessive EGT. But if you wanted to you would enable the individual cyl fuel tr
    1 point
  39. Can you attach your plex config.
    1 point
  40. Adamw

    dual fuel pumps

    Set the 2nd pump aux output as GP output, then give it conditions, I would suggest one of the conditions is the main pump is running - then the second pump gets shut off with the first for safety. Example below, main pump is on Aux 1, 2nd pump is on Aux 2, so second pump will come on above 120Kpa provided main pump is on.
    1 point
  41. You could do a virtual aux like below so if any of them go above say 750°C you take action. That action could be anything from flashing a warning light, add extra fuel, lower boost, or activate a GP limit, etc.
    1 point
  42. I dont see much wrong in your ECU set-up. Can you give us some pics of the CAN wiring just in case there is something obvious there.
    1 point
  43. Got you. Sorry, did not spot any announcements about that. Will try and revert back in case of any further issue. Thanks
    1 point
  44. This was spotted fairly quickly and a new version was put up with a fix (6.18.32), another version with language support (6.18.44) has also been put up since that so grab the latest PCLink and firmware please and let me know if it's still a problem. Thanks
    1 point
  45. Someone like Element 14 or RS components should have them within a couple of days, otherwise any Link dealer can get you a CANPCB next day.
    1 point
  46. 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
  47. 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
  48. You can already swap ignition tables and/or add 4 & 5D ign overlays and swap between 3 DBW tables based on CAN messages so that would likely cover what you ask. Is that all he wants or is there more to it?
    1 point
  49. Seems to work ok for me. Did you powercycle the ECU after having the iVTS connected? Here is me testing it on a vipec just now: https://1drv.ms/v/s!AiYbYlZQuRHPqxc73n7Vk2cV3beG?e=NgmTrC
    1 point
  50. you should contact the realdash developer to get it addressed, you can find the datastream layout in the link help file under "Technical Terms and Reference > Communications" where it states DI1 through DI6 speed streams are transmitted in KPH. Gear position is also sent in the stream so it's up to the developer to get it sorted, not Link Support
    1 point
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