krohelm

I have found that the CAN Lambda is quite sensitive to transient supply dropouts.  The alternative wiring below is in the new CAN Lambda instructions and includes a 22µF capacitor in the supply to the unit.  I have had several CAN lambda units that report faults and the addition of this capacitor has solved the problem every time.  
I think Link should update the online PDF file to make this the recommended setup, as the diagram below seem to only be included with the new CAN Lambda modules.  (IMHO, the addition of the 22µF capacitor inside the CAN Lambda module would solve the problem long term).

 
Regards,
  Richard.
 

Thanks for reporting, you are right, I dont think it was intended to remove the automatic file naming so I have passed this on to engineering. 

No, but windows does.

Applications user address space is physically limited to 2GB for 32bit applications - you can't change this.
I'll +1 the solution to this issue for you.

In the mean time, go to the PC logging setup window, remove all, and only add what you really want to see:

https://www.amazon.com/GlowShift-Female-Sensor-Adapter-Reducer/dp/B00NWZ3TUI
looks like the sort of thing a lot of welding or gas supplies stores would have. Or order one from amazon/ebay.

For my 4age 20v Blacktop I'd like to trigger VVT like the factory ECU, considering ECT, TPS (or maybe mgp) and RPM.  I'm just uncertain about the best way to model this in PCLink with regard to volumetric efficiency.  I think advancing intake cam by 30 crank degrees changes VE - if this is true, what's the right way to account for it in PCLink?  It's a little more complex than just filling in the VE table, since the same throttle position & rpm can have advance or not depending on coolant temperature (and maybe other factors).
I have an aux set to CAM-Switched with a virtual aux condition chained to get a couple more conditions.  Dual Table Mode set to Dual Table, activated by the VVT aux trigger.  The most obvious solution to me is to use the 2nd fuel table and basically tune the engine twice.  Is there a better way to handle triggered-VVT VE shifting on a modeled fueling tune?
4age 20v modeled.pclr

Inputs for this engine:
Digital Inputs
Start Position +12v (can connect throttle closed whenever it's supported by Link as an input for idle control) Analog Inputs
83420-20040 factory engine coolant temp sensor
Which Sensor Type should I use here? Factory inlet air temperature sensor
Which Sensor Type should I use here? Factory MAP sensor
Should I even use this?  I'm basing my tune off of TPS and using the built-in MAP sensor as a BAP "Equation load source".
If I do TPS tune, should I also use "No FP Correction"? Factory TPS sensor
Pretty sure I'll need to just spend a few minutes with a volt meter and get the right values, should be ok. If I need to calibrate these sensors, how do I associate a Cal Table with, e.g., the TP(Main) input?

I have a Lenovo Yoga I use for logging while on the road.  If I lay it down flat, Windows tries to switch to Tablet Mode, which causes PCLink to crash.  Also, it seems returning from Tablet Mode to Laptop Mode causes it to crash usually too.  This is pretty disruptive!
 
As a mitigation, could we get a periodic log file auto-save so I only lose the last, say, 1 minute of logs when PCLink crashes?

Use cal tables 4,5,6 for linear sensors. Your current settings are already linear and correct but it hard to visually see unless you do an interpolation over the top. Once you have your CTC setup you should also be able to Zero out the warm up enrichment table. I only use IAT correction as extra at idle and high Air temp 
 
 

Any reason you have both the charge temp and IAT correction tables active?
If you have a spare injector I can work out its dead time use the LINK injector test feature. 

I see just over 5 KPA pressure drop as an example.  I find the pressure slope of the turbosmart 1200 to be very good, that's what I use. 
 
I would try a better quality fuel pressure regulator and rewire the fuel pump using a realy close to the pump with large gauge wiring.

This is really a limit of using modeled mode with TP as the load reference - it simply cant account for extra air entering the engine from any source but the TP.  If you have a reasonably stable MAP at idle then you will probably get a better result by connecting that, otherwise it will need a change to traditional mode to allow use of the extra compensation tables.
The reason these tables arent available in modeled mode is the whole idea is to base fuel delivery on calculated/predicted airflow.  If you have no way for the ECU to "see" this increased airflow (such as MAP) then modeled mode isnt going to work.

Your AC step table is all blank so there will be no idle up with AC. Your fan only has a .4 increase try increasing both of these.  

Cheers Adam, yeah I am pretty familiar with how the Link does it's base fuel calculations - or at least with how the documentation states it does it, and have been tuning them for a few years now so thus far I think I am reasonably familiar with it though absolutely accept that I don't know EXACTLY how it works so understand I could be incorrect.  All the documentation and logging seem to indicate that the MGP value recommended to be used in the fuel table look up is "MAP - BAP" and that is what I am suggesting isn't ideal.  
Just to be clear here, I'm talking about looking up a value from the fuel table - NOT the fuel calculation done after the fact.  I understand the Fuel=MAP part of the fuel equation later down the line deals with baro etc correction, but if the VE or PW value looked up from the main fuel table in the first place is incorrect then it's just doing good calculations on the wrong data.  Also, I realise that in most cases people probably won't have any real issue - however to show where and how there could/probably would be issue if you are being pedantic I threw together a graph showing how far off the "MGP" look up would be from what it SHOULD be looking up if you had a properly corrected load look up.  
This example assumes a car was tuned on a "typical" day at sealevel, say 1013ish hPa - the X-axis is to show different ambient pressures, each line represents manifold absolute pressure and on the Y-axis you can see the error (+/- x kPa) that the fuel table look up would be for that given MAP and BAP combination.   It shows that in any situation the baro pressure is exactly that every load point will be on point, however the more baro correction involved, the greater the error.  
Unfortunately I don't have the ability to take a car with a Link in it for a drive to Taupo and back to Wellington to get logging to prove the theory, a bit of a shame as timed right this low coming through could really offer some pretty sweet barometric pressures if you were at a decent altitude
I've also attached a screenshot of some code from one of the freely available MoTEC M1 Packages showing they do the same thing as what I am suggesting/requesting.  Obviously, if this change happens this can't be a "fix" as any fuel map done using gauge pressure would need the fuel table to be remapped - it would be a different kind of load option.
Hope this explains what I'm getting at and why, let me know if there is anything clearly wrong with what I'm saying - especially if the Link actually does something to deal with this.   

Cheers 
 

You can only download one log file, but are you aware of the option to overlay a previous log against the one you're looking at? You can then align them as needed so you could look at both engines at once.

You open your first log, then open the 2nd. 
Then go to log file manager and put a tick in the box of the first log. 
Then it will show both. You can hold down mouse button on the time scale at the bottom to align the logs.

Then you could align the "splits" from when engines get turned off/on in order to check the results from each race. 


 

I personally would have powered the lift pump relay from the main fuel pump relay then get rid of the >500RPM condition.  That way the lift pump will at least still "prime" for a few seconds to ensure there is some fuel in the surge tank.  I would have thought if you leave the car sitting for a couple of weeks the fuel will drain out of the surge tank and it will never start...

Sounds like you're overcomplicating it TBH.

Also you dont want it turning on *just* with throttle position as you want to move the cam through the rev range. 
You'll want it to turn on at WOT at some point in rev range (probably 3k onwards) then turn back off again somewhere around peak torque (so probably off again 6-7k)

You can test with your wideband to see which cam setting is best through the rev range. 
So set no advance, do some runs to stabilise your AFR. 
Then turn on the VVT through the rev range, the areas where it now runs leaner (meaning more air is now entering engine) are where you'll want to have VVT turned on. Any areas where it runs richer, you want VVT turned off. (Note: This only applies to full throttle)

Once you have best cam switching rpms set, this happens predictably and consistently. 
So you just need your fuel and ignition maps to represent the VE of which cam position you have at that rpm and load combo. Rathr than having two seperate maps or whatever.

I would leave coolant temp completely out of the equation, it's likely only for emissions reasons that it would avoid introducing more overlap at low ECT. But I would wager that you're not planning on thrashing your car when it's cold anyway. Closed loop lambda correction can fix up the AFRs if you did want to turn VVT off for cold engine.

To visualise the changes that VVT makes, here is an example using airflow meter to datalog my VVTI engine with various cam angles. 

Imagine that in your instance you will only have two possible lines which are 12 and 40.

Peak torque happens on my engine at 6000-6500ish so you can see how pulling cam timing back at this point is beneficial for power past that point.

I would be asking Simon as to why there soldered and not crimped. Crimping tools are not that expensive, the cheap ones worked will on my harnesses.
I can't understand why the power wire has the shield attached to the pin. If it's grounded in the CAN lambda module that will give you issues. 
I'll be pulling my LINK knock block apart to see if it's soldered now. 

I really appreciate you taking the time to offer your thoughts :-).

Is it getting good voltage when power up?

I would use the Link MAP sensor. You will be able to see how stable the signal is once you're ready to run the engine. The fuel pressure regulator is going to be seeing the same MAP reading as the ECU.
Scott

Does the triggerscope show both crank and cam signal?
Under runtime values, are both trig 1 and trig 2 showing a green OK?
Have you unlocked the ecu with the password from your dealer? (will not start without ecu enabled)