ashesman

You can put up to eight Analog Inputs on the screen. They display the calibrated value as you would see it in PCLink. Make sure your DisplayLink has the latest firmware.

I have just had a look over the datasheet for that sensor. You have a couple of options... 1 - Add an external pullup resistor between the sensor and +5V Output of the ECU. connect the sensor signal to an An Volt input. Set the volt input to ECT - Ext Pullup. 2 - Use the 1k 5V pullup built into a spare temp channel to provide the pullup for the sensor. Turn that temp channel to Off. The pullup will still be active. Wire the signal output to an An Volt channel and set that channel to ECT - Ext Pullup. This wastes a temp channel but means no external pullup wiring. Both options will require you to enter a custom calibration. I would be interested to hear how you get on...

I have been about a white paper published by Mazda that said that rotary engines can not be run on the secondary injectors alone as it can cause return to idle problems. If you are running no primary injectors or have moved the injectors further away from the ports, I would urge you to spend some time looking for this paper and see if what I was told is correct...

High power disconnects are almost always caused by interference from the ignition system upsetting communications. It is and always has been a problem on EVOs with most types of aftermarket ECUs. Further, it is almost always cured by changing the spark plugs to standard resistive types. Racer type plugs can be fitted after tuning. Even some performance type spark plugs claiming to be resistive will cause problems. Also, Good resistive type HT leads must be used. the following is from the PCLink help regarding disconnect problems: This section provides information on and solutions to problems encountered communicating with Link G4 ECUs. The majority of communication problems encountered by Link technical support are caused by one or more of the issues listed on this page. It is very infrequent that communication problems can not be resolved. Feedback has shown that under certain conditions (usually full power) communications problems can cause the following symptoms: · ECU disconnects completely from PCLink. · PCLink freezes momentarily. · USB communication breaks and wont reconnect until the cable is disconnected or PC is restarted. The cause of these problems can almost always be traced back to electrical interference. Electrical interference is generated by ignition systems and switching on and off of solenoids/relays. Under most circumstances USB communications is robust in an automotive environment. Unfortunately, excessive electrical interference can compromise the integrity of the high speed signals. If communication problems are encountered, the following items MUST be checked (NEVER assume they are correct): · Fit Standard Resistive Spark Plugs - Nearly all ECU communications problems encountered by the Link technical support department are caused by the use of non resistive plugs or HT leads. Even race plugs that state to be resistive type may not suitable. Remove these plugs and refit after tuning is complete. · Fit Resistive HT Leads - Non resistive leads are a source of ignition noise and are not suitable for use with most modern ignition systems. · Check All Grounds - Check all ECU and engine grounds are clean and well connected. Perform measurements if necessary. One installer reported communication problems that were a result of poor ECU grounding through a main engine loom connector that had been added to allow easy removal of the engine! · Check Wiring and Install of Igniter and Coils - This is particularly important where after market igniters or coils are used. Consider the following points: 1. The igniter must be grounded with an appropriate rated wire to the engine block (and to nowhere else!). 2. Power supply to coils must be fitted with a suppressor. 3. Coils should be positioned to minimise HT lead length. 4. Igniters should be positioned to minimise wiring length to the coils. 5. Igniters designed to ground through their mounting bolts must be mounted to the engine block. 6. If fitting coils from another engine, ensure the mounting frame provides grounding for the metal coil body. 7. Some coils require a ground wire connection from their main connector to the engine block. If USB communication can not be made stable, all Link ECUs are equipped with RS232 (serial) communication port. This allows direct connection of the ECU to a PCs serial port eliminating USB communications completely. A lot of modern laptops have no serial port fitted. A USB-Serial converter can be used, but it is likely that communications will fail as USB communication is still being used between the PC and the adapter.

Are you 100% sure that your injectors are not shutting off during overrun? Large injectors can get to a point where the required pulse width gets so small that no fuel is delivered. Check your pulse widths during overrun in the log file and see how short they get just before the lean area. What you can get in effect is an overrun fuel cut even though the overrun fuel cut function is actually disabled. In part this comes down to correct injector dead times but is also to do with other fuel delivery effects at short opening times. Do the extra tables and settings you added end up providing more fueling during the overrun? Not saying this is the problem but an area worth checking. We have a S6 RX7 here that does not exhibit this problem and have never heard of it, so I am sure it can be tuned out.

Are you sure that the fault is not in the vehicle and that the wire is being pulled low somewhere else? Confirm this by cutting the wire and testing it on the ECU side. The fan drive will switch low when the temperature exceeds the fan temperature. If the engine coolant temp is not reading correctly or the switch on temperature is tset too low then the fan will turn on. Check the ECT reads correctly and that switch on temp is correct. Otherwise return the ECU for testing to confirm the functionality of the fan drive (contact [email protected]).

I have done a few tests and confirmed that there is a bug in the log file downloader. It seems that for some reason the information downloaded from the ECU is being shifted one column to the right in the file. This problem will be corrected in a future release of VTS. Sorry for any inconvience it has caused. Regards Ashley ViPEC Engineer

Hi Morris, Thanks for taking the time to look into ion sensing. We appreciate your feedback. As with all feature requests, your ideas will be added to our requests list. All requests are prioritised based on customer and dealer feedback and scheduled for development. Should ion sensing become a highly sought after feature you can be assured that it will be added to our ECUs in good time... Ashley

Yeah, we have looked at that before... Note that we have recently developed a new clever digital knock detection device and added full individualy cylinder knock detection features to all G4 ECUs.

"Is everything Link produces this badly managed, produced & 'maintained'?"... As a staff member I am not in a position to comment on this but my suggestion is that you contact one of our dealers that is buying and installing ECUs by the hundreds and get their opinion as to the quality of our products. Also do some research and come up with some facts to prove that our products are poorly produced and maintained compared to our competitors before you make public acusations! I think you will be surprised with the findings. I can understand your frustration with not receiving closed loop boost control. It was a mistake in the original release documentation. We do not believe in selling "airware". As a company we receive and record all feature requests from our dealers and customers. These requests are reviewed and prioritised. Features are added in the prioritised order. If a feature you want is not getting added it is not because we cant or wont but becuase it is not requested enough (even though you may not believe that!). Over the past three years hundreds of features have been added based on market feedback allowing our ECUs to offer more versatility and advanced features than any other ECUs in that price bracket. There is no hardware limitaton preventing closed loop boost control, I can certainly assure you of that. A closed loop boost control alogrithm has been developed in is currently in testing. When and how it is released depends entirely on the scheduling of other requested upgrades. In G4 a basic closed loop boost control can be acheived using MAP as an axis on a boost table. The duty cycle is reduced at pressures above the target, and increased below. G3 ECUs should be upgraded to G4 just to take advantage of all the new features and improvements and allow use of all the new tuning tools available in G4 PCLink. It also ensures continued upgrades and fixes are available. I mean, microsoft didn't keep upgradeing windows 98 forever, eventually they said you need to get Windows XP if you want our support. Tom Pearce, feel free to contact me directly if you wish to discuss this matter further...

Is the ECT reading correctly? Is the post start fueling set up correctly? If it suddenly stopped starting then chances are the problem is a sensor failure or bad wiring connection. Otherwise maybe the temperatures got colder and it wasn't tuned in those areas???

I havn't really paid too much attention to what is going on here. But here are some points to note: Putting injectors in parallel does not change their dead time. Putting a resistor in series (with one or two injectors) does alter (increase) the deadtime as the effective applied voltage to the injectors is lower. At 14 volts battery voltage you have 1 amp per injector (two 5 ohm injectors in parallel in series with 4.7 Ohm). 1 Amp will be enough to hold the injetcors open but may not be enough to open them if high fuel pressure is used. Consult injector manufacturer data sheets for an answer. The pri/sec ratio is a flow ratio. Claculate the total flow from your primaries (at the used fuel pressure) and secondaries and work out the ratio using the equation given in the help. I dont think 2:1 will be correct.

Yup, there is a plugin to suit this vehicle. Contact [email protected].

Data logs are in a format that can be opened in PCLink or programs like MicroSoft Excel. Approximately 100 parameters are logged at the selected sample rate. The log files obtained are exactly the same formart as you get when you use the PCLink logger. So, to get a sample file, record a log in PCLink while connected to the ECU. On board logs are extracted from the ECU and saved as this type of file. Look at the (latest) PCLink help for info on ECU Logging.

According to our records the above code and procedure should unlock your ECU. Follow the above procedure exactly. You will need to go through all of the locked menus until you get to the Store item.

When an analog channel is configured, a calibration is specified. This may be done by selecting the actual calibration or is automatic for some input types. Whatever the units are for that calibration is how the number will be displayed. The An Volt channel in this case is correctly set up for wideband with its calibration units in AFR. So, its display units will be in AFR. That means if it is used to span a table, the row numbers should also be in AFR. Eg a table like that may have rows like 13, 14, 15, 16 with RPM like 7000, 7000, 6000, 4000. I would use a 3D table and have load on one axis (eg MGP). That way you can allow the engine to go lean at light load but apply the RPM limit under power.

So you learnt the lesson that every good tuner has learnt once before... The timing loop is bad and is only there for Nissan designed timing lights. ALWAYS set the timing off a HT lead. The timing off the HT lead will always be correct. If you open your G1 file in old G1 PCLink (V2.5) the ignition table will be visible. You will not be able to see what your offset was as it used to be set mechanically by altering the CAS position and twiddling the sub board dip switches. That is why the numbers are relative not absolute in G4. My suggestion is that you time your engine off no.1 HT lead to give a timing light reading of 10 degrees BTDC with the Lock Timing to Reference function tunred ON and the Reference Timing value set to 10. Then the numbers in the table will be exactly what the engine is getting. After that, re-tune ignition properly rather than trying to replace the numbers that your G1 used. If you do not know what the G1s offset was then the G1 numbers are useless. If you really want to use your G1 n umbers, plug it back in, set the advance limit to 0 then use a timing light (off no1 coil) see what the timing value is. That is the G1 timing offset. Add that to the numbers in your ignition table to get what the actual igntion timing was. Note, the G1 offset number is NOT the same as the Timing Offset that you adjust in G4 so dont expect to type it in there!

This is nothing too scary... With the older (G1) ECUs timing numbers were on top of the base timing. So, if your base timing was 12 degrees and you had 14 in the ECU the final timing value would be 26 degrees. In G2 onwards ECUs the timing numbers are absolute. The numbers you type in the table are what you will get on the crank (assuming you set base timing correctly).

Assuming you are running the 2.0L 4 cyl engine then you can use either the G4 Storm or G4 Extreme ECU. The G4 Storm will allow sequential ignition and fuel control while the G4 Extreme will add peak and hold injection control, knock control and a lerger number of inputs and outputs to that. Both ECUs are wire-in and come with a wiring loom that can be wired in to the factory wiring. Installation requires a certian amount of automotive electrical knowledge and some specialty tools. I would be discussing with your tuner the details of installation to decide if it is something you are willing to take on. Like you said, the engine builder or a reputable tuner should do the final tuning work to ensure you get the best result from your ECU.

The air con system in the ECU is designed to run an air con clutch and switch, with the fan as being an added bonus if required. The functionality of the air con system is only used when an air con clutch is selected. My suggestion is that you change your A/C fan output to be a GP output that turns on when ECT is greater than some value OR when the DI switch is on. Or alternately just leave A/C Clutch selected on an unused aux channel.

There are currently a couple of known issues regarding discrepencies between values displayed in PCLink when logging and in ECU logs. This is to do with the assignemnts of different calibrations to analog channels. The number displayed when using ECU logging will be correct but be out by one or two decimal places. this issue is currently being rectified. As for the problem with the boost solenoid duty cycle. If the ECU log does not actually contain logged boost solenoid duty cycle then when you play it back in PCLink if you had a logger column set for boost solenoid then its value will not be updated (as there is nothing in the playback file to update it with).

You can buy it through any Link delaer. Refer to a dealer list on the website...

Here would be the best way to measure fuel level using a variable resistance sensor: - Wire a pullup resistor to the sensor. Between ECU +5V Out and one side of the fixed resistance part of the sensor. - Ground the other side of the fixed resistance to the ECU's sensor ground. - Wire the variable resistance pin of the sensor to an ECU analog input. - Set the input as GP Input. - Select custom calibration 1 to 3. - Set the custom calibrations input units to Volts and output units to % - Set Output Table Start to 0 and Output Table Increments to 10. - Put 0.0 in the tables first cell. - Put 5.0 in the tables 100% cell and every cell above that - Fill in the numbers between to get the correct % reading for different fuel levels

It is a good idea but in reality power estimation is very crude and inaccurate (compared with the alternative of real power measurement). I will add it to the feature request list.

Reset is best done by loading in a new .pcl file. You can use the "Reload" function but you will probably get a better set of numbers from a file. You will need to contact [email protected] regarding the trigger setup of a G2 ECU for your engine.