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  1. Thats not a nice way how you say that. On every product you buy the updates stops someday and you have to invest in the new generation unit if you want get all the recent features. Besides I'm 100% sure you would have been in the same situation with the other ECU manufacturer. And if your fuel table is properly tuned, there is no need for long term fuel trims. I recommend to use Mixture Map.
    5 points
  2. Adamw

    PC Link New Layouts

    Hi All, The default layouts in the current G4+ PC Link are pretty dated, I recently done a couple of new ones that will be included as the defaults in the next PC Link update. But in the meantime here they are so you can use them now. FYI, if you use both G4+ and G4X ecus and you have highly customised layouts, you can copy the same layout into both PC Link versions by just changing the file extension. G4+ extension is .llg and G4X uses .llgx. Feel free to add to this post if you have any layouts you want to share. 1366 x 768.llf 1920 x1080.llf
    5 points
  3. 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 .
    4 points
  4. 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
    4 points
  5. I get that Link are a relatively small company, with limited resources. I'm not expecting large features to be back-ported, but there are a number of longstanding known bugs and issues with the G4+ range (cruise active light, as one simple example that directly affects me), and we feel abandoned, because there's something new and shiny, and existing features on our product aren't working properly. I'm intrigued to see the new advances coming in the G4x range, and I might be tempted to upgrade in the future, but I'm currently wary about upgrading and having another issue that's
    3 points
  6. 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.
    3 points
  7. Simon

    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
    3 points
  8. 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 run
    3 points
  9. Ducie54

    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.
    3 points
  10. Simon

    G4x Base map

    Yep Multi fuel and traction control will be coming
    3 points
  11. 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
  12. 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
  13. 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.
    2 points
  14. Adamw

    CLL settings

    Sorry for the slow reply. Yes, it looks like a bug. I will pass it on to engineering.
    2 points
  15. Have found and fixed the bug, new version should be up on the website soon
    2 points
  16. I think some people need to be speaking to the dealers that sold them the G4+ ecus knowing fine well they were going to be superceded. I was all set to get a G4+ in Feb it was Paul @ TCB who actually told me to wait for the G4X
    2 points
  17. Thank you guys! It is nice to see new features coming.
    2 points
  18. I think it is interesting technology when you look at prospects of closed loop peak cyl pressure angle control, but I think that is still a long way off the aftermarket world. As for ion current knock control, it is not very useful in anything but OEM applications, there are just too many combustion irregularities to allow it to be implemented in a DIY scenario. On the moderm BMW's with it for instance even a small change to the fuel mixture completely upsets it.
    2 points
  19. Confused

    PC Link New Layouts

    Thanks Adam! The 1920x1080 one looks great on my XPS13 (3200x1800) running at 150% display scaling, just a few unused pixels at the bottom of the page. That does mean I can drop everything down a little and expand the table areas so I hopefully won't need to scroll! New G4+ PCLink version... ooh does that mean a few of the wishlist items & outstanding bugs might be included? I understand your primary focus is the G4X range, but please don't forget us G4+ people too quickly!
    2 points
  20. The ground wires on the Link looms are 18awg, 120°C rated, so will handle about 15A each. Obviously my 60A example was stating the worst case example so that you or anyone else that reads this post in future has good information to base their decisions on. It would be very rare in real life to ever have a scenario where every output is running at 100% DC all at the same time but with power wiring it is important to consider what you have connected, the maximum DC/loads, the wire lengths, the insulation temperature rating and the amount of voltage drop that you consider is acceptable. I have
    2 points
  21. Something I've done recently is add a knock warning to my CE Light, I used a math block to calculate knock level - threshold and put it through a gp output to get an off delay (hold time) and fed it into the CE Light Aux. So far I've only used it for playing around with setting up my thresholds (so I can see how often it happens and for a clearer picture of when it happens) but I imagine it will be very useful once I've finished setting u the knock too. It has also been very useful for reviewing Knock stuff in PCLink logs as often the knock stuff happens too fast to be caught by PCLink bu
    2 points
  22. Yeah I added this to the list a few months ago.
    2 points
  23. Dave, this is an older MXS, not the 1.2 we sell. It doesnt look like they have updated the CAN stream in it. Even if I create a new MXS config from scratch in the latest RS3 the ECU stream version is still v00.00.01. In the MXS 1.2 the can version is V02.00.05
    2 points
  24. Here you go. Freshly out of my car. The calibration process is very easy the new way. Hats off for that. Not sure how the 4 offsets/teeth came for you.
    2 points
  25. Adamw

    Cranking time

    For the subaru example the Link ECU may take up to 720deg to sync, the factory ECU may have done something more sophisticated with the extra missing teeth which would allow it to sync in wasted spark mode within 180deg. For the honda with no missing teeth the link should sync within the same amount of time as the factory ecu as there are no special tricks they can do with that basic trigger pattern. So for the honda, most likely a tune issue, for the subaru it will possibly never be as good as the factory startup.
    2 points
  26. Ducie54

    Cranking time

    Add pre prime fuel or increase it. Try lowering your injector timing table values, and make sure fuel rail volume does not drain back to the tank as it will take longer to build fuel pressure.
    2 points
  27. Davidv

    dashboard arduino

    Forget about the CanID you really need to think about Frame ID instead. Your frame ID takes up one of the bytes in the message. So in this example below, it is Frame number 13 . When this can frame is received by your teensy, you need to look a that first byte to tell you which frame it is. If the number is 13, then you know that your values in the frame are Inj timing, Ign Angle, and Inlet / LH target. So you can update those values.
    2 points
  28. Thank you very much The Link G4X ecu I put on a 2004 subaru forester 2.0 XT with single AVCS and I convert to DBW ,I will come back with all the details of the work I am doing to help anyone who needs it
    2 points
  29. 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.
    2 points
  30. I wanted to share my success using a bluetooth adapter since I have not seen any other posts about using one on this forum. So far I have only tested it with an Android tablet and RealDash. It has been working perfectly. Connection is fast and very reliable. There is no noticeable lag on the dash interface. There are a few advantages of using Bluetooth over USB for a tablet dash. 1) The usb port on the tablet is freed up to be used for charging (this can also be used to automatically turn the tablet on/off with key power) 2) The usb port on the ECU can be dedicated to th
    2 points
  31. 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
    2 points
  32. I have a couple of customers with the 1.8 VVT engine, they run great on the LinkG4+ wiring ecu. And they upgrade from the MS ECU actually, one of them because of a faulty regulator on the alternator. Without warning the alternator start to make spikes of voltage, and burn the MS ecu... We wire in the Link (without knowing about the problem), after just a few seconds of the first start, the engine shutdown. Looking at the log, we saw voltage of over 18V, the ecu cut the fuel and save everything, the ecu never burn like the MS. I have work with MS ecu, and have customers with them on, I really d
    2 points
  33. A little update. This issue has come back where the car will be idle'ing perfectly fine and all of the sudden the car just shuts off. I've noticed a few things as I was watching the computer while the issues occurred. In my most recent occurrence the car would hit ECT of 180, go rich and die out. I initially thought it was something to do with my post start but didnt make complete sense as the car was out of Post Start. Then checked Warm-Up Enrichment. This was my next logical progression as the car might be looking for a little fuel adjustment? so I copied my values from th
    2 points
  34. 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
    2 points
  35. Adamw

    AVCS

    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
    2 points
  36. 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 u
    2 points
  37. Ducie54

    Target afr protection

    A basic setup but you get the idea.
    2 points
  38. 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!
    2 points
  39. Also, if you press the H key on your keyboard, that will enable colours on the table - these sharp transitions should stick out like a sore thumb, as you'll not get a nice smooth gradient, but a sharp transition from green to red in this case.
    2 points
  40. The GM sensor uses the same calibration as the link sensor so you dont need to change anything. If you are still getting a t2 @ 5V error that means the ecu is not seeing any sensor connected (open circuit). It could be a bad connection or dead sensor. You can confirm the sensor is good with a multimeter, it should measure around 3000-3500ohms at typical room temperature.
    2 points
  41. You are correct, spark duration and arc duration are the same thing. In your case this setting may only just start to come into play a high rpm. The spark duration setting usually only comes in to play when you have a distributor with single coil and more than 4 cylinders. It is used to shorten the dwell at high RPM when there is not enough time to both charge the coil and spark for the full duration. As an example think of a V8 with a distributor running at 6000RPM. At 6000RPM one engine cycle (two crank revs) takes 20ms. All 8 cylinders have to fire in that time. Lets s
    2 points
  42. Here's a quick video to give you an example. Gear shift knock.mp4
    2 points
  43. You can connect both 5v and 12v sensors (and VR sensors etc that have varying voltage output) all to the same sensor ground. The reason to chose 1 type of ground over another is not input voltage, but more: 1) how stable does the signal need to be for the engine to run well (crank trigger = really important, any of the temp sensors = not a big issue if the signal bounces around a few percent). And as part of this, will a ground offset cause an incorrect reading that still looks legit. (eg voltage offset on any analog sensor) 2) How much load is expected to go through the ground
    2 points
  44. Can wire that wire into a digital input on the ecu. Then could configure the ecu to change boost, timing, and fuel values when that is active.
    2 points
  45. Accel fuel has been changed to a simplified X-Tau model
    2 points
  46. Ducie54

    G4x Base map

    Is it possible to have a Math block drop down box with the maths all ready worked out?
    2 points
  47. TechDave

    G4x Base map

    @Ducie54 I get that if I haven't turned on a fuel mode yet. Switch on a fuel mode and you get it, I'll add a note to the engineers to show a message "no fuel mode selected...blah blah etc"
    2 points
  48. Simon

    MR2/ST205 and Knock

    Highly likely.
    2 points
  49. Ok, all the CAN is done, I havent added any of the new channels to displays or whatever but they should now be available. I have kept all the channel names pretty much as per the BPM datasheet. The only one that is a bit ambiguous is Fuel level. He has used 2 bytes like it is expected to cover a large range of numbers but then says the range is only 0-53L. Just one byte can do up to 255 and 2 Bytes is capable of 65000. So I suspect he might be sending it as "0.1L" rather than whole Litres but that is not clear. If your fuel level says "500 Litres" when you have it all working then set
    2 points
  50. Bumping this topic... I'm surprised no one else has interest in this. OEM systems I have worked with do this, and it makes sense. At low throttle openings, a change of throttle angle is a better trigger for transient fueling than map for engines that have low / noisy idle vacuum. However, at steady throttle angles, on a turbo engine, as the boost builds, there can be a need for additional fueling, otherwise you get a lean spike. I've noticed this when tuning steady state and then doing transient sweeps, if you tune to the sweep, you get a inverse V in your fuel map. Certainly this is not
    2 points
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