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Dave Kriedeman

Dealer
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  1. Like
    Dave Kriedeman got a reaction from Ashholmes in TECH SUPPORT VIA EMAIL   
    Hi everyone,
    I just want to let everyone know for TECH SUPPORT you can use the following email addresses.
    Link tech support team email address is available during business hours Monday to Friday and some after hours support from Scott.
    tech@linkecu.com
    I also offer tech support, I DO NOT WORK for LINK however offer my assistance 7 days a week including some strange hours when I am awake.
    I can be emailed at protuning@bigpond.com
    Please feel free to use these resources as we are here to help.
    Thanks for using LINK.
    Regards
    Dave.
     
  2. Like
    Dave Kriedeman reacted to Monsterbishi in Introducing RealDash - A Dashboard App for Android & Windows   
    Hi Dave,
    It takes a bit of time for a update to be approved through the Microsoft store system, if you email the team at Realdash they may be able to give you an idea of when the next version is going to be publicly available which will include the fix for the lag.
    Cheers,
    Mark
  3. Haha
    Dave Kriedeman got a reaction from JonoP in Link made CAN wideband with LSU 4.9 or NTK   
    Hi all,
    a very big hurdle as far as the use of the very much preferred NTK sensor is simply the availability of the information as far as the software and the code to write the software to the NTK control chip.
    This information is simply not available to who ever asks for it making it virtually impossible to write to the hardware chip that the NTK sensor is controlled with.
    I have used lots of different brands of wideband meters for many many years and have had my share of sensor failures, mine are more so just plain worn out, use of leaded fuels such as avgas, 
    Excessively rich mixtures on a hot sensor that destroys them as they get cold shock when very hot.
    Dropping them, melted wires, and the biggest one the unknown, loan it out , used to work, get it back doesn't work anymore.
    Letting the battery run flat with the sensor hooked up.
    Lots of things will destroy these sensors and or shorten there life span, incorrect angle in exhaust allowing H2O to come into contact with the heated element causing failure.
    As we all know H2O is a by product of the combustion process and can not be eliminated.
    So unless you have millions of dollars to get the chips coded and a full reconfiguration of the main ECU or another CAN MODULE i doubt we will see much happen here.
    The best advice i can offer is to avoid the above mentioned sensor killers.
    Calibrate your meter regulary, avoid over rich mixtures.
    Poor tuning of engines that cruise at 11:1 instead of stoich or a little leaner if possible will save the sensor life also.
    Also in this day and age, is that really a genuine, LSU 4.2 or LSU 4.9 sensor.
    The other issue is if the sensor is connected to a controller then an analogue output voltage from the module to the ECU is not of high standard, the sensor may be fine and the meter is the culprit.
    And this is where we come full circle back to the Innovate LM-1 with no analogue volt output earth/sensor ground.
    Earth looping.
    This issue was big enough for Innovate many many years ago to design and build a GIA, GROUND ISOLATION AMPLIFIER to stop ground loop feed back effecting readings.
    There are wideband meters on the market running NTK sensors, with the intellect (i definatly don't have it) 
    and the ability to buy the chips,maybe the code could be reverse engineered to get the base code to program the chip, who knows.
    Anyway just my long 2 cents worth.
    Regards
    Dave.
    P.S BY THE WAY DAMIEN KING THIS IS YOURS HA HA HA HA, SHOULD BE THERE SOON.

  4. Like
    Dave Kriedeman got a reaction from integrale8v in iSERIES ViPEC or G4+ CAN CONFIG FOR MoTeC C SERIES COLOUR DASHES   
    Hi everyone,
    Well the FORUM pages certainly look a bit prettier than before.
    I am still alive and still having good and bad days.
    However on my good days i still try to support LINK/ViPEC customers and do a little tuning.
    I also spend some time configuring and sorting issues for customers and friends.
    Not sure if this has already been sorted but i have decided to make the post anyway due to sorting the issue testing and proving it works on Friday just past.
    CAN BUS settings for both G4+/iSERIES ECU and MoTeC C SERIES COLOUR DASHES.
    Please find attached sample PCL for G4+ using a FURY and MoTeC comms config files etc for C Series colour dashes.
    Any issues please advise.
    Special thanks to my friend Mohammed from PCG (Pro Car Garage) in Saudi Arabia for testing my files as i had no dash to test on.
    Simon and Adam if already done please delete.
    This has been tested and is all working perfectly, there are a lot of parameters in my template, still room for a lot more to be added.
    Regards
    Dave.
     
    LINK G4+ with MoTeC C125 ETC_CANBUS CONFIG..c125v60
    LINK G4+_ MoTeC C125 DASH ETC.CC8
    G4+ Fury_ MoTeC C125 SERIES DASH CAN BUS CONFIG.pclr
  5. Thanks
    Dave Kriedeman got a reaction from Cozcorners in iSERIES ViPEC or G4+ CAN CONFIG FOR MoTeC C SERIES COLOUR DASHES   
    Hi everyone,
    Well the FORUM pages certainly look a bit prettier than before.
    I am still alive and still having good and bad days.
    However on my good days i still try to support LINK/ViPEC customers and do a little tuning.
    I also spend some time configuring and sorting issues for customers and friends.
    Not sure if this has already been sorted but i have decided to make the post anyway due to sorting the issue testing and proving it works on Friday just past.
    CAN BUS settings for both G4+/iSERIES ECU and MoTeC C SERIES COLOUR DASHES.
    Please find attached sample PCL for G4+ using a FURY and MoTeC comms config files etc for C Series colour dashes.
    Any issues please advise.
    Special thanks to my friend Mohammed from PCG (Pro Car Garage) in Saudi Arabia for testing my files as i had no dash to test on.
    Simon and Adam if already done please delete.
    This has been tested and is all working perfectly, there are a lot of parameters in my template, still room for a lot more to be added.
    Regards
    Dave.
     
    LINK G4+ with MoTeC C125 ETC_CANBUS CONFIG..c125v60
    LINK G4+_ MoTeC C125 DASH ETC.CC8
    G4+ Fury_ MoTeC C125 SERIES DASH CAN BUS CONFIG.pclr
  6. Like
    Dave Kriedeman got a reaction from iliasfyntanidis in Fuel table y axis   
    Hi turbodailydan,
    is this the same ECU and vehicle you are having the MAP sensor issues on.
    Blowing black smoke running super rich etc.
    If so then this is your problem, these engines have a very weak vacuum signal from what little plenum/vacuum chamber they have behind the throttle blades.
    If you have your fuel table set to MAP on they axis it will read very close to 100 kpa at idle, this will make the ecu think it is under load and therefore run on the 100 kpa fuel row, causing excessively rich mixtures.
    Most people make the mistake of hooking up the MAP sensor hose the  FPR hose port with a T piece.
    I have even seen one setup where the inlet plenum was drilled into and had a vacuum hose barb fitted, this will only read boost as the vacuum signal comes from behind the butterflies.
    I have attached 2 screen shot of how to set up a multi throttle low vacuum sourced engine.
    1. is a basic set up
    2. Is a more advanced set up incorporating a 4D fuel table that in boost is tuned as an extra % on top of the fuel cell number in the main fuel table which uses TPS as it's load reference .
    This table will only allow an extra 60% of fuel to your table.
    If you find this is not enough,you can adjust the FUEL MASTER VALUE or if you have a good fuel pump with plenty of flow crank the fuel pressure up.
    See how you go.
    TAKE NOTE VALUES IN THESE SCREEN SHOTS ARE PURELY FOR DEMONSTRATION PURPOSES, THEY ARE NOT INTENDED FOR DIRECT USE FOR ANY VEHICLE.
    Regards
    Dave.

  7. Like
    Dave Kriedeman got a reaction from davidbek95 in CAN-EGT module   
    Hi all,
    these will be available also in the next few weeks.
    Will work with LINK and ViPEC products
    I forgot to mention the unit also has a spare analogue volt input so for example you cold add another temp sensor or connect a wideband AFR signal into it and have that also transmitted via CAN BUS to your ecu etc.
    Regards
    Dave.
     

    CAN EGT-8_Manual.pdf
  8. Like
    Dave Kriedeman got a reaction from iliasfyntanidis in AEM MAP and IAT Sensor   
    Hi,
    I haven't forgot about this project.
    I have been very unwell with extreme pain for the last couple of weeks.
    I am on large doses of very powerful pain medication, so my brain doesn't work correctly while under the influence and it makes me sleep a lot.
    I have just come back from the doctors again for different medication again, tonight.
    I have been working on the PCL file for this along with a few other jobs.
    I needed to know how much boost he wants to run for many reasons, boost cuts, boost control target tables etc, working out what his final fuel pressure will be with static pressure plus full boost pressure etc.
    Spanning the Y axis on Fuel and Ignition tables and any other tables that will be MAP,MGP etc based AXIS.
    The more information I can gather the easier it is to set things up.
    Setting up PCL files for cars that aren't in front of you is quite difficult hence for the many questions.
    Yes , you are all correct, I DO NOT WORK FOR ViPEC.
    I enjoy helping others where possible.
    When I first started I could only ask a random question here or there, I didn't have the luxury of FORUMS or the Internet for help.
    99% of what I know I have taught myself through testing , reading and studying etc.
    It is something you never stop learning.
    I have been doing this stuff for close to 20 years and there is still so much more to learn, I had many frustrating times trying to sort out issues etc.
    This is why I try to HELP where possible.
    I also strongly believe in the product and love it's capabilities.
    Sure there maybe some things people wish for that aren't possible in earlier versions etc.
    But for a very fairly priced ECU it sure is loaded with some very impressive features.
    There are also many ways to control devices under certain operating conditions etc.
    So by getting involved and helping those out seeking help, I in return learn as well.
    No one has ever done everything.
    So having a go at everything that crosses your path will expand your knowledge base 10 fold.
    So in the process of helping you, at times I am learning also.
    That is what this FORUM is about, NO BULL$%@T, just cold hard facts and many suggestions to help you all in the long run.
    Regards
    Dave.
  9. Like
    Dave Kriedeman got a reaction from iliasfyntanidis in AEM MAP and IAT Sensor   
    Hi Shadow,
    firstly looking at your data logs etc, you need to setup the properties of anything to do with your MAP sensor as a min and maximum setting.
    Right click on the data log page or anywhere that the AEM MAP sensor data will be displayed such as a value list etc.
    You need to set the MAP parameter up as MANUAL not AUTOMATIC.
    Set your MINIMUM value to - 15 and your MAXIMUM to 60.
    To change the output reading of a gauge such as LAMBDA to AFR, you need to go to the OPTIONS tab at the top of the page,
    Go to the UNITS page and you will have METRIC, IMPERIAL or OPTIONS.
    Select options and in both the Metric and Imperial setup tabs, select AFR instead of Lambda.
    Or if you press the "U" key on any page it will convert the displays from METRIC to IMPERIAL and vice versa.
    Also check your Target AFR /Lambda table as you have started it at 2.9 psi positive pressure with target values of14.7 all the way up to 10.2 psi positive pressure.
    You need to rescale you Y axis back to -ve values also, otherwise your AFR is dangerously lean.
    I had surgery yesterday and I am in a lot of pain, but I am going to run your PCL up on my i88 and simulator to test the boost gauge setup and outputs etc.
    As for it running very rich, firstly you need to confirm what manifold vacuum or PSI, MGP, MGP PSI your MAIN FUEL TABLE is running at.
    What value is the Y axis and how many rpm is the engine idling at.
    Have you carried out a TPS and MAP sensor calibration and pressed F4 to save these values to the ECU.
    As for the idle speed, until you get the idle mixtures etc under control I wouldn't bother with that at all.
    However you can try adjusting the IDLE BASE POSITION TABLE values to start with.
    I will create PCL file for you to try with your injectors etc setup.
    Give me some time however, on lots of pain killers so I am a little slow today.
    Regards
    Dave.
  10. Like
    Dave Kriedeman got a reaction from b3tuning in AEM MAP and IAT Sensor   
    Hi,
    I haven't forgot about this project.
    I have been very unwell with extreme pain for the last couple of weeks.
    I am on large doses of very powerful pain medication, so my brain doesn't work correctly while under the influence and it makes me sleep a lot.
    I have just come back from the doctors again for different medication again, tonight.
    I have been working on the PCL file for this along with a few other jobs.
    I needed to know how much boost he wants to run for many reasons, boost cuts, boost control target tables etc, working out what his final fuel pressure will be with static pressure plus full boost pressure etc.
    Spanning the Y axis on Fuel and Ignition tables and any other tables that will be MAP,MGP etc based AXIS.
    The more information I can gather the easier it is to set things up.
    Setting up PCL files for cars that aren't in front of you is quite difficult hence for the many questions.
    Yes , you are all correct, I DO NOT WORK FOR ViPEC.
    I enjoy helping others where possible.
    When I first started I could only ask a random question here or there, I didn't have the luxury of FORUMS or the Internet for help.
    99% of what I know I have taught myself through testing , reading and studying etc.
    It is something you never stop learning.
    I have been doing this stuff for close to 20 years and there is still so much more to learn, I had many frustrating times trying to sort out issues etc.
    This is why I try to HELP where possible.
    I also strongly believe in the product and love it's capabilities.
    Sure there maybe some things people wish for that aren't possible in earlier versions etc.
    But for a very fairly priced ECU it sure is loaded with some very impressive features.
    There are also many ways to control devices under certain operating conditions etc.
    So by getting involved and helping those out seeking help, I in return learn as well.
    No one has ever done everything.
    So having a go at everything that crosses your path will expand your knowledge base 10 fold.
    So in the process of helping you, at times I am learning also.
    That is what this FORUM is about, NO BULL$%@T, just cold hard facts and many suggestions to help you all in the long run.
    Regards
    Dave.
  11. Like
    Dave Kriedeman got a reaction from FIS in TECH SUPPORT VIA EMAIL   
    Hi everyone,
    I just want to let everyone know for TECH SUPPORT you can use the following email addresses.
    Link tech support team email address is available during business hours Monday to Friday and some after hours support from Scott.
    tech@linkecu.com
    I also offer tech support, I DO NOT WORK for LINK however offer my assistance 7 days a week including some strange hours when I am awake.
    I can be emailed at protuning@bigpond.com
    Please feel free to use these resources as we are here to help.
    Thanks for using LINK.
    Regards
    Dave.
     
  12. Like
    Dave Kriedeman got a reaction from mapper in Track-display logging with G-force sensor   
    Hi Mapper,
    i have done a lot of race boats etc with MoTeC sports dashes using ViPEC ECU'S when you purchase the dash the 2 options for the GPS are a 10 and a 15 Hz and believe me we get mega data with them and no time issues.
    But point taken.
    Regards
    Dave.
  13. Like
    Dave Kriedeman reacted to Adamw in ross trigger kit rb26   
    Iecku, I just thought I would mention a little bit of info that many people miss.  These kits appear to use the Honeywell 1GT101 sensor, these sensors are much slower on the rising edge than the falling edge.  The datasheet quotes a 15µs rise time Vs 1µs for fall time.  So for at least trigger 1 (that controls the timing) it would be more correct to set the trigger edge to falling. Even though 15µs is only like 0.9 deg at 10000RPM, if you can get extra accuracy just by a simple setting change - then you might as well use it...
  14. Like
    Dave Kriedeman got a reaction from mack85n in HELP US HELP YOU WITH TECH SUPPORT   
    Hi everyone,
    to enable us to give better tech support to help resolve your issues and possible problems via this forum , please attach your PCL files and any relavent Data log files if available.
    Bare minimum a PCL file.
    If you have a PCL file that is of sensitive nature and do not wish to have it posted up for public viewing please PM,
    Simon or Scott, from ViPEC or myself Dave Kriedeman.
    Thanks
    Regards
    Dave
  15. Like
    Dave Kriedeman got a reaction from PJM in No fuel getting into engine - Monsson   
    Hi PJM,
    When online to the ECU with your laptop press the R key or the F12 key and this will put you into the RUNTIME VALUES SCREEN, scroll across the tabs at the top and look for the TRIGGERS and LIMITS tab.
    Crank the engine and look on the screen for a valid rpm signal say approx. 200 - 250 rpm and trigger 1 and 2 should light up GREEN and say YES or NO.
    The RPM will be in the top left corner.
    Also in the middle below trigger 1 and trigger 2 it will have Trigger 1 error counter.
    Crank the engine and check the data.
    If you have no rpm signal obviously the engine wont run but neither will the fuel pump while cranking.
    Try going to your aux output that drives your fuel pump , change the setting from FUEL PUMP to GP OUTPUT and set it to on.
    Listen for the fuel pump it should come on and stay on until you select off.
    Please report back with your findings.
    Regards
    Dave.
  16. Like
    Dave Kriedeman got a reaction from Davidv in Knock Sensor Logging   
    Hi Anthony,
    sorry but I am a little confused with what you are asking here.
    So you have a G4+ THUNDER ECU, you have the KNOCK SENSORS terminated but you have the KNOCK CONTROL turned OFF.
    You wish to know if you can log these two parameters outputs correct.
    You can select the 2 knock sensors to be logged but you will not get any data from them as they are TURNED OFF.
    To log the KNOCK sensors they must be turned on and setup.
    If you do not want the knock sensor to influence the tune just make sure that the KNOCK tables are set to 0.
    That way you can log the knock events and have no influence on the tune.
    Hope this helps.
    Regards
    Dave.
  17. Like
    Dave Kriedeman got a reaction from gojira in TECH SUPPORT VIA EMAIL   
    Hi everyone,
    I just want to let everyone know for TECH SUPPORT you can use the following email addresses.
    Link tech support team email address is available during business hours Monday to Friday and some after hours support from Scott.
    tech@linkecu.com
    I also offer tech support, I DO NOT WORK for LINK however offer my assistance 7 days a week including some strange hours when I am awake.
    I can be emailed at protuning@bigpond.com
    Please feel free to use these resources as we are here to help.
    Thanks for using LINK.
    Regards
    Dave.
     
  18. Like
    Dave Kriedeman got a reaction from b3tuning in STAGED DUAL FUEL PUMP SCHEMATICS   
    Hi,
    I did this schematic diagram for a friend of mine who wants to run dual fuel pumps in a staged fashion.
    I just thought I would share the schematics for anyone who is interested.
    I know, I know, I forgot to add fuses.
    Regards
    Dave

  19. Like
    Dave Kriedeman got a reaction from JayGow in undocumented routines, e.g. off idle position adder   
    Hi Hexdmy,
    what you are referring to I have a work around that most people use.
    I use the Idle Ignition Table to overcome these issues.
    With setting up the base throttle blade air gap and base chosen idle timing,i adjust my setup to the point of being able to totally do away with idle controllers completely.
    There are many different processes to this but it is very simple.
    I tune a lot of twin turbo Big Bloch Chev Race boats, these things run approx. 6" Hg at idle,
    Through my setup process without any idle speed controllers, we can start these engines dead cold and have beautiful ide and pull the trans into low or second gear, (HIGHLY MODIFIED TURBO 400'S converted to 2 speed, NO TORQUE CONVERTORS, Just a direct drive plate setup.
    Without any RPM change indicated by the MoTeC DASH or by feel or ear.
    However your suggestions are fine, but sometimes these types of requests will not be prioritised due to the low volume of requests.
    However all requests are governed by LINK themselves.
    Regards
    Dave.
     
  20. Like
    Dave Kriedeman got a reaction from PiK in V88 EVINRUDE 2 STROKE V6   
    CLICK ON THE IMAGE TO WATCH THE VIDEO.
    Hi all,
    this is a short video of a V88 install i have just setup for a customer.
    The engine is a highly modified Evinrude 225 2 stroke V6, radical porting, MAD EFI 12 throttle blade intake system, 13:1 compression.
    The engine is running full sequential fuel and spark.
    Marine V88, Twin M&W PRO 16 CDI units, VIPEC EGT with 6 pyros, Dual Knock sensors,Motec CDL3 dash, GPS etc.
    I still have to tune this engine.
    Regards
    Dave.
  21. Like
    Dave Kriedeman got a reaction from iliasfyntanidis in HPA-HIGH PERFORMANCE ACADEMY JUST DO IT.   
    Hi all,
    I would like to introduce to those of you that don't know this exists, HP ACADEMY.
    HP ACADEMY is setup by ANDRE and BEN in New Zealand and is an ONLINE EFI TRAINING COURSE.
    These guys have setup an outstanding very professional WEBINAR based tuning training platform.
    The setup contains,
    1. EFI TRAINING COURSES.
    2. WEBINARS on new PRODUCTS and HOW TO TUNE SPECIFIC FUNCTIONS ON MANY DIFFERENT ECU's.
    3. A COMMUNITY BASED FORUM, for general discussion and for technical support.
    As most of you know I suffered a double brain stroke last year, i have had 8 months of recovery, so you can imagine how much boring television I have watched.
    I then discovered these two characters and thought I would give them some of my dwindling bank account and watch there TRAINING COURSES.
    I thought , why not.
    I have been doing this stuff for 20 years and you never stop learning, lets see what these guys have to offer.
    Well bugger me dead, ANDRE delivered a very professional course and he reminded me of stuff I had forgotten.
    It was like learning all over again.
    I couldn't believe I had forgotten some very important fundamentals, I even wrote them down as to not forget them again.
    Andre and BEN offer a very professional straight to the point setup.
    Don't worry about being intimidated by having over the top technology for you to try and get a grip on in an instant.
    These live to air Webinars also have a chat screen where you can interact live with them asking questions if there is something you are unsure of.
    The Training courses are broken into many modules, so you take things one step at a time.
    Once you have paid for the course or courses you wish to watch you can return and re-watch them as many times as you like.
    This also gives you instant access to the PRO TUNER section of the Course which contains the live streaming interactive webinars and the PRO TUNER FORUM.
    You will be sent emails notifying you of when the next course or online webinar will be happening.
    There are definitely at least 2 courses I strongly recommend that you take at the very least.
    1 is EFI TUNING FUNDAMENTALS, this course takes you through the basic fundamentals of EFI system operation and how everything ties together.
    2 is the LINK G4+ Tuning course, this is a very good course even though it is using the LINK G4+ it is still very close software and functionally as the i SERIES ViPEC.
    This course gives you an overview of how to make a setup and use the software down to making tuning changes.
    There are also a heap of other videos etc to watch.
    I am still poking my nose in for a look when ever I get a chance.
    So do yourselves a huge favour and check them out.
    I strongly recommend these courses to youse out there that wish to learn to tune or further your tuning abilities from what they are now.
    Andre is a very experienced tuner and does the actual training courses and webinars.
    Ben on the other hand is the pretty boy (JUST JOKES MATE) who helps setup and make these productions all come together.
    As a team together they work brilliantly to produce what I believe is a very high quality complete package course, that I strongly advise having a look at.
    Their website is http://www.learntotune.com

    Regards
    Dave Kriedeman.
  22. Like
    Dave Kriedeman got a reaction from Chris250 in CAN-EGT module   
    Hi all,
    these will be available also in the next few weeks.
    Will work with LINK and ViPEC products
    I forgot to mention the unit also has a spare analogue volt input so for example you cold add another temp sensor or connect a wideband AFR signal into it and have that also transmitted via CAN BUS to your ecu etc.
    Regards
    Dave.
     

    CAN EGT-8_Manual.pdf
  23. Like
    Dave Kriedeman got a reaction from Timbo in 1JZ VVT-I Map   
    Hi,
    I have attached one of my base files for a V88.
    With basic VVTi setup done.
    Make sure you use ver 4.10.2 software/firmware
    Regards
    Dave
    PRO TUNING
  24. Like
    Dave Kriedeman got a reaction from davidbek95 in Brake switch DI   
    Digital Input Brake Switch NC (normally closed contact)
    Digital Input Brake Switch NO (normally open contact).
    These are both refering to the state of the brake switch in it's INACTIVE STATE,
    IE: Brake pedal not depressed.
    The use of this function is really only limited by ones imagination.
    EG: With foot depressed on brake pedal, setup correctly using a general purpose output, with multiple switch conditions,
    You could control a Nitrous System to be active at the lights to help build boost for launch at the drags.
    Or control a Trans Brake in an auto trans, activate intercooler spray bar setup, the list goes on.
    Regards
    Dave.
  25. Like
    Dave Kriedeman got a reaction from mikegt4dude in undocumented routines, e.g. off idle position adder   
    Hi Hexdmy,
    what you are referring to I have a work around that most people use.
    I use the Idle Ignition Table to overcome these issues.
    With setting up the base throttle blade air gap and base chosen idle timing,i adjust my setup to the point of being able to totally do away with idle controllers completely.
    There are many different processes to this but it is very simple.
    I tune a lot of twin turbo Big Bloch Chev Race boats, these things run approx. 6" Hg at idle,
    Through my setup process without any idle speed controllers, we can start these engines dead cold and have beautiful ide and pull the trans into low or second gear, (HIGHLY MODIFIED TURBO 400'S converted to 2 speed, NO TORQUE CONVERTORS, Just a direct drive plate setup.
    Without any RPM change indicated by the MoTeC DASH or by feel or ear.
    However your suggestions are fine, but sometimes these types of requests will not be prioritised due to the low volume of requests.
    However all requests are governed by LINK themselves.
    Regards
    Dave.
     
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