mapper

Of course there is a possibility to make that happen. Much much more is possible with the LINK platform, than what you may expect in the beginning. You can get very creativ with GP inputs, outputs,virtual aux, GP-limit table, and overlay tables. As an example use GP limit table to set an oil pressure minimum vs RPM or differential fuel pressure limit. Use the target overlay table and span the axis EGT vs what ever you want. This way the target are changed and closed loop controll does follow the new target. Usually i use target overlay to put some additional fuel in at high vehicle speed and use 4D ignition to take out some timing. Usually load and consequently combustion temperature are much higher and high road speeds. Motec has a very nice "load average" function. I like to see such a function also on the LINK platform. Mathematical its just an integrator for load.

That's gone be an intressting thread! I can't completly agree with T4700. I just seen to many blown engines and pistons from other tuners, due to knock. Most likely they just tune on the street or on the dyno with to less load (to fast ramp runs). Problem is as soon you start to push you engine very hard, the combustion temperature gets much higher and so the knock threshold lower. Means if you tune to the knock limit on the street, you are going to be quite alot over the knock threshold on the race circuit or german autobahn. Of course, on a low powered engine light knock doesn't harm the engine much. But as more specific power per liter you make, as more harmfull can a single knock event be. For example, a single knock event can be enought to push a head gasket out or do other damage on a 300hp+ per liter engine, since the combustion pressures will skyrock during a knock event. Beside of that every knock event hammers down to the rod bearings. In my experience that leads to road bearing failure over time. I suppose thats the reason for the many rod bearing failures you see on tuned Subarus. Similary on Mitsubishi Evo's. It seems most Mitsubishi tuners rely much to much on the OEM knock control and put in very agressive timing. Works on the road on a engine with std. internals. But I've seen much to many melted pistons from other tuners, after the first serious use after the agressive tune of on the track. As more hardware you change on an engine as worse the OEM knock control works, because the fequency can change. For an example the OEM knock control on a EVO 6-9 are useless if you stroke the engine. That's the reason I use always audible knock control, also on non modified cars for tuning. Regarding the LINK knock control. It's a excellent system, but it needs to be fine tuned, and it can pic up false knock as any other system does. You need to spend many hours and apply knock over and over again to fintune it (which already can harm the engine). Anyway I don't think that you can tune an aftermarket knock system as good as OEM can do it with Motronic, since they are using combustion pressure sensor to do that job. And in the end its a proactive system, means knock must apply first, before it can react. So due the reasons i mentioned above, i wouldn't use this function to fine tune your ignition table. I don't mapp Mototronic ECU's. But have measured and dataloged many. I found that most "chiptunes" are quite bad. Much to lean, bad boost control and the worst, they retard the timing a lot due to detonation. Surprisingly most of this engines hold together quite long with such a map. Think there are two reasons for that. First,these cars are just used on the street, where there don't see very high load for long times (which leads to high combustion temperatur and much lower knock treshold). Second, the Motronic ECU's has in fact, a very very good knock control. It seems the Chiptuning market differs a lot from the "Dyno custome tuning market" . Its usual to just put on a file an let the car out. (Thats what most big Chiptuner do, like APR, Revo, German Tunners etc.) Surprisingly most Chiptuned cars holds together. Think the European Ecu's are doing realy a better protection, in case of a bad tune. Seems like Japanese cars are blowing up much faster with a bad tune somehow.

I realised today, that cusomer have much to much restrictions if I setup passwort protection. - they can't make or store their own layouts, since there is now layout menu. - Can't do PC-Logs, which is quite bad if i have to do remote diagnostic. - they can calibrate the TPS but don't can save it. LINK Tech please do a user adjustable passwort protection. I dont want that other tuners use my maps, that's all. Think we should cut functions to much with passwort protection. Otherwise the customer has the feel to be quite restriced similary to a OEM ECU, and they may ask oneself, where are the benefits the tuner promised?

You can also change the fuel mode (found on fuel main settings) to off instead of disconnecting injectors.

And I should add from a tuning perspective, knock control should be never used to compensate for a bad tune. The proper tuning of the ignition table should always be done with audio knock detection on a good load dyno. Knock control is a proactive system, that are there to save the engine, if something goes wrong. It's no excuse to do the tune lazier.

Rob LINK is awesome! I guess you have dozens other features to discover!

Ups don't how that has come into this thread. Yes please add the ECU comparison chart on the website.

I'missing this comparison chart on the Website!!

Edited after reading throug manual: Bob have you tried different PID Settings? if you like you can also turn ignition off and deal only with fuel cut. Similary to Autronics. The problem you see are that the controll range of the PID is just to narrow, since the threshold for slip is at the same time the target slip. So the Closed loop system tries to hold the target to close and cut to much power, isn't it? And maybe jumps to much from lets say 10% cut to 90% back and forrward? Have you tried different PID settings? Realy like to see your loggs! I feel the better variable than %slip is how fast the wheel spins relativ to the ground. So delta of wheelspeed to vehicle speed. Usually putting lower numbers in at higher gears does that. But why the indirection if we can put in deltaspeed, would make delta speed not make more sense than % slip?

The pressur on the injector dazasheet is always differential pressure! Lets imagine you have fixed fuel pressur @3bar and you run 3bar of boost. The i jectors wil open, but no fuel will be injected, because differential pressure is zero. So axis on 3d deathtime table must be differential fuel pressure. Just convert to Psi on the sheet to kpa and put numbers in. Alternatively change the unit setting in PC Link to fill the axis with PSi values.

How much HZ can a usual DI input measure? I want to connect a EFR Turbo Speed sensor to a Furry.

Very nice built! Think you are more than enought accurate for this built whit a MAP only based Ecu. And Link is absolutely the first choise. The new modelled fuel or modelled multi fuel is very advanced and I would say the best fuel modell on the market. So you can get very good results if it is well calibrated. In the end it's the tune that makes drivability, reliability and power of an engine. In my eyes I would been more concernd to find a good tuner, than struggle to much with ECU choise. A well calibrated MAP system runs much smoother also at low load, than a bad calibrated MAF system. So the tune is all!

Hi Simon Car runs great on MGP vs RPM, but found it also more difficult to get rock solid AFR during low load, compared to MAF setup. It's important to say, thats more the natur of MAP base ECU's and not in any kind the case on some ECU manufactor. Slightly flucating AFR's are absolutly no problem for drivability. The only problem I see with MAP is to get goood emissions. I feel MAF is more precise on low load. On the other end of scale (high load), I feel a well calibrated MAP system can get better results. Simon, do you recommend to spann the main table TPS vs RPM and the 4D table MGP vs RPM to get the best results?

Yes sorry i mean the DIY autotune 8 channel unit. I know, I was the persom who sent you the box to work out the CAN protocol ;-) Good work done, works great!

Or the Megasquirt CAN EGT Amplifier. It's also a great unit. You get better readings via CAN and save at the same time alot inputs.

Or just calibrate it ro read in 1000's 0,5v = 3 4,5V = 119 Should be enough exact.

Hi Simon Instead of a timer, the activation delay setting of the gp limit table will do also the job, isn't it?

Hi Dave I know, i asked for a lot. But think it could be helpful for Link Engineers to have many ideas and feeback to improve theire products. I spend also many hour to figgure out how I can implement some nice fuctions. Alone with timers, GP inputs and Virtual Aux are alot possible. That's the reason why I already asked some time ago, if they can add some more Virtual Aux, or maybe more conditions. A switch that will change his position everytime it is acutated would also be great. As an example, I implemented a hiden boost switch. If you push the A/C switch at the same time TPS >80%, it switches Map. Problem is, it needs 3 Virtual Aux and two timer to get a logic that Input changes Map every time the condition are meet. It would be very kind, if you could send me your map. You can find me in your FB ;-) Doesn't sound well, hope you get healty soon. Regards Adrian

Ther are a setting "DI ON". Select that as a condition for virtual aux and put in the number of DI Channel (e.g. DI 1, DI 5) Logic on virtual aix must be: Cond1 and Cond2 and Cond3

Good suggestion. Alot is already possible. I often span y axis with a 12-position turn switch. You can do also overlay tables for some position of the switch, if you are using virtual aux to activate. I was able to get very creativ and implement many different torque, boost curves etc. Anyway, full slot switch will get further freedom. As a example you can use rolling launch on on slot an lauch control on the other.

What also would be necessary for proper paddle shift - shift actuator control base on shift control status, which makes decisions base on conditions below. - Neutral and reverse gear will be locked out if on speed - automatic reshift if shift was missed - diagnostic function for paddle control - pressure control for hydraulic or pneumatic pump Also nice - different shift modes, manual, automatic, fault mode etc. - clutch control with pressure input, temperatur or position. Just realised that I started a thread with similary content earlier. Sorry for that, but have also a look in this thread. http://forums.linkecu.com/index.php?/topic/4356-throttle-blip-closed-loop-gear-cut-etc/

Plus one. Really hoping to have more logging channels. You can run out of logging parameter quite easy, if you use many table intensive function like individual knock control, GP limits. Besides, if activating GP and other limits will show an error in the log file, it would save some logging channel. I had to set a internal logging parameter for each Limit to find out what was cuting the rpm. ( fuel pressure and oil presser fall below limit on last car, during hard transition)

Simon can you elaborate the difference to the usual DI inputs found on the other ECU's, please. I think main difference is the much higher sampling rate of the differntial high frequenzy input, isn't it?

Hi Dave can you please elaborate this? I suppose it's much easier for drag than circuit racing. It can be done in a very basic way with GP Aux switch fuction. Shift control is much more advanced way, since it looks at things like min input activation time, reactivation time out etc. To prevent double downshift on bumpy roads. So what we need is an Aux switch depending on shift control status.

Hi I checked how I can setup paddle shift with the gear shift control. It's looks like all conditions are there, when a shift may occure. But what I'm missing is a output that can be configured to switch when the gear shift control release the shift. The digitial input are used fo the paddles > shift control checks may I shift (rpm not to high, shift request long enough etc.) ? > if shift controll allows shift, it must be possible to set an AUX port to activate the gear shift hardware (shift-cylinder), depending on shift control. I haven't found a possibility to set an AUX depending on shift status. Can you please add this in next firmware. Thats the only reason why paddle shift isn't possible at the moment.