ashesman

In both Link and ViPEC products, the CAN receive channels are not configurable. Only the MoTeC E888 is supported for CAN receive at the moment. More devices will be added in the future. It is unlikely that custom receive channels will be added in the near future. Do you have a particular device that you wish to receive data from? In 4.8 onwards, the CAN runtime values refer to the received channels. Currently only an E888 can be used to provide input for these runtime values.

You should be able to start and stop playback at will. I will look into it in case it is broken. The runtime values will not change with logging and probably never will. They are supposed to be there for online. Remember that logging works while an ECU is connected so you can use it for tuning. There are dedicated views for looking at the logged values (parameter list and value list). There would be a confusion as to if a particular gauges value is from the ECU or log file if they worked from logs.

Yes, you have stumbled upon a pre-release feature that was not completely hidden when the firmware was released. There will be another FW 4.8.1 released very soon to correct this issue. The table is not used and has no effect on tuning. The fastest solution to your problem would have been to put the firmware back to 4.7.1 and then everything would have returned back to normal. Then report the problem to us for fixing. The reason that there is not many nissan base maps is because there is about ten different combinations of auxiliary output options. Often there is no way to tell what is wired until you test the output and see what turns on. Nissan were very inconsistent with their wiring. The setup should only need to be done once on each install for a car and never again. It should not be done after every firmware update.

Thanks Josh. I noticed the forums have stopped allowing lines between the text. It got upgraded the other day... I think you can put a zero in the table to disable the closed loop AFR anyways but I would have to check as I cant quite remember.

CAN is now available in FW V4.8.0.994 release. There should be no reason why you cant run it on a bus with the MoTeC PDM and AIM dash. Just one point to note when wiring, the ViPEC ECU has a CAN terminating resistor built in to it so the ECU should be wired on one end of the bus.

You can right click, add a new digital gauge. Add gear to the gauge (found under digital inputs). Alternately, as Ray said it is in the runtime values window under Digital Inputs (press R key).

The color theme applies to all layouts opened in VTS. All views now share a common color theme. In previous versions settings panels were not themed at all due to time constraints on the release date and instead used windows colors. This bothered people who do a lot of outdoor work (boats and race track). They like to use a black theme as they find it easier to read in sunlight. Also, the old settings panels were drawn by Windows. They are now drawn by VTS so can be customised to suit VTS requirements. As ViPEC is designed for professional tuners, it is their requests that drive the development of the software. Complete keyboard control is always demaned. The latest changes were targeted at making the software faster to use for people who rely on it to earn their living. Sorry that the new design does not appeal to you. Without saying "make it the way it used to be", do you have any suggestions on how we could improve it? This has been fixed in version 4.8.0.994. You can now toggle any colored marker or clear the markers from a single cell or table. Regards Ashley Duncan ViPEC Engineer

OK, so the CAN stuff has absolutely nothing to do with PC communications. It is an ECU feature used to communicate with displays. And you can turn it off. Set the data rate to off. The table allocation is warning you because you have more tables turned on than you are allowed. Turn something off. Probably because you have CAN turned on (it requires one table). I am sorry you don't like the look of new PCLink. We will have a look into the tables hiding then not becoming visible problem. In the mean time feel free to keep using the previous version of PCLink and firmware if you were happy with it. ps. I have a Edit button!

Set up a Virtual Auxiliary output with the conditions you want. Then set the logging to run based on that virtual auxiliary. Speed is a good condition. If speed is > 30k, then log etc... If you want to get really smart you can make hysteresis to do something like turn on when speed is above 30kph and turn off when speed is less than 5 km/h. Note that to do this you use the state of the virtual auxiliary output as one of its conditions.

Having a low pulse width lockout may not be very practical as far as tuning goes. It would mean that there would be a minimum amount of fuel that you could give the engine and hence may not be able to get it lean enough when needed. It is possible to operate the injectors in the non linear part to get the mixtures where you need to but it is usually best not to go to pulse widths that short (eg between 1 to 2 ms). It is up to the tuner to know what the pulse width of their injectors are at idle. Here are some points: If your pulse widths are too short at idle then your injectors are too big (or fuel pressure too high etc..)The pulse width is always the same for a given number in the fuel table. So, it is not like your pulse width will mysteriously get too small if was OK before. Of course you need to work out what the minimum pulse width will be after all fuel trims are applied. ie IAT and ECT corrections.Injector dead time is not related to the non linear part of the flow. It is a voltage/mechanical time correction to compensate for the physical time it takes to move the solenoid valve. Don't use it as a minimum pulse width setting or voltage compensation will be wrong.The opening (and closing) time and flow characteristics depend a little on if the injector is wired with ballast resistors.Note that that link you refer to shows the effect of injector dead time. Also note that the injection is close enough to linear to tune with between 1 to 2 ms. Also, the figures shown for that injector may be completely different to those used in your car. Just do a check and make sure that you know what your minimum pulse width will actually be and then confirm with your injector characteristics that you are well in the usable operating range.

Adding fuel when the IAT increases is not correct, something else is wrong... Here are some things to check: Check the location of the IAT. Ensure it is measuring the actual air temp entering the cylinders as best as possible. Make sure that heat soak is not causing a misleading reading.Check the calibration of the sensor is correct.Check that your tune is correct at the temperature where you have 0% IAT correction (eg 20 degrees).Make sure that at the temperature the engine normally runs (ECT) there is no warm up enrichment. Otherwise if the ECT increases at the same time the IAT increases then you will be adding IAT correction to compensate for the removal of ECT correction. Ie at temperatures above about 70 deg there should be no need for warm up enrichment.Check ALL other factors are the same. If only IAT increases then only IAT correction is required to correct the AFR. But, if ECT is also changing, IAT, engine RPM, fuel temperature, engine load etc... then changing IAT correction is not the correct thing to adjust!If you cant get it sorted then you should probably get the car tuned by an experienced tuner as having to add fuel suggests there is another problem somewhere...

The ECU used in the EVO plug in range is not suitable for use with MAF. It must be run using speed density. To my knowledge group n just specifies that you must be able to plug the factory ECU in to run the engine. This means that MAF meter may stay fitted but can be unplugged and plugged back in when required. Typically a MAP sensor is wired using the MAF wiring and can be removed to plug the MAF back in if needed to run the factory ECU.

You can set up a XY Plot to generate mixture information. Use RPM on the X axis, your fuel table load axis (eg MGP) for the Y axis and AFR as the color channel. That will help you analyse the data log for mixture consistency. The next release of PCLink will have a "snake" trail on the tables, more markers for noting cells as tuned or part tuned, a common set of markers between tables and log files and also a ghost box to show where on the table you are when navigating through the log file. Our ViPEC products have a mixture map feature that allows statistical analysis of the log, and presents an "actual afr" table sorted into the same cells as the fuel table. Then, calculated automated tuning adjustments can be made to correct the fuel table numbers with a single click.

Attached is a boost/gear XY plot from PCLink.

I am not sure 100% what you are asking. There is an option to select differential fuel pressure already there where it will calculate automatically... Unfortunately that can not be logged, but that options is coming soon...

Yes we have had a few requests for maths functions. They are a very advanced feature that is probably beyond the scope of what PCLink is intended to offer. Most guys serious about log analysis will use a dedicated package (like I2). However, I have added another tick beside this request in our PCLink feature request list for you. Thanks for your feedback.

Yup, there is definitely evidence of popping in the intake. At this stage I have no definite answer for you. There is no evidence of anything going wrong in the log file. There is nothing to indicate the cause of the popping. It could be a mechanical problem possibly to do with valves being pushed open but that is not common at low RPM. The log shows the result of the pop, not the cause. Is it possible that it is a lean misfire? Does the problem occur under the same conditions without cyclic idle turned on? (eg same RPM, MAP, TPS etc). I would suggest now that you take your car to a Link dealer and have them investigate the cause of this problem further.

You will need to adjust a combination of your throttle stop setting and ignition retard numbers. There should be no need to alter the fueling if it was setup up correctly before. I would suggest that the throttle is not far enough open if it only idles at 4000 when you turn AL off. throttle positions of 15% to 20% from fully closed are quite common. If you open the throttle that far you will need to leave AL on all the time, use cyclic idle or have a solenoid that pushes the throttle open when required. Have you considered upgrading that ECU to G4 firmware? It would move you to the latest firmware and PCLink. Note that G4 firmware has a much improved anti-lag and cyclic idle system as well as a major list of other improved features including data logging.

Can you guys please confirm that you are running the latest ECU firmware. There has been significant changes to anti-lag and cyclic idle in recent firmware versions. There are now two different types of cut mode for cyclic idle. Constant and adaptive. As you guys have described, the popping is fuel lighting in the intake manifold. Remember that in a wasted spark application, a spark is fired in the cylinder opposite in the firing order at the same time. So, with a firing order of 1, 3, 4, 2, a spark is fired in the no 4 cylinder at the same time as no 1. If no 1 is firing, the valves in the no 4 cylinder will be 'rocking', but as the spark is advanced, it is more likely to occur while the no 4 intake valve is much further open than the exhaust valve. There is plenty of fuel in the intake manifold and on the port walls to light. Add to this the higher intake pressures and temperatures present during cyclic idle, the fuel is much easier to light. So, I can not guarantee this, but I would be surprised if changing to direct spark did not fix this problem. Possibly retarding off the ignition timing during cyclic idle would help, but that may lead to higher exhaust temps etc... The cyclic idle system uses a fuel only cut, but even if fuel is cut for a cylinder there is still fuel on the port walls from previous injection events, so a leaner charge can enter the cylinder and possibly be lit in a wasted spark arrangement as the spark fires while the intake valve is open.

Use the "Markers and Sections" editor to make a section for each lap. So, you would create sections for a warmup lap, lap1, lap2, lap 3..., warm down lap. Then you can just click each lap to have it show just the information for that lap. Even overlay the laps to compare data from two laps. all of this without any effect of the warmup and warm down laps. If you are not circuit racing, just create sections for warmup, race and warmdown. Then selecting the race section will exclude the warmup/warmdown information from the XY plot. To add sections, set the cursor to the start of your first lap or race, in the Log File Manager, click the middle icon to open the markers and section editor. Click new section, give it a name "eg Lap 1". Close the sections and markers editor, move the cursor to the end of your race and then add another section called "Warm down". In the future we will add the ability to use a transponder to automatically insert these sections for you.

You can set up the GP limits to work off any parameter you would like. Eg, you could even set up a GP limit to work on a 3d table spanned by oil pressure and oil temp to create a safe operating range...

That is because you are still running the same FW. Download and install PCLink again, redo the FW update and confirm after the update that you have V4.5.1 installed...

The logging bug was genuine. It has now been fixed and will be resolved in the next PCLink release. As for the fueling. I got two ECUs, put 4.4.6 FW in one, 4.5.0 in another. Ran them both under the exact same conditions and took two screen shots. At 3000RPM, 0 MGP the primary and secondary PWs are identical. Also over the entire load range at 3000 RPM. I could have done this over every RPM range to prove they are the same. As we know the fuel equation has not changed this would be time wasted. I have attahced two screen shots showing the same results I got. It is now up to you to determine why your fueling has changed but it is not due to some alteration of the fuel equation. I would suggest going through all fuel corrections with a fine tooth comb. You have a very complicated fueling setup with lots of overlay tables and trims turned on.

Why don't you just use the ECUs on board logging Daniel? At least then you could configure it to only record while you are actually racing. Note that if setup, PCLink will start logging when a particular condition is met... Eg, it could automatically start logging if RPM goes above 500. So, start the application, bring RPM over 500 and you are automatically logging. Be aware that it records a log file, then will write over it if you dont save it. Also, it will not automatically save the log file when closing.

OK... Firstly the logging. It sounds like you have stumbled upon some sort of bug. Index out of bounds is an fraternal error. Please tell me how exactly to reproduce it and send me your layout files and pcl file. Does this problem happen during PC logging or ECU logging. I haven't heard of this problem before but it obviously needs fixing. Next, the fueling. There is only one change in the fuel calculation. That is the new master % trim. If that is set to 0, then the fuel calculation is exactly the same between the old and new FW versions. To prove this, if you send me your old and new pcl files and the exact load/RPM where it is most different I can show that given the same conditions the fuel pulse width is exactly the same.