MethOD

Very nice. Thank you.

Can a fuel trim table be used interchangeably with the same effect as a 4D or 5D fuel table (assuming all cylinders are set to use that trim table)? It would seem that assuming the tables are set up with the same axes and values they would have an equivalent outcome.

I wanted to report back and let you know that I think this new knock sensor is working out well with the frequency set at 7kHz. It seems to be giving me a clean signal without a lot of extraneous noise during non-transient conditions Regarding the TP Delta lockout setting. I graphed the TP Delta alongside the knock sensor output and I saw the false knock occurring when I'd let off the throttle with TP delta values just over 1%. So that means I'd have to set the TP Delta lockout to 1% (right?). Is that a typical value for that setting?

Ok, thanks again

Thank you for your response. I'll try to go a little lower with the TP delta lockout setting. Regarding the frequency setting, I was studying the help file some more and came across this where it actually suggests 6khz for 3SGTE and the Bosch sensor so now I'm confused again Will either the 6 or 7 kHz setting look in a range around that frequency that will include 6.7kHz?

I ordered what was supposed to be a good used OEM knock sensor but it looked different than the original and even with the Gain at 1 the signal was too "hot". So I exchanged it for a new Bosch sensor and installed that and it seems to work well but I have a few questions: First off, according to the 3sgte cylinder bore size (86mm) the knock frequency would be 6.7khz. So should I set the Freq Channel to 4-10khz because it's a wideband sensor or 7khz because I know what frequency the knock should show up at? I actually did some driving with each of those settings and looking at the logs I couldn't see a marked difference. Secondly, I get spikes when lifting off the throttle. I know this is not uncommon and it was this way even with the original knock sensor. I've adjusted TP delta lockout to try and mitigate this but I have not had complete success. So my question about that is -- if the ECU thinks there's knock and puts a value in the Knk Ign Trim cell for that RPM/load for that cylinder of, say -5, will it reduce and eventually return that cell to 0 as the engine passes through that load cell again and does not detect knock? Studying the help file makes me think "yes" but I just want to confirm my understanding. Thanks

Thanks for the feedback. I decided for now to order a good used OEM knock sensor for sake of simplicity. However, I did try and do some research on the Bosch sensor and my takeaway is that it would provide a cleaner signal with less chance of stray noise causing false knock detection? At any rate, I learned a new word! Hexalobular

I had been utilizing the factory knock sensor with my Toyota Gen4 3SGTE. It seemed to work ok with the Link. However, I accidentally broke it while working on the engine so I need to replace it. Just wondering if I should get another factory sensor or if an aftermarket sensor would work better in some way. I imagine if I swapped to a different sensor I'd have to re-tune the knock target table and knock setup values, which would be a bit of a pain. So I would only want to switch to a different sensor if there was a tangible benefit. Thanks in advance

I was looking at these: Kompact EM-series BOV and wondering how it could be controlled by the link. It's my understanding that some new OEMs use this sort of BOV for traction control, but that's not how I would want to utilize it. In my case, I currently don't have a BOV. The reason is that in the Toyota MR2 community, it is widely believed that having a BOV hurts spool between shifts. I don't want to turn this thread into a debate over whether or not that's true or if it's harder on the turbo not having a BOV. My main beef with this arrangement is that when lifting the throttle at low boost, I get a fluttery sound that I find annoying. So my desire with this electronic BOV would be to program it to operate normally when lifting the throttle at low boost, but have it stay closed when lifting at high boost. I would also like to use it as an overboost safety relief. My assumption is that I would control it with a GP PWM output and set up a table with axis on TPS delta and MGP like below: I'm not sure yet if this BOV is designed to work with a PWM signal or rather just strictly an on/off signal. I have an email in to the company asking. If anyone else is controlling an electronic BOV with their Link, I'd be interested to learn how they are doing it. Thanks

Ok, good point. Now then, what's the recommendation on the hard limit mode? Ignition, fuel, or both? My assumption is that either mode will cause a feedback loop where the AFR goes completely lean and thus cause the engine to stall out until the MAP and/or RPM drop down into the safe cells (which is what I'd want).

Can you explain to me how a GP RPM table would get set up for lean cut? I am thinking that one axis would be the AFR reading, the other axis would be MAP and the values in the cells are the max RPM allowed at each point. So cells that fall in the safe zone (i.e. no boost, any AFR/high boost, safe AFR) would have an RPM value of my typical RPM limit, say 7500. Then cells that fall in the unsafe zone (high boost, lean AFR) would have a value of say 2000. From there I'd set the activation delay for 1/2 second. So if I'm at WOT and the engine is at 5500RPM and the AFR drops lean for more than 1/2 second, there will be an immediate 100% cut...until the RPMs drop to 2000 or the AFR comes back into line. But realistically, I would lift as soon as I felt the cut, I wouldn't keep my foot mashed waiting for the parameters to come back. Does this sound right?

I implemented something like this. I use a 3D table for my MAP limit. X axis is AFR reading from the wideband. Basically the leaner the reading, the lower the value I enter as the MAP limit. I run methanol injection so in my case I made the Y axis the output from the methanol flow sensor because I want a higher MAP limit in relation to the amount of methanol that's being injected. This works but it's not perfect since even a brief lean blip from a transient event causes the limit to trip. It'd be nice if there was a way to incorporate a small delay before the limit kicks in. I know you wouldn't want any delay for certain things, such as a genuine overboost situation. But for lean trip I think it'd be nice to give it the ability to "overlook" the lean situation for a fraction of a second before fuel cut hits.

Hello. Thank you for the reply. Possibly a feature for a future update? Just FYI, the post regarding the Aquamist is also me. I'm not sure how I come to have two log-ins, except that I must've registered before I got my Link and then when I got it, created a new account. Since the serial # is tied to this account I'll try and make sure I continue to use this one. Regards

I am using an Aux output and controlling it's duty cycle with a 3D table. I would like to be able to datalog and graph the duty cycle value. For instance, to graph the wastegate solenoid duty cycle, I can select "WGate DC" from the parameter list. However, I cannot determine what parameter would represent the Aux output's DC. There is a parameter called "Aux# PWM table cell Track" but when I select that it just says "NO DATA" Can anyone help me? Thanks PB

Hi Dave, Thanks for the info. I looked in to the GP but I'm not quite clear on how it'd get set up. I'm thinking I'd assign one axis to MAP and the other to AFR. Then in each cell I'll enter the RPM at which cut would occur. Am I on the right track?