sardengineering

Thanks for sharing TeamJHR, it looks epic! Has anyone done an installation for a motorcycle which isn't being used for racing? Like perhaps a street motorcycle. What I am getting at is the ability to support the Secondary Throttle Valve Actuator, or, if this STVA unit is deleted can I expect any air flow (air speed) problems at low engine speed? That STVA seems to be the most particular items on a motorcycle installation, aside from the engine speed and cylinder reference solutions of course. The other challenge I was thinking about was injector data so that the OEM units can be retained rather than having to replace them. From the examples I have seen, they've been competition influenced meaning that very little of the OEM was retained so I feel as though I am over thinking the installation. Can anyone chime in here and give me some assistance please. Many thanks in advance.

Great detail Dave! That one would have slipped me. Jazzy page layout by the way Dave, good stuff as always mate. P.S. I miss this forum a lot, glad to be back!

Awesome gauge display! The engine looks very clean and nifty, cheers!

That's about correct. You can verify this with your nearest Injector Dynamics dealer or with either of the main offices of Injector Dynamics for that matter. However, anything under 1 ms is right around the area where the injector(s) in question will behave in a non-linear manner just as Dave indicated. What might also be of interest is the short pulse width adder, and why the fuel model needs to know what the minimum effective pulse width would be? This information helps the ECU operate the injectors under a wide range of conditions without being transparent to awkward functionality. Cheers!

Good day, From my understanding it's only the most recently produced plugin boards which give access to both XS connectors. I don't think that the firmware is a factor here. You can have your local dealer or the Electronz office verify the version number of your plugin board. You may also post it here up on the forum as well. Digital Inputs, DIs, are used to active alternate Fuel, Ignition and even boost (wastegate duty cycle) tables. To activate the additional fuel as well as ignition tables you have to select either Fuel or Ignition from within ECU Settings, then navigate to Fuel Correction or Ignition Corrections and you should see the Dual Fuel table and Dual Ign Table options available. Within these respective Dual table options you will have to select table mode (Dual, Overlay or Interpolate. From your post Dual seems to be what you want). Directly below the mode selection you will find activation. Here's where you can find the available ways to activate the respective tables, you'll see that you may use digital inputs as wel as auxiliary outputs, virtual auxiliaries (so condition related triggers) and even digital inputs over CAN. Hope this answers your question, however, if anything hasn't been explained clearly enough please feel free to make follow up posts at your convenience. Cheers!

Good day, Can you confirm whether or not you have tried different workstations or laptops? Also, one thing to try would be to backup all of your calibration files to a new (separate) location or storage device, uninstall the PCLink software, delete the Link folder from within Program Files then install the latest version of the PCLink software. When this has been completed navigate to the stored location of your backed up calibration files and try opening them one by one. I can't imagine why this would not work, but if it doesn't please respond accordingly so the Link office might be able to respond accordingly. Please remember to backup your calibration files in a safe manner so you don't lose them. I don't want to be held responsible for a miscommunication of instructions. Cheers!

Good day, The Link Atom is capable of using two trigger inputs, one for engine speed and the other for cylinder reference. Usually the engine speed will be taken from a trigger mounted on the crank shaft while the cylinder reference is taken from a trigger mounted on the cam shaft. Please note that the Atom is capable of accepting both Hall effect/Optical or variable resistance/reluctor type signals on either of the trigger inputs. Also, the Storm, Fury and Extreme all have internal (on-board) trigger scope functionality. The Atom doesn't have this feature but I thought it was worth mentioning in passing. It's possible to operate an engine with a crank trigger only, both the injection and spark will not be available in sequential mode meaning you will have to batch fire the injectors and used wasted spark for the ignition. With the cylinder reference signal added as a second trigger the ECU will be able to deduce or calculate which cylinder will be on the power stroke next. So when using both the engine speed and cylinder reference you can operate the engine in sequential injection and direct fire spark. Some OEM Cam Angle Sensor configurations making allowances for both the engine speed and cylinder reference to be derived with a single wheel mounted on the cam. In your described instance, I am assuming that the 36-1 wheel will be mounted on the crank shaft and the cylinder reference will be derived from the OEM. However, if there are provisions for engine speed in the OEM CAS then you will have to omit using the wires carrying that signal and only use the cylinder reference. Just to ensure that there isn't a miscommunication transpiring, you may use an oscilloscope to validate which signals the Link Atom will be using and how the inputs on the Link Atom should be configured. If you don't have easy access to an oscilloscope then your nearest Link dealer should be able to assist you or an auto electronics technician. Of course, should you have any follow up questions concerning the capabilities of the available Link ECUs or any concerns about the work which will be undertaken with the install please feel free to send through a follow up post and either myself or the online Link community will be able to answer you. P.S. On a side note, you mentioned the 36-1 trigger in conjunction with the ignition coils and modules. Please note that the ignition will be controlled by the Atom separately on the ignition channels which there are four available. Should you have spare ignition channels available for what ever reason then these would be made available as auxiliary outputs operating within a specific frequency. This is just as after thought in closing.

Good day, That's an excellent question. I'm not sure how soon the Link ECU Office will respond with insight based on their work experience for the given applications discussed. However, what you can do in the mean time is complete some verification work between the ECU pinout for the desired plugin solution and the OEM ECU pinout for the Subaru Legary 2.5GT. If you open up the PCLink software, select the help menu and then open up the wiring information option. This should launch a new windows called ECU Tuning Function Online Help. Within the new window, select contents and navigate to G4+ Plug-in ECU Installation Manual then expand pinouts. Within pinouts you should be able to see the various pinouts which reflect the pin configurations for the plugin ECU. If you have the OEM ECU pinouts for the Legacy 2.5GT you should be able to complete a cross reference which will intern validate how exact the compatibity is going to be. Worst case scenario, you may have to move a couple pins around to make it a direct solution. Or, if push comes to shove, you can either build your own OEM ECU pinout based on your work with a DVOM and an oscilloscope for which you will then match up with the pin arrangement for the desired plugin ECU. Some of the more recent plugin ECUs (application dependant) have two XS connectors available with more inputs and outputs at your disposal and this should be of great assistance for your efforts.  I hope this helps you in the mean time, cheers!

Sounds awesome and it looks great, but what model Link ECU are you using and what are some of the systems you have it controlling? Also, what sort of data are you sending to the Link ECU as a data acquisition strategy? It's not at all a common application so the work and effort put in is interesting. Thanks for sharing, cheers!

I am sorry that my advisory was less helpful than you would have hoped for but this is really the best approach. I wish that you were using one of the Link ECUs which has the built-in trigger scope which can facilitate the results an oscilloscope can provide. If the ECU has been tested to be okay, and the cam angle sensor has also been tested okay then you can try wiring the cam angle sensor to the ECU outside the original harness. Switch off the various actuators such as fuel pumps, fuel injectors, ignition output channels and the likes then crank the engine over viewing the run time values (press R). Things to note would be sensor status and any activity on the trigger 1 and trigger 2 inputs. Hopefully this will give some indication of what is happening. My apologies for responding with a less than ideal proposed solution but this is the best I can come up with for the time being, hope this helps you. Cheers!

This is correct, you may achieve acceptable idle control in applications where no dedicated valves or solenoids are in place by using a combination of idle related tables within the PCLink software and the Link ECU does a very good job of this. It helps if you can open up the throttle a little beyond the norm position it would be in, but not too much, your aim would be to achieve a decent air flow based on engine vacuum and parasitic loads which are active at idle. What you should keep in mind when attempting something like this is that adding ignition advance has a direct correlation to engine torque and torque is what will make allowances for increasing engine speed. What an idle control valve or solenoid would do is add more air to the engine allowing the potential for more torque, this additional torque can help to cut back on high variances of ignition advance between operational idle conditions and actual driving operational conditions of the engine. Ignition advance values should always transition smoothly and here in lay the compromise of idle control without a valve or solenoid. Hope this helps answer your question and provide some insight. Should you need more specific assistance based on practical scenarios please feel free to follow up accordingly. Cheers!

I believe the latest firmware has both the Vi-PEC as well as the Link brand logo within the software. However, Simon has explained the merger of both brands as an authorized representative of Electronz Ltd. To be perfectly honest, end users can be assured that the merged efforts will deliver the same if not higher product quality and support we have come to trust and depend on over the years. I know that this doesn't offer much justification to the end user who started the thread, but these are my remarks as a dealer and end user. Cheers!

It's great that you had the CAS and ECU tested, but as Simon indicated the best follow-up solution would have been to leave everything as is and test the signal coming in to the ECU on Trigger 1 and Trigger 2. The will allow you to see exactly what the ECU is seeing. From there it should be easy enough to arrive at an absolute conclusion, especially since the ECU and CAS has already been tested. Of course, this would have been another follow-up step but you've already taken care of this. Please note that the wiring harness doesn't need to be removed to test the Trigger 1 and Trigger 2 signals coming in to the ECU with an oscilloscop. Hope this helps, cheers!

The latest firmware release is for the PCLink software and not the iVTS, however, I do believe that you may use this software for Vi-PEC ECUs. I'll have to clarify this detail for you, but Simon, Scott, Dave or Ashley can also verify this for you. We are all here to help and assist you as best as we can to ensure that you remain confident in your investment into the brand. Please keep this in mind as a perception to appreciate the support given and the work put into every product/software release. Cheers!

Glad to hear it mate! You can always trust the Vi-PEC office to be constantly working towards an engine management solution which offers more and more value for your investment. The Vi-PEC brand is one of the few brands which consider end user feedback so what you see is the culmination of such as a further contribution. Cheers!

That's great news! I hope that this resolves your complication, but please feel free to make follow up posts for further assistance should the need present itself. Cheers!

Good day, Have you got another switched 12 volt source which is okay? If so, you may try to install a generic relay for testing purposes to ensure that connectivity to your i88 is okay.

Dave is very much correct, but the jury is still out on the bit about the toilet breaks ;-) However, all jokes aside, other than direct support desk ties to the New Zealand office there are many dealers who are willing to assist. We are here to support the Vi-PEC brand in every which way possible. In short, the dealer network is here to supplement and compliment the existing support channels put in place by the New Zealand office. We are here not just as retail outlets but also to ensure that you the end user has the best possible product experience for the investment made. Please feel free to use the available resources of this online community. Cheers!

Good day Pat, Glad to have you become apart of the online Vi-PEC community here on the forum. Simon is the gentleman at the Vi-PEC office who will be assisting you. You should be okay with the authorization soon enough, but you can also try sending him a PM as well. Thanks again for using the Vi-PEC brand, cheers!

As Simon said you may ask Ray Hall at TF Electronics, or you may ask the Vi-PEC office/Vi-PEC dealer to source the header plug for you if you are willing to build the harness yourself by viewing the vehicle/ECU wiring schematics. A good resource may be a dealer who specializes working on the application you mentioned, for this you may have to make some phone calls or write a couple emails. I have found the Vi-PEC office to be extremely helpful so they might be your best first resort for guidance and insight. I hope this has helped you. Cheers!

Good day, To better assist posting a log file of what is happening when the problem is present would give a lot of insight, also, being able to view you cal file would compliment the log in a very productive manner. Looking forward to your progress, cheers!

Good day to you Henry, When you say it's working then same problem again, do you mean that turning the ECU off and closing iVTS allowed you some connectivity but after the duration of 30 seconds to 1 minute you lose connectivity to the ECU with the error message you mentioned? Is this a correct description? What version of iVTS are you using? What's the serial number on your i44? Is the i44 partially wired or fully wired? What version of windows are you using to run iVTS? These questions should give some clarity to your described scenario.

Thanks for the response. I'm terribly curious about fuel systems now that fuel injector data (as well as the manner in which a modern ECU is able to exploit this) has become readily available with great detail. Thanks again for sharing.

Good day, Just out of curiosity would you be willing to share any fuel pressure data? For example, what differential pressure are you working with and do you have an estimate of what peak fuel pressure do you expect the injectors to see? In addition, what's the displacement of your engine?

Thanks for sharing Chris, cheers!