Peter Giljevic

Further to add, even a very basic Apexi Power FC has far superior graphical interface of information that ties into the ECU functions on replaying the data, and its very easy to access and narrow down important parts in very large data files. THIS CAN ONLY BE DONE GRAPHICALLY (< to emphasis how important this is to me). It is the single biggest point of frustration I have with the Link 'software' This hopefully is a top priority for Link to fix this year and bring up to industry standard.

How hard is it for Link to 'share' the software on the ViPEC which already does this??????? I have to say to NOT have this ability makes the current limited logging software a bit un professional and entry kiddy level IMHO. The problem is when going through logs is that it is totally a waste of time to have to go through text based of gauge screen replays etc, it is very painful not intuitive and not industry standard. There needs to be a good graphical way to zoom in an out over the whole data set so us experience data engineers can quickly focus in on one point or another like you can do with proper software like on a Race Logic VBOX or other good ECU type. Constructive Feedback for Link. This is a real important issue that needs urgent rectification in my personal opinion as in my own case I am using two devices to (my $40000 VBOX system and the data recording off the Link) and use the VBOX so I can quickly zoom in on the important sections of the logging that I need to look at.

Yes I checked mine with Hella Timing light and she was -6 offset required. General warning to others who might not check this do not use the default file Link supply for the FD3S as it has 0 as an offset so it will be over advanced by 6 degree's which is not a nice thing. The other default file they supply that has 1600cc injector secondaries uses an off set of -7 deg. Most of the ones now I have checked fall in the -6 to -7 range and as the FD3S is fixed (non adjustable) then you should find most will fall within this range, if you are out of this then check that you have tested it correctly.

I need some urgent help on this (Given Link are shut till 11th Jan). RX7 FD3S (Link G4 plug in ECU) Condition below: Car tested with stock coils, HKS DLI ignition booster 2000rpm rev limit (set to soft and hard cut) = smooth rev limit Car tested with CDI coils and CDI ignition boxes 2000rpm rev limit (set to soft and hard cut) = shot gun noise out exhaust All of the parts (CDI, coils and ECU were sent to Link for testing) and new software solution was written 4.4.6 to rectify the issue for me, I ran the test on the first ign system and thought it was cured, refitted my proper ign system today and it does not sound normal. I only tested it once and it scared the living shit out of me! Can anyone with experience please inform me of what your rev limiter sounds like and what I should be expecting and explain to me why there is a difference between the two ign set ups. I can't get into detail of what happened or what was rectified but needless to say I am worried to see a difference between the two systems. If any dealer or end user or Link can contact me about this or reply in this thread it will be much appreciated. I am fitting the same set up to another customers car over the holidays and need to have this resolved if a solution can be found. Best Regards. Peter [email protected] E-mail.

I have worked it out *finally* after going away for a 3 day tuning trip to other side of country I worked up some new maps while waiting in various air ports! In my cars case I had to do a combination tweak of the injector lag value, primary fuel cell *return cells in heavy vacume on trailing throttle 3000rpm to 1000rpm*, also added a 6th dimension to do a more complex air temp table based off TPS and RPM (required have no correction at values higher than 20 deg C AIT and 0.0% throttle, 0.5% is normal figures), And finally injection angle start point had to be modified to suit the location of my primary injectors which are all mounted on the intake manifold. If I get a chance will try to take a video and post it up so people can see the difference, turned out it could be solved but in no means was it easy.

Anyone? I have a different set up, new injectors, few different mechanical specifications and still exactly the same characteristics happening. Peter

http://www.youtube.com/watch?v=dvYkkS-07mc ^ This is video of the car idling normally, has G4 plug in ECU, CDI ignition system forgot to mention in my last post. I just need to reiterated again, every cell above and below all around the various targets all set to a ratio tested from 11.5 to 13.0 and all permutations in between over days of testing made no difference at all! in the return to idle from higher revs be it in gear or a free rev (as in previous video). I would love to hear from ANY RX7 users who run a Link G4 plug in ECU and low impedance primary injectors! (just one!) I have changed the fuel injectors now to injector dynamics ID1000 (Bosch high impedance) so no BS resistors or drivers needed and I hope this will solve the very irritating problem, but obviously would like to hear from someone, anyone? who has a set up that works and can tell me that I am just hopeless. Thanks.

Hello, I am posting up here as a last resort. I have had a constant/persistent problem with my 13B-REW engine running Siemens 87lb/hr primary injectors. Outlined below. See linked video. http://www.youtube.com/watch?v=FWMbeOQhL2U ^ Now no matter how any cell is set or those surrounding them the car always wants to on return to idle go lean (as shown in video) then it will catch on and go to the tuned or set fuel mixture. This problem happens to such a degree that the only way it is solved is by doing a stupidly rich fuel setting like 10.5:1 to counter the temporary lean stage/spot. I cant emphasis enough that all cells are tuned 100% correctly and when the car transitions through any one of them it operates ok. Its only on a trailing throttle as shown in video where the car wants to stall. When decel fuel cut is enabled the problem is 100 times worse and the engine will not fall back to an idle at all when decelerating and the clutch is depressed when coming to a stop. I need to add, I have tried the Link supplied resistors, I have also tried a peak and hold injector driver box from FJO. Both have same problem. After much discussion with my local distributor he told me to play around with the injector lag time values and by increasing these to +30% over normal it slightly improved the situation but it is still unacceptable as in the video. All fundamentals have been checked and can be viewed in video supplied, EGT front and rear rotor, fuel pressure, AFR ratio, you name it and double checked against different equipment. I am at a loss and need some explanation of what can cause this to happen. Oh and to add, does not matter if idle stepper motor is disconnected and idle speed set to virtually ANY rpm manually (even 2500rpm) the ECU still exhibits the exact same problem of temporarily going lean when trying to sit on the idle speed set point when returning from higher rpm............ as you can imagine it is very frustrating and confusing. Best Regards. Peter www.riceracing.com.au