warmup

Sadly I can not get any progress after several trials. I triple checked wiring, swapped on another new CKP sensor and turned off/on internal pull-up resistor, no square wave. Then I pulled Dodge's CKP sensor out, and did a bench test with an 36-2 trigger wheel(from Subaru), still no square wave, only spikes, as same as the sensor was on Hemi Engine. I started wondering from then. Finally I randomly picked a Honda K24 CKP sensor from junkyard and repeated the bench test, this time I got square wave. Then I swap K24 CKP sensor back to Dodge's without changing any other hardware or software, well, no luck. For now I have to suspect that the current latest firmware can not read CKP signal correctly from this Dodge's sensor?

Thank you Adam! Knowing that the signal wave is not correct would be greatly helpful, it should narrow down the problem, I'll try other combinations and update here once I have any progress.

Hi, Does anyone have experience with Dodge Hemi 6.2 Hellcat engine? I'm trying to start this motor with an G4+ Extreme but I'm not sure which trigger type or offset should I use. For now I'm using Dodge 60-2 trigger. and found the offset is -30 deg by timing light, I can get pop and bang while cranking but the engine never start. Can anyone shed me some light? or a base map would be appreciated.

I'm wondering if you can separate +/- to two parameters from Closed Loop FTrim Limit, then we can limit the negative fuel trim in a very small range that won't cause damage. A fail safe can't prevent a half bad o2 sensor from sending back wrong signals. Some stock ECUs do their closed loop f-trim this way.

Hi Simon, Thank you for the reply, I can understand what are you saying as a programmer. Looking forward to revises. It will be appreciated if you note this feature in PC-Link's help docs.

Thank you halltech! That's really helpful and explained everything. A previous set of ID 2000cc injectors were damaged by running E85, I'm waiting for new injectors, temporarily installed a set of 550cc to test launch control. Fuel was only roughly tuned. That's why injector duty cycle was that high. But what is designer's logic behind this? The basic rev limit should unconditionally active or what is the meaning of the limit? It should be a baseline of engine protection. A stock ecu will cut fuel at red line no matter whatever other conditions are.

The ECU is G4+ Fury, FW 5.5.7.2969, PC-Link 5.5.6.2942The car is a 2012 STi with full built EJ257 motor. I was tuning a 2012 STi's launch control yesterday, the car has been tuned on dyno. During the first pull on the road, I found that the engine can rev to 10000 RPM! At first I thought that was related to LC or Shift Cut, then I turned LC and Shift Cut off, it can still rev over RPM limit I set.So I turned off the "Advanced Mode" of RPM limit and did a stationary full throttle test, it over rev again !!!!Then I turned on the "Advanced Mode" of RPM limit back, changed some parameters, better now.(GP RPM limit is always off during the whole test) I went to road test again, at 1st gear, full throttle, if I pushed the clutch down right before the rpm limit I set, the engine will randomly over rev to 8500 even 10000. Then I added two params to log, RPM limit and RPM limit(Status) and tried again,this time I found that when engine over rev(logged engine speed > RPM limit), the RPM limit(Status) was keeping OFF!! Sometimes the engine won't over rev during a test, when I check the log the RPM limit(Status) is "Active" when engine speed >= RPM limit. If I wasn't very careful to turn off boost control during the whole test or I didn't install the best valve spring I can find to this engine, I would have lost the whole long block. I attached the latest map, some logs and screenshots. RPM_Limit_Actived.llg AChang_PTE6266_V19_Copy.pclr RPM_Limit_Not_Actived2(9000RPM).llg RPM_Limit_Actived_Car_Is_Stationary.llg

You are always my ass saver Simon.............LOL After reversed polarities of trigger 2, everything went good. Thank you!

OK, I didn't read the wave form carefully. I realized that the trigger 2 actually was triggered 4 times per 360 cam deg. I guess the trigger 2 was wired into the 4 tooth sensor not the 1 tooth sensor.... but engine couldn't start after I wired the trigger 2 into the other sensor.

ECU: G4+ Fury. Engine: Honda B18C with 24 tooth distributor. Triggers setting: Cam 24 tooth / Cam 1 pulse. Engine started good and had a very stable idle, but no rpm reading. Trigger scope seems good too. But do you believe the engine is actually running when you see the readings? Any suggestion?

Adamw: the stoiches were all set to 14.7, when I set both LM-2 and Fury to show lamda, Fury read about 0.03 lambda leaner, I just used to use AFR as the unit. btw AEM is adjustable for multiple fuel types, but can not show lambda. Simon: where should I get start to check? Since they are all "digital" devices..... An extended answer of Adamw's question is that if I set stoich to 14.2 in Fury, the AFR reading offset will be in a acceptable range like 0.1ish, lambda is still off though. but that doesn't make sense because I think you should not fix an "offset" by changing a "multiplier".

Something like the attachment. 10 o'clock and 2 o'clock at the same distance to the turbine housing.

Hi guys, Thank you for you replies. Mapper: for the three devices in this test, they are all working in "digital" way, so I guess analog signal does not matter that much, I grounded them well though. Dave: Yes, I'm running 5.4.3 2630 firmware. and yes, the two settings in "Internal Lambda 1" were set exactly like what you posted. LAMBDA SENSOR CONTROL = ON RUN WHEN STALLED = NO. Runtime value: Int. Lambda 1 Status = Operating Int. Lambda 1 Error = OK Int. Lambda 1 Temp = swinging around 780. To Mapper: AEM is much better than before since LSU 4.9 upgrade, what I have seen is that AEM(LSU 4.9 Version) reads leaner only when actual AFR is higher than 14.2. I think that range is less important.

I found that Fury's internal lambda controller reading is always 0.5 AFR leaner than LM-2 LSU4.9 and AEM UEGO LSU4.9. The test used two LSU4.9 sensors for 3 devices, sensors were cross swapped during test, same result, updated Fury fw. to 5.4.3, same result. LM-2 and AEM read consistently 0.1 AFR diff. I also compared LM-2 to several other AEMs(no pictures), very same result. I think LM-2 is something can be trusted. Any suggestion?

Problem resolved, perfectly, thank you Simon! You guys know your stuff better than anyone else. Like Simon said, it was ECU hold power related. It turned out the wiring guy didn't strictly follow my diagram to connect a key switched 12v to Ignition Switch DI, and I didn't realize that Ignition Switch DI is a must for ECU hold power even I have written it in the wiring instruction for him. Luckily at least I learned something from this issue.

Any suggestion to resolve this problem ? Or is it a hardware failure? Any input will be appreciated.

The Engine is 2JZGTE VVTi, there was no trigger 1 or trigger 2 signal every time after I shut the main power down and tried to start engine again. Everytime I had to choose one any other trigger mode in 'Trigger setup' menu and choose it back to the right one, or the engine won't start. Once I did, the engine will magically start. After every power cycle, there won't be any trigger signal at all, and yes I pressed F4 to store it every time before I shut the power down, and PCLink showed that the Trigger Mode was the right one after power up. It looks like that the 'Trigger mode' setup was stored but actually not.

Base map attached. I'll do some tests for 4 to 10kHz and 10 to 16kHZ, aslo I have serval knock blocks, will try another hardware as well. ALU_FULL_Standalone_E85_AEMO2_KnockAmp_V3_AFRknockListen.pcl

Freq setting: 12KHz for Subaru sensor, 6KHz for Bosch sensor. Gain was set to 5, no noise cancel. Analog output read from ViPEC run time value was 1.0 ~ 1.3V @ 3000RPM. Knock amp power connected to a switched +12V in car, ground was connected to the car body.

Logs.zipECU: V88 FW: 4.9.8 VTS: 4.9.8 Car and Engine: V11 STi, hatchback, EJ25. Knock system: ViPEC Knock Amplifier with Subaru OEM sensor and Bosch sensor. Sensor position: Subaru factory position, sensor was torqued with factory spec which is 25N.m(18lbs) Freq setting: 12KHz for Subaru sensor, 6KHz for Bosch sensor I was trying to setup base knock threshold for a Subaru OEM knock sensor, but the log does not seem to make sense. Logged knock signal is very weak before 4000rpm, after that there is a big jump to almost max signal. With a head phone plug to the amplifier I can hear knock at around 6000 rpm but can not tell if it was knocking from the log. And also I have some sharp dips here and there when logging the knock signal, why? See the pictures: There is another log picture, same car, knock sensor swapped to Bosch sensor from ViPEC, seems better, but still has some dips, very confusing.... Log files also attached.

Hi Simon and Scott, Thanks for your reply. Looking forward to the AV gear cut feature:) I understand both usb connector and CAN/Serial connector will transfer Serial data stream, but I still can not understand if there is nothing connect to the other end of TX/RX line in the CAN connector, how could it interfere the Serial communication in USB connector by just plugging an usb connector in CAN port?

ECU: V88 FW: 4.9.7 VTS: 4.9.7 Function request: AN Volt input for triggering a gear cut event. Currently only DI 1 to 6 can trigger a gear cutting, but many modern shift levers have equipped a motive/position sensor which will output a 0-5V analog signal, but V88 can not use it for gear cut for now. I have to install a extra switch in the shift system to trigger a DI input, but the position sensor come with shift lever is wasted and it will still take a DI. DI is expensive in some cases. (there is another complex way to make it functional without extra switch, by using ViPEC's virtual aux output function but that needs 1 AN volt, 1 DI and 1 Aux, that's really luxurious!) BUG:(or is it a feature?) When a CAN bus connector is plugged to ECU, the USB connector won't work, VTS can not find ECU from USB connector. No matter the CAN line actually connect to a CAN system or not. I still can not figue it out how could that be.... In this situation the only way to connect to ECU is using serial Tx/Rx integrated in the CAN connector. But many modern laptops does not have a serial port and a usb to serial convertor is not as stable as native serial port from a laptop. I found that V44 added external E-throttle driver function in 4.9.7, that encouraged me and I think you guys are doing really good work but let's make it better and better.

Hi, Our company is devoloping a 08-10 STi PnP adaptor for V88, it almost done. Most of CAN related functions are working, including SI-Drive as a map selector. The only exception is VDC, it's a hard part, we are working on it, hopefully it can be partly working with ViPEC's e-throttle multimap, maybe not. we may need some help from ViPEC though Here is an early test video and a brief:

Hi Dave, Thank you for the reply. I know TF controller and i guess it will work, but TF built in their PID algorithm and other, it cant get benefit from Vi-PEC's ethrottle contorl functions, it is not the way it should be. See VTS help topic "External Electronic Throttle Control Module".This module is what I'm thinking, it is simpler and cheaper. And why Link Storm can turn on this function in PC-LINK but v44 can not? These two should be at the same level. So I guess there is a software switch to turn it on, isn't it? btw:I'm working on a 2005 VW polo 1600cc, timing chain drived and dbw throttle.

V44+ S/N: 13474 SW: 4.9.3.1194 FW: 4.9.3