EricW

Thanks for the reply. Single fuel rail, both pumps sitting on one hangar with one share port to the outlet. Using simple little pumps (don't need crazy large, limited fuel flow benefits due to engine restrictor. I'm planning on leveraging a PDU, likely an ECUMaster unit. Not wanting to swap regularly, just have a backup. I see two possible ways of triggering the swap: a) Sexiest: Fuel pressure sensor drops too low b) Button press (from CAN panel) I was planning on having the PDU PWM the active fuel pump directly and ditch the fuel pump speed controller for simplicity sake. So the question is whether the Link ECU has the concept of fuel pump switching like this? Or should I more or less fake it out by having BOTH pumps tie to the same output for PWM and only triggering low-side A/B selection through another mechanism? My gut says the later.

Hi folks, I'm getting ready to wire my car completely from scratch, and this time around, I'm adding in a second redundant fuel pump. Per existing rules of my racing sanctioning body, I cannot have two fuel pumps operating at the same time. One must be for backup reasons only. Three questions come up: 1. Wiring a second pump is super easy with a PDU. One pump to one output, another to a second and PWM them. Easy. 2. How to configure a hot spare setup in the map is the challenge. They would be dual pumps, single rail, but only one operable at a time. I don't think this is an option as I read the note: Dual Pumps This setting is used to set whether or not there is more than one DI Fuel Pump to control and if that second DI Fuel Pump has a completely separate fuel rail to the first with its own pressure sensor. ·OFF - Only one DI Fuel Pump is to be controlled. ·Shared Rail Pressure - Two DI Fuel Pumps are to be controlled but they share the same fuel pressure signal and so are both controlled the same amount using the same PID Loop. ·Separate Fuel Rails - Two DI Fuel Pumps are to be controlled but they each have their own own fuel rail with separate fuel pressure sensors and so each require their own PID Loop and can be driven differently to each other to try and maintain the same pressure in the two separate rails. Note: When using this mode there is some further setup required in the Injector Setup folder to allocate injectors to the two different fuel rails using the Injector Bank Allocation Table so they can be compensated using the pressure from their respective fuel rails. This also means that there are extra Fuel Runtime values when using this mode to show the difference in PW and DC between each bank of injectors. Dual Pump control assumes both pumps are physically identical. 3. Given I want to make them hot spare, I want to (ideally) be able to switch to the backup pump automatically when fuel pressure drops on the rail (think along the lines of a clogged pump filter). A secondary option would be to have a manual switch that allows me to flip over (whether a real DI or CAN input, TBD). Any thoughts from folks? Am what I'm asking about crazy? Should I simply work around the doc and, more or less, just say it's a single pump, and have the map toggle one output or another based exclusively on fuel pressure or the manual switch?

I've been hearing something that I would like to get confirmation on as it's not documented. When ALS is enabled (or rather, cyclic idle is activated), knock control is not functional? I can understand that it would not be functional when ALS is firing, but that would be in a scenario that the knock logic would be off normally as the TP is below the threshold for knock detection. Say, the scenario is with GrpN with the throttle jacked: - Throttle jacked 12% - Cyclic idle low: 13% - Cyclic idle high: 15% - Cyclic idle limit: 1500 Is it possible to set the following knock settings and have it still work? - TP Low Lockout :16-18% - RPM Low Lockout: 1700 RPM - TP Delta: 5% Or does the vipec just ignore knock control when running with ALS enabled?

I'm in the process of re-configuring cyclic idle on my car with a GroupN setup. Current applicable parameters: Cyclic Idle Mode: ON = System Armed Cyclic Idle Low: 15% Cyclic Idle High: 20% Cyclic Idle Limit: 1600 Correct me if I'm wrong, but if if the engine is ever over 1600RPM, the cyclic idle should not be activated, right? What appears to be happening is that if the TPS falls between 15-20%, even at RPMs > 1600, there is spark and/or fuel cut occurring. It makes it very difficult to drive. At large TPS angles, there is no issue whatsoever. However, feathering the throttle (at cruise, for example) makes things very jerkey, even when RPMs are around 3000. In pseudo code, I would think that the following would be how it would function: if(RPM<=cyclic_idle_limit) { if(TPS < cyclic_idle_high && TPS > cylic_idle_low) { do_cyclic_idle(); } } It feels like to me, it's doing something similar to if(RPM<=cyclic_idle_limit || TPS < cyclic_idle_high) { if(TPS > cylic_idle_low) { do_cyclic_idle(); } }

Please add the ability for Gear Cut Control to be controlled by a Virtual Input instead of exclusively by a Digital Input. Use case: Consider a single DI that's configured as GP Input that performs a function of Road/Race. This switch is used to toggle maps and other features. When "on" it would be great if it could be used to also act as a filter for the Gear Cut Control. So Gear Cut control would be controlled by VIn where VIn is a combination of the Clutch Switch DIa and Road/Race GP Input DIb. Thanks, E

Sure Simon, I can send an old map. Email address? -Eric

I'll answer my own question. Yes! It is possible to make an An Volt input act like a digital input, but you need to work for it. 1) You must to use an external pullup resistor and voltage input. In my case, I used the 5V output of the ViPec and a 2.2k resistor to act as the pullup circuit. 2) You must configure the An Volt input as a GP Input. Y 3) You may need to configure a Cal Table in order to get exact look and feel of what you want in the data log. 4) You will need to configure ag Virtual Aux input based on your switching criteria after any Cal Table performed. In my case, while looking at the Runtime values, when off, my input read "70", and when switched on, it read "0" - remember, it was being pulled low as the above diagram notes. I created a Virtual Aux that was active when An Volt 2 < 60. I then used the Virtual Aux as my switching mechanism for my desired function. I don't believe that there's a way to use the Cal Table to make the input say "ON" or "OFF" like it does with digital inputs, so you'll have to use your grey matter to determine on/off.

When using an external Knock Amplifier in VX Windowed mode and using the DI4/An Volt 2 input as the Digital Knk Feedback, the knock feedback doesn't work; the Runtime values report ERR: DI Feedback Swapping the wiring with another digital input and reconfiguring works. In my case, I swapped the DI4/An Volt 2 (Digital Knk Feedback) with DI2 (GP Input), flipped configurations between the ports, and everything is great!

Sorry - I should have been more clear. The An Volt input *was* wired to the Psteer switch in my Subaru. I'm converting that input to a regular dash-mounted, SPST switch to control ECU functionality.

I saw an option for configuring an An Volt input as GP Input in the Vi-Pec software but couldn't find any good information in the documentation on it. Do I have to make my own pullup circuitry to make it work properly? Ex: I'm thinking about taking an input currently wired for PS Switch and converting it to another switched input and just bumping the idle.

Hey folks, I updated my SN in my profile now that I have my rally car back. Can I please get my account unlocked for posting in the customer forums? I have a pressing issue I need to get addressed. Thanks, -Eric