Cameron Moore

Hi Mark, Can you please post your PCL file so I can see the setup you have tried? Regards -Cameron

What firmware are you running, there were some issues with ratios not working correctly in older firmwares. Regards -Cameron

Hi, It's not up on the website yet but here's the link: http://www.vi-pec.com/software/VTS_V4-8-5_Setup.exe -Cameron

Hi Ben, Â To run a stepper motor you need to use Aux 5,6,7,8, using the oil pump control feature you should be able to operate it. Does it have some kind of feedback/position signal? Â -Cameron

Yes you could use a virtual switch, some people just use a clutch switch to activate launch control, you could use the same switch to add 4D overlay for boost. -Cameron

Hi Fagadar, You're pretty close there, it's more of a per RPM value. The difference is easier to notice at higher RPM so that where it's measured/adjusted. Eg there will be twice as much timing shift due to delays at 2000rpm than at 1000rpm. -Cameron

Hi Tom, Having RPM as an axis on an RPM limit is a bit redundant, you could combine oil pressure and '% slip' onto one table. Also you could introduce AFR or water injection into multiple boost tables to limit your boost rather than RPM when conditions change. -Cameron

Hi John, You can just swap the micro's over, just be careful not to damage the socket, there are special tools available that make it easier. If there's no fault with the board it could be a bad connection in the loom, maybe some contact cleaner for the injector plug and ECU plug? There are no later updates than the ones you have i'm afraid. -Cameron

Hi Lasse, The lamp can have a number of functions customisable within the ECU. One function set will be the 'Check Engine light function' which will flash error codes (access the help in PC Link for more info). Intercooler waterspray lamp will flash when the function is activated, but as there is nothing connected it will have no effect. It may also have other functions set by the tuner, have you contacted them for the password? We always recommend Dyno tuning, but a number of people have roadtuned with no issues. Â -Cameron

Hi Sebastian, What version of WRX/STi do you have and what engine is it? Also as Jurgen said can you please post you PCL file so we can check that your settings are correct. -Cameron

The switch VVT table is an interesting idea, but may need more applications before it gets far up the request queue. But you can use what ever DI activates Launch to also switch boost control tables. -Cameron

Hi Fagadar, This is a feature that Vipec users pay extra for and will not be introduced into Link products. -Cameron

What exactly are you stuck on Matt? The wiring is quite different from the turbo model, but if you open the ECU the pins are usually labelled on the PCB. -Cameron

In group mode the injectors fire odd drives then even drives, so using 3 injector outputs as Dave describes will fire 4 injectors (1,4,5,2) then 2 injectors (6,3). This will give you different pressure drops in the fuel rail per injection event. It would be more correct to wire 3 injectors per drive. This could either be done as per firing order 1st,3rd,5th (1,5,3 as per V6 commodore) and 2nd, 4th, 6th (6,4,2) or 1 drive per bank on a V6 (which will be the same in this case). All thought the effect of the pressure drop difference will be negligible in most cases, this way also frees up an extra drive for other uses. One case where this wouldn't be advisable would be when using low impedance injectors. In this case you could run 2 injectors each on drives 1 and 2 @ 4A peak 1A hold, and 1 injector each on drives 3 and 4 @ 2A peak 0.5A. But really you should be running high impedance injectors, or use a V88, luckily with the matching 'A' connector an upgrade is quite easy from V44 to V88. Hope that helps

Hi Dan,  Sounds like you have a LinkPlus Version 14 there (Assembled 16/08/2005). It will have a trigger decoding board inside it to suit Nissan 360 optical (So most Nissans etc). That manual for this ECU can be found here: http://www.linkecu.com/support/documentation/g1-engine-management-documentation/LinkPlus%20V14%20manual.pdf  -Cameron

Hi Kent, It is possible that the bad connection has damaged the ECU, if you send it to us we can check it out. Seeing that one plug has failed though, and caused this problem before, I would have a good check of all the other wiring as well. Pay good attention to engine grounds as they like to fail with age too. -Cameron

Hi Dan, You mention that they're on the same relay, but are the coils actually getting their 12V supply? -Cameron

Hey Chipset, I did look into this (and was then interrupted by a silly earthquake). The answer is yes they are different, but only 1degC out from each other so too close to justify a dedicated calibration. I verified this with testing as well. The different curves aren't actually that different if you adjust the scales to match (I did this photoshop style to confirm). Hope that helps -Cameron

Hi Leo, The first thing we would need to know is what software it is running, there will be a sticker on the end or on the main micro inside. It will start with something like D42V... Let us know and we'll go from there. -Cameron

Hi George, Is it a 'wire-in' Storm in it's own enclosure, or does it fit inside the factory box? Also what year are both of the cars? -Cameron

Hi Mike, You should be able to move the mivec, tacho or boost solenoid to your spare inj/ign drives. That will free up some Aux's. The single wire ISC is another option that people do to free them up. -Cameron

Hi Fagadar, Yes if it has the same pinout and wiring as the EVO9, it can run a different car/engine. Some people have used them in dirt buggys with engine transplants etc. -Cameron

Hi Philip, The disconnect could be due to excessive noise, some laptops will drop the USB comms if it gets to much interference. Also if you have wired the computer to an ACC voltage supply it could disappear at crank just like your radio turns off etc. As for the error codes they may not have initialised, under the Analog volts menu there are the fault settings. If the high erros is set to 0V it will alwasy throw an error. The usual value is 4.95V, 5.0V will disable the high error if you have a sensor that reaches 5.0V. -Cameron

Hi Ross, The LEM G3 Wiring manual will tell you what pin is what http://www.linkecu.com/support/documentation/g2-g3-engine-management-documentation/LEMG3 and PCLink will tell you what each pin is set to. http://www.linkecu.com/support/downloads/pclink-download/PCLinkV3_40 Enjoy -Cameron

Hi Mike, For the warning, a 'GP PWM' will give you a table that you could assign Oil pressure to one axis and RPM to the other. Attach this output to a light and siren. 0 in the table will give you nothing, 50 will flash, and 100 will be fully on. For the accusump you would use a separate output set to GP Output, and switch condition based on rpm and oil pressure with a 3 sec switch off timer so it stays on for 3sec after the conditions are no longer met. Hope that helps -Cameron