blaine@carmenaperformance

Sorry to chime in late on this. We have used a G4 on a Raptor several years ago with some results. There were many problems with integration that were not related to the Link. The ecu seemed to run the engine just fine. It was the CAN system that made the project a bit of a bear. I have no doubt that running the engine alone will not be a problem.

The car I was going to do this with ended up going with a single due to the twins failing on his car. That being said I did recently get this working on another customers car. I wired it in as per your snippet Marty and it seems to work. I do need to do some tweaking though to see if I can tame the dip between primary and secondary. I'm going to try changing some engagement settings on the non-pwm solenoids to minimize the pressure dip as the pre-control seems to be doing its job well.

Yes, I did notice that when I started playing with the tables afterwards. It would be a useful feature for sure.

I was wondering if it would be possible to add PWM table functionality to virtual auxiliary outputs? I would like to utilize them for pressure differential measurement so I can have basically a single output value that can be used on one axis of an ethrottle table or any other table for that matter. Alternatively 4D mapping on the ethrottle tables would also work equally as well. Blaine Carmena Carmena Performance

I managed to get a Haltech dash running with the Link but it had to be sent back to Racepak and have the V1 Firmware flashed back onto it. Never had any luck with the V2 Firmware.

Very cool!

Looks like that will be a fun one!

Great read and a great project! Love these motors. Wanted to swap one into my Celica GT-Four. Never quite made the time for it. Getting a Caldina GT-Four soon. May have to revisit that project idea.

Great news! We will eagerly await results. I told Simon that if you need a beta tester for firmware I am more than happy to help.

Exactly! The Gen 1 motors didn't run poorly in their park position but they sure did lose some power. I did send the tech team some scope images and some duty cycle data on how the mid lock phasers operate. They are a fair bit different in what the want for duty cycles but I have complete faith in the Link team. Hopefully they don't lose too much hair on this one.

This is the Gen2. Currently working through the cam control issues. Fortunately the car still runs well with the intake cams locked.

Hi guys, We just completed the first that we know of Coyote Aluminator swap into a 1989 Porsche 928. For good measure a Whipple 2.9 supercharger was piled on top with a 20% overdrive pulley setup. The power is transmitted to the wheels via a Corvette Z06 transaxle and torque tube assembly with an oversized Driveshaft Shop driveshaft and upgraded axles. To control it all we chose the powerful Thunder ECU. We will also be running a form of boost control via supercharger bypass valve to keep the car under control in the first few gears. Once we get it to the dyno and tuned we are expecting around 800WHP at around 15 psi. Looking forward to playing a bit with this one. Blaine Carmena Carmena Performance

I had a similar issue on a Thunder ECU. It ended up being a failing O2 sensor in that case.

Some new alternators use PWM for electrical load measurement as well. Wouldn't hurt to be able to use this.

I can confirm the Mazda 3 trigger works. Used this last week on an NC engine. Blaine Carmena Carmena Performance

The fast acting solenoid would be certainly faster to react than the pump. I know Aquamist systems use a configuration just like that. You just need to make sure there is some sort of regulation on the pump curcuit. Not all of the meth pumps have this. You also need to make sure the solenoid can handle PWM as well as methanol. Blaine Carmena Carmena Performance

The short pulsewidth adder table may not help if you are at the point of marginal misfire due to minimum pulsewith. Its more there to keep the fuel calculations consistent when using low pulsewidths. You may be beyond that. Filling that table will only effect a small part of the map. It should have no affect on higher load areas. Save your map beforehand then try it. That way you can always put the old map back in if you dont get the result you want. You will likely have to tweak the fueling a bit in the low load areas where the injectors are approaching their lowest points. Blaine Carmena Carmena Performance

I have some other good logs but they all exceed max file size for upload.

I have been running closed loop idle control for years on a V88 running a Ford Coyote V8. For Idle I am running 2.6 proportional at 20C and 3.2 at 100C. Never a problem with stable idle. That was from all the way back in November 2013. I have included a .llg and a .pcl This log and .pcl was during cam testing so there is only a small portion of idle at the end. At that time I was running .1 in the proprtional settings. Unfortunately I cant currently grab another log as that car was sold and the engine is currently getting swapped into another car. Blaine Carmena Carmena Performance Camsworking.pcl Working Cams.llg

So much yes in this! I would love to see you guys produce one. If its half as good as your ECU's it would still be awesome. Blaine Carmena Carmena Performance

No progress yet. In the process of rebuilding the 13B. The new ECU will be going in towards the middle of next month. I dont foresee major issues with it but will definitely take some R&D time.

I always tune RB26's with TPS as the main fuel load table. I even use it as the main load on the ignition table with a 4d map for boost correction. I find it makes them much snappier. You are getting fairly low in the injector pulsewidth at idle. It is possible that the dynamics of your particular injectors are not consistent enough at that low of a pulsewidth. You could try to change the 1000 rpm cell at 5.8 psi in your Target AF table to 13.8 or so. If its a low pulsewidth issue this may stabilize it a bit. It seems to be maintaining idle fairly well in the log. Blaine Carmena Carmena Performance

The Thunder will support the Coyote just fine. Can you post a scope of your triggers? One common mistake people make on the coyote is wiring the intake cam position sensors with switched 12v. This will kill the sensor. You must use the 8v sensor power from the Link ecu. Posting your trigger log will help determine if this is the issue. Blaine Carmena Carmena Performance I have included a map for you to compare with. It is a Vipec V-Series map so you will need to download the appropriate software to view it but you can compare the settings to your own map. Blaine Carmena Carmena Performance current.pcl

This is where math channels would come in handy.

Thanks for the inputs guys. I have that same vacuum diagram Adam. It is certianly convoluted especially when you look at the rats nest under the plenum. That being said it certainly sounds doable as this car is not using all of the outputs. With the added outputs of an expansion loom I think I could get it going based on Marty's description. I figure if a Power FC can do it the Link should have no problem. I just wanted to make sure it wasnt a hardware limitation before I attempted it. Thanks again guys. Blaine Carmena Carmena Performance