mapper

Do I miss something? ECU has built-in Trigger Pullup of 4.7kOhms. GS1005 Sensor is asking for a 2.4kOhm pullup Resistor to 12V. The ECU pull-up is already higher than the recommended one. Why should we use the second pull-up? And how can Cherry/ZF recommend a pull-up resistor without knowing what pull-up is in the ECU?

Another thing which I would like is a 3D Accel Cold correction table so it can be spanned with Engine running time or charge temperatur or a modelled intake manifold temp. The reason is simple. Just after cold startup, it needs much more accel enrichment, than after 1-3min running time of the engine. From a tuning perspective, you need to add a lot of accel enrichment just after the start of the engine so throttle response is good. But after 1-3min running ECT is still similar, but manifold ports have got some temp into it. Now the big Accel enrichment just flushes the cylinders and oil film down.

Other ECU manufacturer use ROC to make a traction control. What I read it does work well. That would just need an additional axis option in a future release. I would like to have GPS function in the next gen Link Ecu.

+one

just a side note. your IAT Sensor will not read right anymore because the vaporization on the sensor will cool it down. Consequently its hard to measure in terms of temperature what effect the injection will have.

Okay, good to know. Do you have a part number for ones you use?

Or switch PWM Signal with a relay. Means less load on the relay. Thank you for the answer. Would it be possible to add GP PWM to Aux and Fuel output in a future release? or are there hardware limitations?

Not sure, can aux ign be set as a gp PWM table?

Think we are talking about the same. "hardwired" is a simple term to descript the internal function of a SSD Relay. In fact there is a Mosfet transistor or thyristor inside the SSD and the internal connection are electrons which diffuse between the gates (n-p-n) in the semiconductor material.

no, the problem is the Hella solid state relay is switched on when both control terminals are switched to ground. Thats due to the internal working of a SSD. Means to turn the SSD Relais off, the control input must have no electric connection (ECU-Relay wire disrupted) or +12V connected. The problem is that the AUX output of the Link ECU is switched to ground when ECU is off.

There is no +12V connected to the coil on a Solid state Relay. Load side was +12V direct from BAT. I ended up to disrupt signal to ECU with a conventional Relay. Because live time of Relay... What I was thinking about is if the SSD Relay cab be manipulated with a diode or Pullup or similary in signal line.

A problem i found on the hella one is, it is ground switched and the ECU switch to ground when its off. Means pump start to run when ECu is turned off.

Yes i was refering to the other post. In the meantime Adam clarified it via Mail and I'm sure E-Throttle is working well.

I agree, have to check what ROC numbers we get just by throttle blips. Adam does the trigger decoding take ROC into account to guess when next reference signal must occur? Or does it just use actual RPM (means ECU expect steady RPM) ?

Hi Guys I just realised that I made another mistake in my calculation. I edited the post above. Timing drift can be huge on low crank count trigger. to get you some additional numbers, error falling in square! timing drift @ 6000rpm and Rate of change in RPM 18000RPM/sec: Numbers are for worst case scenario (90deg between last reference signal and spark signal) Number of Crank Reference signal / Timing drift 4 / 20.25 deg 8 / 5.0625 deg 12 / 2.25 deg 18 / 1.0 deg 36 / 0.25 deg 60 / 0.09 deg

I had some troubles with CAN not working right with the LINK CAN-Dash cable in past. Adam if i remember right the CAN Dash cable has a resister buil it, isnt'it? I would try a twisted cable from ECU to the Dash. I installed already alot of Plex uSDM 100 and 102 dashes. Only problems o had was firmware updating the Plex doesn't work right sometimes and you have to load a older firmware first anf then lates again. Besides, you can do some smart things with Math channels and custome CAN.

Will the new Firmware come with a fix for idle control with DBW? I have to convert a few LINK equipped cars in the coming months and i dont like to install an external idle controll valve. I even have to less aux available on a car.

EDITED your right Adam, it was a bit late and my calculation was wrong. It's quite simple to work the timing shift out with the equation of motiolinear motion: x(t) = 1/2 * x'' * t2 + x' * t + xotranslated to a rotative system: phi(t) = 1/2 *phi'' * t2 + phi' * t phi0given parameter: phi'=6000 RPM/min = 100 RPM/sec phi''=18000 RPM/sec^2 = phi0 = 0time for one revolution @ 6000RPM/min t100 = 1/100 sec We have 4 reference signal per RPM, so in worst case the last reference signal until ignition firing is 90deg. (Assuming the ECU processing has no timing lag) time to pass 90deg crank @ 6000RPM/min t90 = t100/4 = 1/400 sec phi(t) = 1/2 * (18000 RPM/sec2) *(1/400sec)^2 + (100 RPM(sec^2)* 1/400sec = 0.3063 RPMWe want the result in Crank degrees: phi(t)result = 0.3063 RPM *360deg = 110.25deg ==> means we have a timing drift of 20.25deg!The Rate of Change of RPM value is the max. I see on a flat out Lap on Tarmac on a 700hp 4cyl engine: On top of that signal processing can add another significant lag which leads to timing more timing drift. Please let me know if someone don't agree with my calculation Adam or Simon at what frequency is the trigger input calculated and updated. I suppose this will add a significant lag resp. time shift, isn't it?

I've just done some maths. If I calculated it right, momentary timing drift can be as big as 45deg on the standard Evo Crank wheel if rising and falling edge is used (=4 signals per Rev) Let's assume: n=6000rpm=100/sec, deltaRPM=3000rpm = 50/sec time for 90° KW t_90= 1/(100*4) = 0.0025sec delta angel d_phi = deltaRPM * t_90 * 360deg = 45deg That's a huge difference. Do I miss something? on Track datalogs I see Engine Speed ROC as big as 18000 RPM/sec ! That would mean a huge timing drift.

Just a note, if your engine has hydraulic lash adjuster and/or catalytic converter, be careful with pob and bangs from ign cut. I would try fuel cut instead of ign cut first.

Why not make a logic with some virtual aux? Wire in clutch and di seprate and stack as mani virtual aux togehter as necessary to cover all conditions? Think that is should work. Ecutek has this feature on many cars with OEM ECU. So think this should be possible also with LINK. 1:40 in the video https://youtu.be/oTX2kJ93inI

Think it's already possible what you want. You just have to get a bit creative with GP AUX, Virtual Aux outputs and Timers. You can set conditions when an output will be switched. If you need more than three conditions, you can stack Virtual Aux outputs together.

I have these. Confortable to wear with a big nois buster. https://de-de.sennheiser.com/in-ear-kopfhoerer-cx-3-00 But think anything other from sennheiser at this or higher price range work well. Besides I would like to try out active noise canceling in ear buds. But the are just to expensiv just for testing.

I found that earbuds can make a big difference. I used a cheap set and recently bought a mid priced sennheiser set. They are known for a very clear audio and less bass which is ideal for knock detection. I highly recomend Sennheiser for knock detection.

It is! I spent two full days on the last car just to get the cyl trims right. And it was just a 4cyl turbo engine. I upgraded my dyno after that with individual cyl lambda. This is anway much more acurrate than EGT. It's a bit faster, but it still needs one and a halfe day on a 4cyl if you want do the whole load range.