powerboy

Thank a lot Adamw I have another question Why fuel trim cyl#2 is not working on multi-point and wasted plug?

Dear sir, I would like to inquire about the details of the cranking algorithm. Initially, I set up a 24-2 crank and 1 cam sensor on a 2-cylinder engine. Consequently, the missing teeth to 1 piston TDC is more than 180 degrees, and the cam pulse is BTDC (Before Top Dead Center) by 10 degrees. During the calibration process, using the cam pulsex1 and Trigger priority = 2, we found that 215 degrees is the match for 1# TDC. Recently, in my attempt to learn more about the cranking algorithm, I turned off and unplugged the cam sensor. However, I forgot to change the ignition to wasted spark and the injector to multi-point group. Surprisingly, the calibration showed 205 degrees as the match for 1# TDC with Trigger priority = 1. The engine ran as smoothly as it did with the cam sensor connected, and there was no increase in "Trig error counting." I have a couple of questions: Without the cam sensor, using only the 24-2 teeth on the crank wheel, direct spark, and sequential injection, is the accuracy of ECU acceptable? Is there a special algorithm to track vacuum in the manifold while cranking? Thank you for your assistance.

Hi everyone I try to start my bike CB650. I triple-check all of ECU's conditions. There is only a crank sensor with 16-3 pattern (Link g4+ woking fine). Setup Inject test = OK Ignition test = visually confirm, spark is OK Engine protection rpm = 10,000 While cranking Engine rpm = OK Trigger error = only 1 count-up Injector and Ignition status = solid activate But it did not spark. Are there other parameters that I must recheck? Thank you CB650.pclx

Hi sir. I need to crate a safety function which is can be reset by cycle the ECU power. Ex. Aux 1: GP output (low side for relay) Cond 1 only Cond1: AN4 > 0.5 v. Normally An4 is 0.7 to 3V. In case of error An4 below 0.4, Aux 1 will be off. And i want to holding Aux 1 in off stare until ECU reset by cycle power.

Thank a lot Adamw

I try to apply analog input to special condition (brake pressure sensor and DBW safety condition). I need to create possibility fault protection by Virtual Aux, ex An volt 1 < 0.5 or An volt 1 > 4.5. I test the condition by putting an on-off switch in line of An volt 1. Noticeably, after cut off the switch of An volt 1, voltage of An volt 1 swings so long time and not below than 0.5. I wound like to ask your help about external pull down resistor. Is 100K or 1 M ohm ok for Fury without trouble to ECU and the sensor? I knows output impedance of the brake sensor but i don't known input impedance of Analog channels. Regards

My project is a circuit car. GPS, Accelerator , Gyro, and other sensors must be logged to analyze suspension and car performance.

Thank Adamw. Please help me to compare Aim 5" display (with gps and acc sensor) with Ecumaster display 5" in terms of pros and cons.

Is anyone try to connect Link with Ecumaster display?

Thank you Adamw

Hi everybody Short question. I added cam sensor to our engine 2 cylinders (standard engine is only 24-2 crank sensor). With the cam sensor adding, if i change the injector rate from 1/2 engine cycle to 1 engine cycles. 1. Value in Fuel table must me double or not? 2. Is it need to re-tune fuel? (in case of re-tune, i will left 1/2 engine cycle).

Thank you Simon Can you describe cut off frequency of each level filtering?

Can anyone help me to clearify that?

I would like to ask the meaning of Trigger filtering level. In help online is a sentence to explain it "Some trigger signals contain a large amount of high frequency interference and electrical noise,..................". Trigger arming hold is the threshold which direct variation with trigger voltage. But, i don't get the main idea of filtering level. Level 1-4 are low-pass filter or anything else?

Is it possible to use Linkecu in this case with two piston engine? Only 24-2 Teeth without trigger 2. Ignition are wasted plug. Fuel are multi points group and 1/2 engine cycle.

Any body help me to solve my problem. My engine is one cylinder with 24 (reluctor) and 1 (hall) teeth on crank and cam. The crank sensor signal very clear on oscilloscope. The crank arming threshold is 0 1000 2000 3000 4000 5000 6000 7000 0.2 0.4 0.7 0.9 1.1 1.3 1.6 1.8 But sometime, while cranking, the engine rpm rise over 2000 RPM immediately (last 20 second in log file) and engine knock sound very loud and engine suddenly brake. How can i check my Link ecu crank cam input brake or not good condition working? In the log file on the time -2.06 to -1.54, i try to rev engine to highest rpm and check the crank and cam on oscilloscope. The signals looking good no any noise but in logger show the engine rev over 12000 rpm at time -2.00. Mar_05Log.llg

More then 10 with Link ECUs with difference engines/cars. Size of fuel and ignition main tables 22x20 cells are too small, especially number of rows for high boost engine. In case of multi target boost levels, 20 rows are concentrate to boost levels, thus 2-5 rows in vacuum for constant speed and relax drive are not perfect. Haltech elite is often compare with Link which Haltech's table size is 32x32. If the new firmware is concentrate on fuel and ignition table size, Link ecu will be no competitor and closed to the best Ecu in market.

Hi guys Anyone can recommend a reasonable price of wireless module working with can bus to PC for data logging in real time.

Thank you Scott Very clear answer and minimum requirment of crank teeth for more accuracy timing.

Hi Scott I confuse your words "does not update position/speed.... next tooth arrive". Example: 4 teeths of crank sensor per rev, ignition @15 BTDC, perfect a crank tooth and cam signal at 0 TDC. From your words, the 15 BTDC is not possible to trig the coil because ecu will update positions on 0 90 180 270 360 ... 720 degrees. Is I missed something. The 15 BTDC should be calculated/approximated/predicted form time difference of two teeth BTDC (630 and 540 degree crank teeth). Based on your word and Link ECU ignition resolution , for the most accuracy is 360 pulses on crank?

Hi Simon I agree with you what most of EFI engine come CPS is divisible into 360. But some of old engine with carburetor system there is only one trigger on crank wheel (2 pulse per 720 degree) for wasted ignition trig. The 2 pulses per 720 degree are not accuracy, So some of crank gear is adapted like CPS. Thank you Boy

"I'm happy to ask the engineers if it is possible. Do you have some examples of motorbike engines and what trigger patterns are found on them?" Example of engines in my experience Yamaha MT01 15-2 teeth KTM 250-540 33teeth and 31teeth (modified, change carburetor to injector system) Honda s2000 13+1 teeth And thank you very much about youtube link to setup tuning gui. Boy

After i play with Fury more than two months with 4 engine. So i has a few requirements. - Is it possible to update the firmware to support trigger 1 support not only "A valid tooth count must divide evenly into 360". So many moto-bike engine crank wheel is not match with this condition. - For software tuning page, is it possible to shows 3D Fuel graph and Fuel table on the same time.

Hi everybody In software help, it is recommend to use number of teeth must be divide evenly into 360 such as: 60, 30, 24, 12. But my engine is one cylinder with 33 crank teeth (360/33 = 10.909). Is it Ecu (fury) will working correctly with high RPM (10000+)? And in help, it recommends like what 32 teeth is an only exception case?

Thank you very much both of you. I checked the AEM EPM with oscilloscope and found the unpredictable crank-cam pluses while cranking (battery under 10V.)