Dave Kriedeman

Hi Grant, no good bumping mate, LINK are shut until next week as they do every year for Christmas and New Year break. I can not say what is happening with this until they come back to work, sorry I can't help. Regards Dave.

Hi tnt, So you have a K24 engine but all you have done is deleted the Cam sensor and set the ignition up as wasted spark. If this is what you have done then you could try the following. Select the K24 as the TRIGGER PATTERN. Then go to TRIGGER 2, this can be set to Reluctor or Hall does not matter, what is VERY important is that you select the SYNC MODE as NONE. I can not guarantee this will work , but apart from having a new Trigger Pattern written which wont happen as LINK is closed still until next week. The theory here is that the K24 pattern is expecting to see the 12 +1 tooth count on TRIGGER ONE so this should be fine. You have also told the ECU to not worry about TRIGGER 2 as it is set to NONE. Unfortunately you can setup multi tooth, multi tooth missing, but not multi tooth plus tooth. Try this and see how you get on. Regards Dave.

Hi Rob, need to see all your idle control settings etc or complete PCL file to be able to help out. Regards Dave.

Hi Joseph, You will need to terminate the oil temp sensor into one of your AN TEMP INPUTS. You will need to terminate the oil pressure sensor into one of your AN VOLT INPUTS. You will need to get the volts or ohms vs TEMP or Pressure data to create CALIBRATION tables for the sensors to work correctly unless they are predefined sensors in the drop down menu. Regards Dave.

Hi , Link are shut until next week. who did you purchase the ECU from and what is your serial number. Regards Dave.

Hi Zilvia, the crank angle sensor and trigger disc can be put where ever you wish. Just make sure that if using a sync sensor (cam sensor) that the signal does nor occur at the same time as your trigger 1 Crank signal. Regards Dave.

Hi Goran, please post your PCL file for analysis. Regards Dave.

Hi Ken, a trap to be very aware of and to all users, is the MINIMUM EFFECTIVE PULSE WIDTH VALUE. Having this value incorrectly set will give strange readings and settings and I have also seen data logs where incorrect injector data loaded will show injector duty cycles of upto 150% etc even though the AFR is exactly correct and the engine runs fine and the injector used is a lot bigger than required to make the horsepower on that particular displacement engine. Yes you have to create table for fuel temps or pressure differentials to work, this is not an automatic system. Regards Dave.

Hi Paddy, this issue could be many and varied. All dependant on ECU setup, inputs, fuel pressure bleed off, blah, blah blah. It is an endless list of possible causes so you must start with diagnosing the basics as stated, fuel pressure bleed off, does the ECU have pre start prime enabled, does it have cranking fuel enabled, does it have correct ECT base fuel numbers etc, etc, etc. Regards Dave.

Hi GTRCLIVE, I have tuned many engines like yours using LINK / ViPEC ECU's. N/A, SUPERCHARGED, TWIN SUPERCHARGED, TWIN TURBO CHARGED, with 4 inches of vacuum at idle without issues. MAF has it's advantages but also disadvantages, MAF sensors are proned to contamination and also any modifications to the inlet design before the MAF sensor can alter the air flow path across the MAF sensor which can create issues. The MAF as most of us know has a resistive sensor that is effected by air flow and temp to measure the amount of air inducted. Calibration of MAF sensors is VERY VERY critical and the chosen MAF sensor for the job must have enough scope (range) for it to work correctly in your setup. At maximum RPM the engine may require more air than the MAF sensor is designed to flow, therefore bottoming out the MAF flow specifics. This will lead to poor tuning, as mentioned in earlier posts. Another thing to consider with MAF is valve reversion effects on the sensor dependant on it's location, resonance chambers can rectify these pulsations. However I still believe that TPS/RPM and MAP/RPM crossover on a LINK is far superior. This is only my personal opinion. Regards Dave.

Hi, are you sharing the crank trigger and does this setup have a cam sensor also. Do you have any errors, TRIGGER or otherwise. Are you sharing the Temp sensors etc, if sharing temp sensors turn the pullup resistors off. Have you calibrated the TPS, MAP SENSOR and have you carried out a Trigger calibration. Regards Dave.

Hi , can you please post your PCL file or PM me . Regards Dave.

Hi all, JMP has the right attitude. I only ever lock an ECU if it is an unfinished file to be completed. Once the tune is complete then I unlock the ECU. Intellectual property, pppphhhhhhhttttttttt. I have customers globally whom add their own PASSWORDS as they don't like other workshops getting their file and simply loading that file into similar setups and charging the customer for a tune they just copied. Regards Dave.

Hi, as far as what the camshafts are doing in relation to target tables and duty cycles applied are all irrelivent until you fix the CAM SENSOR ERRORS. I have no EVO experience, try changing the sensor to falling instead of rising and see how it effects the ERRORS. Regards Dave.

Hi Box, go to RUNTIME VALUES F12 , go to TRIGGERS and LIMITS tab and crank the engine. Do you get any Trigger errors. Press the E key are there any error codes. Pull the sparkplugs and see if they are wet or heavily carbon fouled, if the mixtures are rich and you are just doing cold start and stop runs there is a fair chance your plugs may be fouled. Has the engine been tuned correctly yet. Regards Dave.

Hi Sutkale, can you please put up a screen shot of your T/C setup or add your PCL or PM your PCL file to me so I can check it. It sounds as though you have a hard cut coming in. Regards Dave.

Hi paulr33, Disable Closed loop and see what AFR the engine idles at with it off, If you had to calibrate the sensor there maybe a chance that the idle mixture was tuned rich and maybe outside your 8% trim to correct it. Regards Dave.

Hi Gerard, I am not to sure on what you are saying here. However I assume you are stating the exhaust cam control signal is like a wave, hunting, this would appear to possibly be a PID setting issue. But once again I am unsure of what you really mean sorry. Regards Dave.

Hi mate, firstly sorry for the delay in replying as I have been unwell. I have reopened your PCL file and all seems good, so I believe there may have been a mistake on my behalf, or my laptop had an issue opening your file using one of my layout profiles. Can you please draw up a schematic diagram of how you have the Nitrous set up including relay pin numbers etc. Regards Dave.

Hi Jamm, once again I am very sorry for my delay in responding to you due to illness. The answer is the value needs to be 1. Let me know if you have anymore issues please. Regards Dave.

Hi Supramatt, sounds like a very serious animal you are building there. I would strongly suggest the FURY for this application. Regards Dave.

Hi Jamm, support for ViPEC powersport is still available. I will check what is happening. I know Simon has been still answering questions and I have done a couple. You must remember LINK is shut for Christmas break until the 14 th from memory. I do not work for LINK but offer my support services every year for the love of the product. I may not have the answers to every issue as I don't have the knowledge or information base at hand that the LINK crew do , but I try my best to help out. I appolagise for my delay in response over this closed period as I am very unwell. I will have a look at the ViPEC Powersport forum this morning and try to clean it up. Happy New Year. Regards Dave.

Hi Llewellyn, many people have requested this option, as of present it is what it is, 8 inj o/p only. So your only option is staged / group. However I can say that LINK respond to customer demand, enough noise and who knows what may happen Regards Dave.

Hi Coz, the Thunder internal G axis sensor is only a new addition, this has just been released and there will be truck loads of development and improvements to be added as time goes by. I will make sure that the engineers are aware of the negative value issue, what version of FW are you using. Regards Dave.

Hi DavidV, In your setup do you have the chosen inputs setup as AUTO or MANUAL. If you want precise clean data I always setup the input from default AUTO to Manual and insert the MIN and MAX values I wish to see, For example on decal fuel cut you may see as lean as 30:1 depending on your WIDEBAND meter output. I do not care about this value. So for example I will set my WIDEBAND 1 to manual and set MIN to 9 - 10:1 and 20:1 or less. Why have data that is garbage to filter through, keep it simple David. Your speedo issue , sorry I have no answer for you other than looking at the entire PCL file . Regards Dave.