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mapper

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  1. Like
    mapper reacted to Adamw in 2JZ Which Cam Sensor?   
    Either is fine, the only difference is the trigger offset will be different by 360 deg depending which one you use. Our Supra plug-in uses the rear sensor.
  2. Like
    mapper reacted to Adamw in Closed Loop fuel trims   
    Yes,  in the next 5.6.6 firmware the CLL trim has 2 fully configurable 3D tables, so you can have different limits for adding fuel than for subtracting fuel and have those limits mapped against MAP, RPM, or almost any other parameter you like.  I dont think the release is far away.
  3. Like
    mapper got a reaction from Shedley in Nos control   
    I think its much better to have all universal function like virtual aux, timers, 4D, 5D, fual fuel table etc. than a dedicated NOS function. This way you can build your own NOS function excatly how you want it. You just habe to be a bit creative with the universal functions. 
  4. Like
    mapper got a reaction from Sven in Closed Loop fuel trims   
    Regarding Lambda control error correction table. I spend alot of time to tune these. The base map is adjusted the wrong way around. Because the error correction tables is a % corretion of actual error, you want big corrections like 15%  on small errors (0.03 lambda error) and small correction (like 5%) at the biggest error on the table. This is because a fuel film built up first in the ports when big correction are applied. This means it needs several burn cycles to get the whole change applied and measured. This means lambda control applies big changes two or three times for big corrections which leads to Lambda oscillation.  On small changes fuel film built up is much less.  Lambda change is done and measured much faster and within same burn cycle. This means the Lambda correction can be set much higher, because the change in AFR is measured instant.
    I have attached a tuned example.  

  5. Like
    mapper got a reaction from TechDave in Nos control   
    I think its much better to have all universal function like virtual aux, timers, 4D, 5D, fual fuel table etc. than a dedicated NOS function. This way you can build your own NOS function excatly how you want it. You just habe to be a bit creative with the universal functions. 
  6. Like
    mapper got a reaction from 1320MINI in Nos control   
    I think its much better to have all universal function like virtual aux, timers, 4D, 5D, fual fuel table etc. than a dedicated NOS function. This way you can build your own NOS function excatly how you want it. You just habe to be a bit creative with the universal functions. 
  7. Haha
    mapper reacted to TechDave in PRI News   
    No no no, we're not releasing two new plugins. Fake news.
  8. Like
    mapper reacted to Adamw in CAN-EGT module   
    You should be asking this on a Megasquirt forum, it is not really our job to support a competitors product.
  9. Like
    mapper reacted to Tiz in Toyota 86 CAN   
    As above, I built a 2jz gt86 using a link Fury. Oleg Zaytsev from dynotech Ukraine was kind enough to share his CAN data with me. Everything worked on the car that we had on. We removed the ABS & airbag system as it was a show car so I cant verify abs and tcs but absolutely everything else worked as it should.
     
     
  10. Like
    mapper got a reaction from pvainola in Ethanol Content Clamp Function   
    The continental Ethanol Content Sensors will read significant lower when low flow goes through the sensor. This means during a WOT run the ethanol content will read significantly lower at high load and rpm than at idle, because the flow in the return line is low. 
    I attached a Log to show the problem. With more boost, I see values 20% lower at WOT than at idle.  This is a well-known problem and other ECU manufacturers have an Ethanol Clamp function for a good while.
    The Ethanol content does with activated clamp function only update when the Injector Duty Cycle is below a certain level. Once the INJ Duty Cycle is higher than the threshold the ECU takes the last value read below the threshold and update Ethanol content only when InjDC goes below the threshold. So a quite simple function, but with a big need! Please implement it asap. Thank you. 
     

  11. Thanks
    mapper got a reaction from TacticalGibs in Questions about the capabilities of a WRX9+ G4+   
    Guys relax a bit. 
    I've mapped and I'm supporting several 600-800hp 2.0 to 2.3l time attack engines/cars with a Link ECU and multimap strategy.  Such an engine runs usually for 5000 race track kilometers until a rebuilt is needed. That's a similar distance to a 24h race.  I like to answer your question.: 
    All LINK ECU use the same PC-Software and the same Firmware. The main difference between all LINK G4+ ECU's is only the hardware.
    your tuner should tune the main Fuel and ign Maps from the lowest to the highest boost levels. There are 3 main Boost Maps in the LINK ECU. You can additionally span one of the axis of the Boost Wastegate or Target table to a driver Rotary Switch. So it's possible to have up to 33 different boost maps, which all can be switched on the fly. 
    On top of that, you can activate 4D fuel and ignition tables on one or several of the boost maps. This allows trimming Ignition and Fuel on some maps if you or your tuner like to do that. 
    The Link Ecu is really flexible. Usually, the only limit what you can do is the creativity of the tuner. 
    As an example, we installed 3 rotary switches in a Time Attack/ Hillclimb car.  One 12-Position Rotary Switch is used to choose between 12 different torque maps (mainly altered by boost strategy). The Launch RPM can be chosen over another 12-Position Switch, depending on whether and Track conditions. And lastly, we have a 3-Position Rotary Switch to choose one of 3 Drive by wire Throttle Maps.  
    For engine Safety, we set up Limits for too low and to high Coolant temp, Oil temp, Oil press and Fuel press. We are also using full time closed loop lambda and sending a lot of Data over a custom CAN. 
    As you see, the LINK is a very capable system.  But as every ECU, it needs a capable tuner to use it properly. 
     
  12. Thanks
    mapper got a reaction from TechDave in Questions about the capabilities of a WRX9+ G4+   
    Guys relax a bit. 
    I've mapped and I'm supporting several 600-800hp 2.0 to 2.3l time attack engines/cars with a Link ECU and multimap strategy.  Such an engine runs usually for 5000 race track kilometers until a rebuilt is needed. That's a similar distance to a 24h race.  I like to answer your question.: 
    All LINK ECU use the same PC-Software and the same Firmware. The main difference between all LINK G4+ ECU's is only the hardware.
    your tuner should tune the main Fuel and ign Maps from the lowest to the highest boost levels. There are 3 main Boost Maps in the LINK ECU. You can additionally span one of the axis of the Boost Wastegate or Target table to a driver Rotary Switch. So it's possible to have up to 33 different boost maps, which all can be switched on the fly. 
    On top of that, you can activate 4D fuel and ignition tables on one or several of the boost maps. This allows trimming Ignition and Fuel on some maps if you or your tuner like to do that. 
    The Link Ecu is really flexible. Usually, the only limit what you can do is the creativity of the tuner. 
    As an example, we installed 3 rotary switches in a Time Attack/ Hillclimb car.  One 12-Position Rotary Switch is used to choose between 12 different torque maps (mainly altered by boost strategy). The Launch RPM can be chosen over another 12-Position Switch, depending on whether and Track conditions. And lastly, we have a 3-Position Rotary Switch to choose one of 3 Drive by wire Throttle Maps.  
    For engine Safety, we set up Limits for too low and to high Coolant temp, Oil temp, Oil press and Fuel press. We are also using full time closed loop lambda and sending a lot of Data over a custom CAN. 
    As you see, the LINK is a very capable system.  But as every ECU, it needs a capable tuner to use it properly. 
     
  13. Like
    mapper got a reaction from Adturb in Questions about the capabilities of a WRX9+ G4+   
    Guys relax a bit. 
    I've mapped and I'm supporting several 600-800hp 2.0 to 2.3l time attack engines/cars with a Link ECU and multimap strategy.  Such an engine runs usually for 5000 race track kilometers until a rebuilt is needed. That's a similar distance to a 24h race.  I like to answer your question.: 
    All LINK ECU use the same PC-Software and the same Firmware. The main difference between all LINK G4+ ECU's is only the hardware.
    your tuner should tune the main Fuel and ign Maps from the lowest to the highest boost levels. There are 3 main Boost Maps in the LINK ECU. You can additionally span one of the axis of the Boost Wastegate or Target table to a driver Rotary Switch. So it's possible to have up to 33 different boost maps, which all can be switched on the fly. 
    On top of that, you can activate 4D fuel and ignition tables on one or several of the boost maps. This allows trimming Ignition and Fuel on some maps if you or your tuner like to do that. 
    The Link Ecu is really flexible. Usually, the only limit what you can do is the creativity of the tuner. 
    As an example, we installed 3 rotary switches in a Time Attack/ Hillclimb car.  One 12-Position Rotary Switch is used to choose between 12 different torque maps (mainly altered by boost strategy). The Launch RPM can be chosen over another 12-Position Switch, depending on whether and Track conditions. And lastly, we have a 3-Position Rotary Switch to choose one of 3 Drive by wire Throttle Maps.  
    For engine Safety, we set up Limits for too low and to high Coolant temp, Oil temp, Oil press and Fuel press. We are also using full time closed loop lambda and sending a lot of Data over a custom CAN. 
    As you see, the LINK is a very capable system.  But as every ECU, it needs a capable tuner to use it properly. 
     
  14. Like
    mapper got a reaction from motor in Closed Loop fuel trims   
    Hi Marc
    Good to hear back from you. How much does your AFR oscilate? Where is the wideband located? Depending on position, you need to adjust Lambda rate and Gain. 
    You should do some testing. Tune your VE table with CLL off  as good to your Target AFR as possible. Adjust your target AFR table to the rich side with one task by the amounts listed in the gain table 0,33 0,66 etc. And log, with a high logging rate, how long the sensor needs to get to a stable reading. 
    Lets say it needs 0.3 seconds. This means your frequency in the lambda rate table may be max. 1/0,3  = 3.333
    This test should be done at different loads and rpms to work out best CLL settings. Best place to do that is a load bearing dyno. 
  15. Thanks
    mapper got a reaction from Simon in Questions about the capabilities of a WRX9+ G4+   
    Guys relax a bit. 
    I've mapped and I'm supporting several 600-800hp 2.0 to 2.3l time attack engines/cars with a Link ECU and multimap strategy.  Such an engine runs usually for 5000 race track kilometers until a rebuilt is needed. That's a similar distance to a 24h race.  I like to answer your question.: 
    All LINK ECU use the same PC-Software and the same Firmware. The main difference between all LINK G4+ ECU's is only the hardware.
    your tuner should tune the main Fuel and ign Maps from the lowest to the highest boost levels. There are 3 main Boost Maps in the LINK ECU. You can additionally span one of the axis of the Boost Wastegate or Target table to a driver Rotary Switch. So it's possible to have up to 33 different boost maps, which all can be switched on the fly. 
    On top of that, you can activate 4D fuel and ignition tables on one or several of the boost maps. This allows trimming Ignition and Fuel on some maps if you or your tuner like to do that. 
    The Link Ecu is really flexible. Usually, the only limit what you can do is the creativity of the tuner. 
    As an example, we installed 3 rotary switches in a Time Attack/ Hillclimb car.  One 12-Position Rotary Switch is used to choose between 12 different torque maps (mainly altered by boost strategy). The Launch RPM can be chosen over another 12-Position Switch, depending on whether and Track conditions. And lastly, we have a 3-Position Rotary Switch to choose one of 3 Drive by wire Throttle Maps.  
    For engine Safety, we set up Limits for too low and to high Coolant temp, Oil temp, Oil press and Fuel press. We are also using full time closed loop lambda and sending a lot of Data over a custom CAN. 
    As you see, the LINK is a very capable system.  But as every ECU, it needs a capable tuner to use it properly. 
     
  16. Like
    mapper got a reaction from iecku.tavea racing in Ethanol Content Clamp Function   
    The continental Ethanol Content Sensors will read significant lower when low flow goes through the sensor. This means during a WOT run the ethanol content will read significantly lower at high load and rpm than at idle, because the flow in the return line is low. 
    I attached a Log to show the problem. With more boost, I see values 20% lower at WOT than at idle.  This is a well-known problem and other ECU manufacturers have an Ethanol Clamp function for a good while.
    The Ethanol content does with activated clamp function only update when the Injector Duty Cycle is below a certain level. Once the INJ Duty Cycle is higher than the threshold the ECU takes the last value read below the threshold and update Ethanol content only when InjDC goes below the threshold. So a quite simple function, but with a big need! Please implement it asap. Thank you. 
     

  17. Like
    mapper reacted to Coz in Track-display logging with G-force sensor   
    Hello
    It would be really nice if you upgraded the logging features to include a track view with the ability to render the track with the help of a g-force sensor or gps data import.
    Also with a simple Video render feature like the one AEMData have i think this would make Link both more of a "professional" tool (evaluate driving/chassis) and "in-line" with todays demand to use actioncams everywhere. These features with the "Vehicle plan" next to it would look really nice.

    Also when configuring analog inputs you are not able to input negative values even if you choose "Output units" to be "NONE", Only Celcius can go sub-zero and then you can change to NONE and keep the negative values.
    To be able to mount an aftermarket G-sensor it would look nice to have G as a Output units in the cal tables.
    And also a filter function if you really want to add support for aftermarket sensors and make the data look smooth.
  18. Like
    mapper reacted to Simon in Ethanol Content Clamp Function   
    Have put onto the wish list. 
  19. Like
    mapper got a reaction from MagicMike in Ethanol Content Clamp Function   
    The continental Ethanol Content Sensors will read significant lower when low flow goes through the sensor. This means during a WOT run the ethanol content will read significantly lower at high load and rpm than at idle, because the flow in the return line is low. 
    I attached a Log to show the problem. With more boost, I see values 20% lower at WOT than at idle.  This is a well-known problem and other ECU manufacturers have an Ethanol Clamp function for a good while.
    The Ethanol content does with activated clamp function only update when the Injector Duty Cycle is below a certain level. Once the INJ Duty Cycle is higher than the threshold the ECU takes the last value read below the threshold and update Ethanol content only when InjDC goes below the threshold. So a quite simple function, but with a big need! Please implement it asap. Thank you. 
     

  20. Like
    mapper reacted to Adamw in E throttle cl idle control   
    I think this maybe the same bug that the original poster has, I believe this has been fixed in the next firmware version which should be released in the near future.  Let us know if you still see something odd once updated.
  21. Like
    mapper got a reaction from poongpoong in E throttle cl idle control   
    I've expierienced the same problem. Besides it seams no possible to find good PID Settings which control idle very precise and makes the throttle enough fast with less overshoout at big changes. 
    I use a 82mm throttle on  2,2 liter engine, means idle is controlled within 1-1,5%. Even with idle control turned off,  the PiD controller oscillate slowly arround target especially when in gear, because TP seams to jump once integral has summed up enough to overcome friction. Think the push-pull driver must apply current from both sides to control and hold the throttle with more force arround idle. 
    I've used Nichols Ziegler methode, measured step response, phase margin etc. to adjust PID's. I also tried Link VDO PID (which oscillate heavy after a step btw!) and spent a lot of time to find sensible PID empirically. Unfortunatelly nothing seams to work well for idle. 
    Bad E-thrrottle idle control was discussed a lot over past years. Think it's really time that link engineers investigate into this Problem. 
     
  22. Like
    mapper reacted to Brad Burnett in E-Throttle Module   
    UnicornGarage, I know what you mean.  Im a dealer as well and had no idea that they were re-releasing the ethrottle modules.  
    Its really not new, they used to sell them way back with the G4 stuff.  I actually have an old one still sitting on the shelf.
  23. Like
    mapper reacted to Adamw in [UPDATE] PCLink 5.6.5.3338b Released   
    Yes I have hidden Ray Halls post for now until management decide what to do with it.  He is upset that we arent giving priority to the relatively minor issue he reported some time ago (his car accelerates too fast when he presses the resume cruise control button).  I told him there was a major firmware update coming soon but there were no changes to the cruise control function in it as far as I knew so he threw his toys out of the cot and posted a rant on here.
  24. Like
    mapper reacted to Adamw in AIM MXG Dash not working   
    You are best to leave the config at the AIM alone and adjust it at the Link end.  Im pretty sure it will work correctly if you use a -1 divider for FP (even though it is unsigned this should still be transmitted), example below.  Also attached this stream file.
    There are also math channels in the AIM so you could do it at that end, but I know the file below usually works ok.

    AIM Press x 10 Lam x 0.1.lcs
  25. Like
    mapper reacted to JayGow in Idle control needs work.   
    Couple of things I've found today regarding this topic. (Turned power steer step off as it was shitting me. Barely notice the load anyway).
    Note: Normal idle is around 24%DC, in gear is around 46%DC.       Max clamp is 55%.
    With neutral/park step set to 22%:  Idling in neutral DC=24.6%.  Shifting into gear jumps to 46.6%.  (No other adders/steps active, base position 23%). To me that's getting up near 100% step?    Then shifting from drive to reverse or vise versa (so seeing neutral for maybe 300ms max), DC jumps to max clamp of 55%.
    Shifting back from drive into neutral DC gradually reduces, so ignition control is needed to pull idle down until IAC catches up. This takes around 20 seconds with derivative and proportional gains max'd out.     But......if I tap the throttle after shifting into neutral, DC instantly drops back to 29% (which is where DC jumps to if I tap the throttle while idling in neutral).
    I have logs and tune files to go with this if required.  
    I would really like to get idle control sorted as this is a daily driven street car, which I also race hillclimb. It's the only real issue I have with the Link ECU. Conditional 4D lambda target modifier would be nice for lean cruise, but not essential. 
    Cheers. Jay.
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