ashesman

The resistance of the coils is of no concern to the ECU. Â They are wired to the CDI and factory igniter so it has to deal with them. Â The ECU only drives the MSD CDI boxes and the factory igniter. Â The Link ECU can be wired in place of the Power FC to drive the CDI and ignition amplifiers. Â Make sure you select the correct spark edge setting to suit the MSD CDI. Be warned that when using high energy ignition setups like this that correct wiring procedures are essential to ensure that you have no problems with interference.

Google wireless RS232 or wireless serial port and you may find something. Â I would suggest a minimum of 115200 baud if you want to download logs. Â We have heard of guys using these but never used one ourselves.

Barometric correction is applied to the base pulse width. The base pulse width gets its barometric correction either from using MGP as an axis on the main fuel table or from a fuel equation setting of Load = BAP. As all other trims (accel, IAT etc) are a percentage of the base pulse width, then they are also corrected for BAP by the same amount. So, if the base pulse width reduces from 10ms to 7ms due to BAP going down, then the corrections added will also be less. Eg 10% IAT correction when base pulse width is 10ms = 1ms IAT correction. 10% IAT correction when base pulse width is 7ms = 0.7ms IAT correction. However, if you want additional corrections based on BAP then you will need to use BAP as an axis on the correction tables.

We stopped adding additional injectors to the list due to the problems of people selecting a 'close one'. Â Unfortunately two injectors that look similar and have the same flow can have very different characteristics. Â Also, the characteristics alter with fuel pressure etc.. Â As Fredrik said, the provision is there to add all required information manually. Â All new injectors come with a data sheet that has this information.

Unfortunately we have no information on the R33 steering. Â To work out how it should be controlled you may need to scope the factory system controlling in in order to reproduce the functionality. Â If you could provide some information or scope pictures then we may be able to discuss how to control it.

I have added your comments and requests to the features request list. Printing has been disabled as it was not actually working correctly. It should not have given you an error! At this stage there is no way to copy and paste to a spread sheet. The copy/paste functions are designed to work only with VTS so copying the tables to a spreadsheet will just give you a blob of text.

I have had a look in the code. TPS Setup and some menu items are made visible/invisible under some conditions. At the end of a successful connect they should be made visible. I have tested on many ECUs and versions of this software and can not reproduce this problem. Are you getting any unusual error or warning messages when connecting?

There was some issues with this that from memory were resolved in the lates firmware/PCLink release. Â If this issue is still present for you in the latest version then we will resolve it.

I am not 100% sure what is causing the first error. I am reasonably confident that it can be fixed by reinstalling VTS. If you send your layout files we will try opeining them and see if the problem is that they have become corrupt. If it is the case then it will be possible to implement a fix to prevent this condition in the future. Access Violations are programming mistakes that are usually easily fixed if they can be found. Unfortunately the numbers they give in the message are no use for finding them. Please send your layout files and any other info so we can reproduce and fix this problem. The second issue (characters causing problems) is to do with the fact that VTS is not written in a unicode compliant system. We have stared converting VTS over to support uniccode but it may be some time before it is released as this is no small task.

You should set it up as: Fuel equation Load = MAP Fuel table Y axis = MGP Open loop Y axis =MGP Ignition table Y axis = map There is no application for barometric correction for ignition as spark advance is relative to cylinder pressure which is relative to charge pressure (MAP). This is the most common setup used by most tuners.

If you have your fuel table spanned off MGP then you get barometric correction all the time, not just off boost. There is no distinction between on and off boost, it is just a different MAP pressure. As the ECU is very configurable, there are many options for how the fuel calculation and mapping is configured. It is very hard to explain in general as it depends on how you configure the ECU as to how barometric correction is applied. Here are some points to note: - When the fuel equation is on Load = MAP, there is NO barometric correction applied by the fuel equation. - Having your fuel table spanned off MGP is what gives you barometric correction as MGP is a function of barometric pressure. - If MGP is used to span the fuel table and your engine is tuned properly then you get barometric correction everywhere. Please ask specific questions about your exact application or give me examples to explain and I will try answer them.

It comes down to a combination of PC grunt, graphics card and other hardware/drivers. Â We have PCs here which are not supposed to be very powerful that do 32Hz and some that are very powerful that do 20Hz. Â Slower laptops can go down to 5Hz. Â When logging and redrawing the screen often plus doing the communication it can slow things down. Â The less animated the screen layout then the less work it has to do. Â We have some plans in place to increase speed but it wont be happening for a little while. Â 10Hz is OK for tuning and most logging. Â Faster is obviously better for getting more samples. Â The fastest I have seen is 32Hz as I think that is the limitation on the communication.

This is not a Link/Vipec thing at all. Â The Atom is a Link only product. Â The limitation of features and the numbers of inputs is intentional to make the higher level ECUs more attractive. Â The Atom was designed for simple applications requiring minimal inputs and functionality. Â It sounds like you need more advanced functionality than the Atom offers. I don't know how to word this more tactfully but I don't think you should not expect to buy the cheapest version of a product range and have all the features of the more expensive variants. Â I am sorry that you can not achieve the exact configuration that you want. Â Have you considered upgrading to a Storm or Xtreme ECU?

As an example for an NA engine: Ignition table is typically spanned off MAP. The reason for this is that MGP is 0 when the MAP is at atmospheric pressure. So, if you had an ignition table spanned off MGP, and the WOT row had 20 degrees, then 20 degrees would be used at WOT (0 MGP) under any barometric conditions. Using MAP instead means that the ignition numbers selected from the table will alter with barometric pressure. Fuel is the opposite. You want the same row to be selected at WOT under any atmospheric pressure as VE does not change with atmospheric pressure. You get your fuel barometric correction due to the fact that the MAP value (used in the fuel equation) has changed. So in short for almost all applications use: Fuel equation Load=MAP Fuel table Y axis = MGP Ignition table Y axis = MAP For more complex situations such as multi throttle and big cam engines then that is slightly different.

Hi Martin, This is not a mistake or bug.  The ECU has been coded to intentionally force the setting to 2.5 bar.  This is because those ECUs were only ever sold as a 2.5 Bar option.  Forcing it prevents people attempting to or accidentally selecting 4 Bar and thinking the sensor will read up to 4 Bar. If you need a 4 Bar ECU then you can purchase an external map sensor and wire it  in. Regards Ashley Duncan Engineer - Link ElectroSystems

Over time we will add more input options for sensors. They can be wired to the CAN bus (sme one between ECU and dash). The sensors values will be available to anything on the CAN bus. At the moment the only receive option is the MoTeC E888 device. More will be added as people ask for them.

See attached picture for where to find the dedicated ECT fuel correction table. [attachment=0]Warmup.PNG[/attachment]

The numbers passed to the dash are the calibrated speed values. They have a factor of 10 on them so if VTS says 10.0 kph, the data stream will have the number 100.

The auto mode is an improved closed loop wideband mode that has replaced the old wideband modes. Set to Auto and configure it to use closed loop wideband.

There is no need to set up a 4D table. There is a dedicated ECT fuel correction table there, just use that. Set the axis to TPS if you need. Put zero where you want no correcxtion (ie the normal temperature the engine runs at) and positive numbers at temperatures below that, negative numbers at temperatures above that. Your numbers should tend towards zero correction as the throttle opens. The numbers on the edges of the table are in effect if you are operating outside the table. So, if you want zero correction when operating off the edge of a table, you need a row/column with zero in it on that edge of the table.

Yes, as you are using MAP in the fuel equation, MAP changes and therefore so does the injector pulse width. As for the method of fuel tuning, there are two schools of thought on this. The tuners I usually seek advice from generally do it the way I mentioned and have their good reasons for it. Ray did not agree with this method and has told people a method he believes is more suitable. I am not saying who is right or wrong. I would have to read up on how Ray recommends tuning (as it skips my memory right now) to compare the advantages and disadvantages of each method. If you are happy with the way your engine is tuned then I would not change it. Either way, the ViPEC is flexible to allow you to use one method or the other, or even a combination of both.

Here are some points to consider: If your MAP signal is stable enough to use in the fuel equation, then consider using it to span the tables (as MGP) You have no barometric correction at all with the settings you are using. To get that you need to set the fuel equation to BAP or the fuel table axis to MGP If you have a cammy turbo engine or multi throttle bodies, consider using a 4D tune with MGP on one table and TPS on the other. It is common to have a MGP fuel table and TPS based 4D table. That is generally how you compensate the fact that you can have the same boost pressure at two different throttle positions (same RPM) and each throttle position has completely different fuel requirements. AFR correction is a purely mathematical thing that alters the injection pulse width depending on the number in the AFR table. It acts on the fuel equation to add some correction based on the fact that you have said that you want more or less fuel than air. It does not use actual measured AFR in any way. It has three main purposes: To provide a record of the AFR that the engine was tuned to, to flatten the numbers in the main fuel table and to provide a means of altering the AFR of the engine after it is tuned (ie just alter the AFR number to get a corresponding change to actual AFR) The AFR target table should ideally be spanned off the same axis as the fuel table If the AFR target number is the same at two different load points, then its effect on the fuel equation is the same at those load points (as in your example, AFR target is not changing pulse width at MAP is 45 or 55) Hope that helps and doesn't confuse things more...

At this stage there is no provision for bi-directional communication. The ECU can send data to the dyno by means of serial or CAN (not sure if the dyno supports CAN). To my knowledge the dyno supports receiving data over serial for logging/control use. Unfortunately if the dyno does not use CAN, you can not have output to the dyno and the tuning software at the same time.

This problem is resolved on some of our other plug in ECUs by placing diodes in series with a resistor to lower the DI voltage. Each diode will drop around 0.6V. Your ECU already has the resistor on the bottom board, so only a diode needs to be added. If you put one diode in the wire to pin 4V the problem should be resolved. Put the stripe end of the diode towards the ECU. Pretty much any standard diode will do (eg 1N4148 or 1N4007). [attachment=0]AC on DI.JPG[/attachment]

Thanks for the suggestions. I will add them to the feature request list.