Scott

Welcome back paulr33. I'm sure your project will be useful to others in the future. Scott

This recent thread could be useful Scott

With the G4 firmware the 'Analog Load' channels have now become 'Analog Volt' channels. I expect that in G4 PCLink you will see 4 Analog Volt channels, one for the internal MAP sensor, one for the 'TPS' pin, and one each for the Analog Volt pins. Scott

All the G4+ ECUs now have 4 MB (32Mb) of logging memory. Here is some examples of estimated logging time capacity for different logging setups: Scott

Hi Dan, Can you expand some on what you are trying to achieve with this? Thanks, Scott

That makes sense to me. Just double check with the timing light that you are moving the offset in the correct direction. Scott

Hi CamB, I had similar thoughts to you, that instead of closing the e-throttle, it may be better to use a GP RPM Limit table to introduce a fuel or ignition cut. Generally a cut is going to have a faster effect than the e-throttle closing. Streetenergy, thanks for the additional information. I think there is a fair amount of general interest in us adding more GP RPM Limit tables, but this is the first request I've seen for protecting the engine through closing the e-throttle. Scott

I have heard that some OEM ECUs will shut the e-throttle if they detect certain faults or conditions, for example if the vehicle is doing more than 180 km/h. I'm not aware of any conditions for this particularly for BMWs. Scott

Yes, you are correct about using pin 26 as the sensor ground connection. The pin labelled as TPS used to show in the G3 PCLink as 'Load Input 3', in the G4 PCLink this will now show as 'An Volt 3'.The internal MAP sensor used to show in the G3 PCLink as 'Load Input 1', in the G4 PCLink this will now show as 'An Volt 1'.The pin Analog Volt 1 used to show in the G3 PCLink as 'An Volt 1', in the G4 PCLink this will now show as 'An Volt 4'.The pin Analog Volt 2 used to show in the G3 PCLink as 'An Volt 2', in the G4 PCLink this will now show as 'An Volt 5'.Scott

It looks like there is a fair few signals between the OEM ECU and the traction control ECU. Our ECU does not replicate these signals, and I expect this is why the dash light is blinking. I think there are only two options to have the light go out. The first is to remove the bulb, and the second is to take control to the wire that controls the bulb, and wire this to aux output on the Link ECU. Then set the Link ECU to have the light on with zero rpm, and turn it out with RPM > 1. Scott

You're right about there being a delayed feedback using MAP when compared to TPS. However the delay would be quite small. We recommend using the MAP over TPS where possible as it gives a better representation of engine load than TPS. However there are situations where TPS is a better option for the load axis of the fuel table due to a stable MAP reading not being available, because of aggressive cams or individual throttle bodies. In this situation we recommend setting the load axis of Fuel Table 1 to TP(Main) and then setting the Equation Load Source to Load=BAP. This way the ECU will still compensate for changes in barometric pressure. The BAP reading will come from the ECUs internal BAP sensor. Scott

Hi, Can you expand a little on what you are trying to achieve? Are you wanting the ECU to restrict the maximum e-throttle opening based upon EGT? If yes, is this to protect the engine when excessive EGT's are occurring? Scott

Looking through the way you have allocated to digital input channels I'm not seeing any problems. Can you upload your base-map and a PCLog of you starting the engine, keeping the engine running, and then removing your foot from the throttle until the engine dies? Scott

It is nice to have a wideband O2 sensor permanently installed and wired to the Link ECU. This allows you to monitor the AFR/Lambda with PCLink or an aftermarket dash. It also allows you to run closed loop lambda as a form of protection. The LSU 4.9 sensor is what we use with the wideband controllers in our ECUs and for the CAN-Lambda unit. If your ECU does not have a built in wideband O2 controller then you will need one of these also. Scott

When on Closed Loop boost control mode the Boost table ratio table will interpolate between the two wastegate DC% tables and the two boost target tables. Scott

On the EVO 9 plug-in ECU AN Volt 1 is used for MAP. The ECU has a jumper that allows either the onboard 4 bar MAP sensor, or the factor MAP sensor to be used. Scott

Hi Ross, Can you upload your base-map and also upload a seperate PCLog of each problem. Here is a video showing how to record a PCLog: https://youtu.be/_P1LRANeO4A Scott

integrale8v, thanks for posting your experience. Good to know the dash does have some functionality using the Mini CAN mode. Jespermaki, if you go for a piggy back type install using the Kurofune I would let the OEM ECU continue controlling the e-throttle, and then have the Kurofune control the injectors, ignition coils, boost, and VANOS. The Kurofune is able to do traction control so long as it has access to data for a driven and non-driven wheel speed. It does this by retarding to ignition timing and by either a fuel or ignition cut. E-throttle is not required. Installing an after market ECU onto a car with CAN bus can be a challenge, and if you don't have the tools or experience to resolve the problems you could end up unhappy with the result. It may be worth trying to find someone local to you who has experience with CAN bus and also a CAN bus sniffer/capture tool. This way, with their help, the chances of success are a lot higher. Scott

Lets assume that the switch will apply a ground to the ECUs digital input pin when the driver wants to switch tables. Here is how the switch would control the ignition tables: The same switch (digital input) could also switch the fuel, boost, VVT, etc tables. Scott

Hi, All the G4+ ECUs are capable of switching fuel, ignition, boost, VVT target, and other tables when a switch is toggled. The actual base-map doesn't change, just the active tables within it. Scott

Hi John, I think this could work. Just trying to get my mind around your suggestion. On you engine I think you're running a crank sensor only and wasted spark ignition? Scott

The Kurofune is able to VANOS control, but not E-throttle control. Generally when doing a piggyback install you will share as many sensors between the OEM ECU and Link ECU as possible. The output from the sensor will be split to both ECUs (parallel). For sensors that require a pull-up resistor (temp sensors and some hall sensors) the OEM will provide the pullup resistor internally and the Link ECU's pullup resistor for the relevant channel should be set to off. The OEM ECU may or may not be happy to share a sensor, and often trying is the only way to really know. The Analog outputs of the Kurofune are useful for simulating sensors to the OEM ECU and do not need to tell the truth. For example, the OEM ECU may expect the wideband O2 data to be in a certain range at all times, but for the sake of performance you may want the lambda reading to be richer than this reading. You can use an analog output to tell the OEM ECU that the lambda reading is within the required range, even when it is not. You can do something similar with simulating an air flow meter reading. The outputs (ignition, fuel, VANOS, etc) will be controlled by one ECU only. Either the Link or the OEM. Yes, you could use the Mini CAN mode, but anything that is different for the E46 would need to be worked out. Mostly you would be concerned at keeping the factory dash working? To reverse engineers the CAN bus data takes time, thinking, and a CAN capture tool. The manual transmission makes things easier. Scott

This is one some forum users have reported using with success: https://www.jaycar.com.au/solid-state-relay-4-32vdc-input-30vdc-100a-switching/p/SY4086 The one you linked to looks like it could be ok also. Scott

Good work, it is now running nicely on the COP setup? Scott

If you are running E85 all the time I would look at turning on Pre-Crank Prime and setting the table to have only one row, with values similar to the 80% and 90% rows in the table from above. There are four types on cold start enrichment on the ECU, and they activate at different times. It would be worth reviewing the help file on the 4 different types of cold start enrichment, so that you can then identify which cold start settings need adjusting to get a good engine start. Have a look at: PCLink Help > G4+ ECU Tuning Functions > Fuel > Cold Start Scott