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Gctech

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  1. Gctech

    FK8 Type R control

    Yes that is what I was thinking, I have access to a stock one so i'll take a scope of cams with crank , I been also sniffing CAN to be able to get Dash and AC functional , do you know approximately when the Di4 controller will be available ? thanks
  2. Gctech

    FK8 Type R control

    That I can do , camshaft has 4 lobe for the fuel pump dual vvt 4 window cam hall sensors with a 60-2 crank other than that nothing special
  3. Gctech

    FK8 Type R control

    Would Voodoo be able to run K20c Di engine it uses I think a Bosch hpfp unit , and when is the Di Driver 4 will be available for purchase thanks
  4. Gctech

    c6 corvette

    Is CAN supported for this C6 Corvette? thanks
  5. Would a new voodoo be able to control VW di and hpfp on 1-2g ea888 tsi engines using the new di control box?
  6. Yes I have one test car 2018 sti fully built just chilling on cobb right now and a happy christmas tree on the dash lol, with the pin out and the usdm pin out I was going make a repin diagram to use v11 and get rolling this car need power
  7. Im in the market for a PnP for a 2018 Sti but is USDM, the notes on link website said 2015+ Euro Jdm markets are supported, according to what I researched the CAN is the same global for this vehicle ecu pin changes, do anyone here has the Euro/Jdm ecu pin out that way I can see what it would it be involved to make this work, is a high power car and as everyone knows Cobb and Ecutek fo US market is crippled. Syvecs offers a unit but they mention I would need to make my own jumper harness to make it work, since Im already a Link dealer and tuner might as well give it a go. thank you
  8. Fuel is 93oct, if im not mistaken he uses n-Heptane C7H16 fluid
  9. Here is Calibration and datalog with data changed as suggested, idle 1-5 gear cruise and wot pull on 5th notice VE number are higher I set them that way to see how much I need to increase VE to properly set flow, now it sits at 1100cc. the part that does not quite make sense to me is idling at 70-80 VE numbers when mostly i am used to see anything from 40-60 max. Does VE actually represent the volumetric efficiency in terms of percentage or this is an arbitrary number that should now be paid attention to as long fueling is on target? If I put data to 1400cc I will need to bump VE close to 150 of which is the maximum number that is a red flag in my books Turbo 1400cc Fuel1 injectors psr 3582 v1.04.pclx link for data log could not attached it https://www.dropbox.com/scl/fi/x8k91pqec2prdwhle2pqv/Test-with-iat-corr-off-deat-time-axis-fixed-fp-calibration.llgx?rlkey=nr6qaddf8w32g2ean9zbfgpsu&dl=0
  10. just have some time to get back on this , had some transmission issues anyway I put her on the dyno here are the new generated calibration and data log dyno WG spring pressure.llgx Turbo 1400cc Fuel1 injectors psr 3582 v1.02.pclx
  11. Hello Guys So the problem is as follows PnP Link K20 running 1400cc injectors , when I input the data on all injector setup tables flow , offset , low ipw etc, I can not get the vehicle to idle with proper lambda very lean, even if I max out VE table wont do it, only way I can get to fuel is by decreasing injector flow to 300cc. I contact US support since im a dealer and Scot and Jose took a look and they can not pin point as what the cause could be, figure i'll post the issue and file here hopefully is something simple I overlooked, All link ecus we tune are on Modelled never had a similar issue. Thanks Turbo 1400cc Fuel1 injectors psr 3582 v1.01.pclx
  12. Gctech

    MXG Strada dash

    Are These are exactly the same as AiM MXG, meaning They can work with a wide range of other ECUs ? Or is this dash specific for Link’s ECUs?
  13. Im working on PnP kit for a 2005 dodge srt4 I have sniff and define all Bus PCI communication for Dash,ABS,AC communication like RPM,Speed,Temp,TPS just to name few , now this system is a SAE J1850 VPW, an transmits data at 10.4 KBps, Can any of the G4X units able to transmit in that low rate? thanks A brief description of how the Bus PCI system works; Introduced in 1998, replaced CCD as a Body Protocol. A vehicle will have either CCD or PCI, not both and PCI is a Single Wire Network. PCI Bus Speed 10.4 kbps and can support up to 32 modules or nodes. It is used as a global OBD-II scan tool interface. PCI Bus A PCI bus shorted to power or ground will cause a total loss of bus communications A loss of power or ground to an individual node should not affect bus communication. Only that module should be effected. However, an open ground could cause a back feed of voltage to the rest of the bus, potentially interrupting communication to the whole bus. Resistance values determine the module’s dominance on the bus. The lower the resistance, the higher the priority of the module. PCM 1000 ohms SKIM, ABS, SIR, EVIC 10,500 ohms DLC 11,000 ohms These are typical values and should not be used for actual diagnosis. Actual specifications can be found in your service information system. Here are some tips to remember when testing these PCI circuits. Some applications use conventional splices to connect modules to the bus Splices can be located anywhere on the vehicle In some applications, the BCM acts as a hub for the bus Unplugging BCM connectors can help isolate problem modules Some applications use a Diagnostic Junction Port (DJP) Acts as a centralized splice for the bus Every module connected to the DJP can be diagnosed from this location 1. Frame 2. Start of Frame 3. Header Message 4. Data Byte(s) 5. CRC Byte 6. In Frame Response bytes 7. End of Frame Each module can transmit and receive data simultaneously. A PCI Bus message typically has the following four components: Message Header - Is one to three bytes in length. This contains the message type and length, priority, target module(s) and sending module Data Byte(s) - This is the message that is being sent Cyclic Redundancy Check (CRC) Byte - This byte is used to detect errors during message transmission In-Frame Response Byte(s) - If a response is required from the target module(s), it can be sent during this frame The PCI bus on which we’re focused in this article replaced Chrysler’s earlier two-wire CCD network, which communicates at slightly less than 8 Kbps. The PCI is a one-wire network (usually a yellow wire with a purple stripe or vice versa) that utilizes the slower of the two SAE J1850 protocols (about 10.4 Kbps) switching between low and high voltage levels to generate signals. PCI bus low voltage is around zero volts, and high voltage is around 7.5 volts (half of charging system voltage). The low and high voltage levels on a PCI bus are generated by means of variable-pulse width modulation to form signals of varying length (see illustration). Each up or down square is a “bit,” and the bus can communicate with up to 10,400 of these pulses every second. It’s almost insulting to share the obvious fact that you can’t measure these signals with a meter; use a good fast O-scope set to the 20 volt scale reading in milleseconds. If the bus is shorted to power or ground, the scope trace will tell the tale with a dead flatline, either at 12 or 0 volts. PCI Bus messaging uses Variable Pulse Width Modulation (VPWM). What that means is that both the state of the bus and the width of the pulse are used to encode bit information. A zero"bit is defined as a short low pulse or long high pulse. A one bit is defined as a long low pulse or a short high pulse. A byte is a series of bits. Imagine bits as letters that make up words and bytes as words that make up a message.
  14. So none of the G4+ have support for Dodge 2.4 crank/cam patterns?
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