tarlo

Hi is there a method to ascertain the logging frequency of channels of an ecu log file retrospectively without the car/ecu? Also does the software have he ability to show the logging points on the plot so you can work out what points are interpolated between with dots ?

Hi All I have recently increased the boost levels on my RB30. Prior to this the car was running approximately 22 psi and was fine. When i increased the boost to 25psi i started getting ignition breakdown. The plugs i was previously running were a BCR8ES gapped to 0.5mm. I tried increasing dwell from 3.5ms to 4ms on my coils and this did not help. instead of gapping the plugs smaller i decided to try an unresisted plug R5671A-8 gapped at the same 0.5mm This resulted in no breakdown untill 30psi but were alot better. When checking the logs i noticed something on my speed trend. Every now and then when under boost i would get big jumps in my speed. I went back through old logs and with the resisted plug this was not occurring. I assume this is due to the increased noise associated with the unresisted plugs, but should i be concerned? My current thoughts are to go back to the resisted plugs and run a smaller gap 0.45mm to be on the safe side. any advice would be greatly apricated Thanks Matt sorry i forgot to mention the coils are Toyota 7mgte wasted spark dumb coils

Hi Rbr31 Is the plug in and play ecu in a VL or R31? I have put quite a few of these in VLs and one in an R31 If its in an R31 from memory with my dads car (R31) we had to change one pin at ecu end. We may have cut and soldered one wire but it was a long time ago and my memory is failing me as to exactly what we did however it was definitely related to fuel pump triggering. have a read of this https://wiki.r31skylineclub.com/index.php/VLT_ECU_into_R31 Matt

His Adam thanks for the quick reply. Just before I change it are you 100% sure we performed a trigger scope from stationary engine and it went positive before negative? Maybe we miss interpreted the scope. What is the best way to be sure? Also how do I view the trigger scope log retrospectively

Hi Link I am having some trigger issues on an intech 4.0L ford motor. It runs fine but when starting and sometimes at very low RPM it gets a weird double spike from 700ish rpm to 8k-12k depending on the logs. It usually settles down and then runs fine. It rarely has any issues when driving mainly when starting. I spoke to Simon today and he told me to have a look at the arming voltages for trigger 2. I have adjusted them up gradually (step by step) until it didn't run and it made no difference from the logs. I then tried adding some filtering to trigger 2 and the subsequently trigger 1. This seemed to make it a little bit less prevalent but still happened 50% of starts. I left it on level 2 as this seemed to be a reasonable improvement. I have attached the tune, and a trigger scope. and here is the link to one drive for the log (to big to attach in forum) Do you have any advice? Regards Matt Trigger Scope Log 2022-08-9 7;35;52 pm.llg jesse as left 6.8.22.pclr

Hi Link I was just setting up a tune offline for mates g4+ extreme and noticed it only has 3 virtual auxiliaries as opposed to my fury which has 8. His firmware is not as up to date as mine is that why or does the extreme only have 3? Thanks Matt

thanks alot adam

Hi Adam I was on the phone to tech support and they suggested contact you on the forum. I am trying to communicate via can between link and a racelogic Vbox (lite version) The Vbox uses references files you can download from their website but they don't have for link. You can manually enter in the can details in the Vbox (see below) I have gone through the link help file and have looked at the information provided for the generic dash, but I am unsure of some of the correct settings. I think I am ok with the name, units, minimum, maximum, std/xtd and data type but all others i am not to sure. Are you able to help? If you could provide the info for generic dash TPS that would be great as i would like to start with that one for ease of testing. Thanks Matt

Hi Orlando I only just saw your reply. If your still interested let me know. I have changed the bottle to a soda stream bottle now as the 1kg bottle was a bit big. Car is now used for circuit racing and co2 has been very effective. The main things I have found that are necessary are the needle and seat valves particularly for exhausting (smooths out pressure fluctuations) And it is also necessary to account for the non-linearity of the Mac valve duty cycle. I did this by setting up the boost control to run off the TPS (tps vs duty cycle in a gp pwm table) when the engine was not running and monitoring the waste gate hat pressure while opening throttle. I found a small dead band and then a non linear increase. With this you can then map your duty cycle to suit.

i just had a look i think i have the column headings and cells inverted. the negative signed value was just coincidental. thanks

Hi The g4+ software is glitchy when running at higher screen resolutions (see attached). This issue resolves itself when you change the screen resolution but is there any other way to fix it (settings in software)?

Hi I have a KTY83 air temp sensors in my car and i have one post turbo. the link map only goes as high as 150 degrees and i found it was exceeding this. I got the data sheet and created a custom cal table for the sensor with value that went up to 175 (the values match link's cal file for other values). When i return to the tuning screen the value is correct but negatively signed. Is there something happening in the background? Perhaps associated with the unusual PTC sensor i am using compared to the more common NTC. Regards Matt

Hi Adam I am glad the Vl link has retained the peak and hold. It is disappointing to lose peak and hold functionality on the wire in Ecus particularly the high end versions like fury and extreme, especially with 2400 Siemens being arguably the best injectors on the market.

Why not? Is this a soon to be added addition? This seems like quite a downgrade. Also I just put a Vl link g4x in a car with low impedance injectors as the Vl comes with them from factory and the old plugins were capable. Is this still the case?

Hi I have been considering upgrading from my g4+ Fury to g4x fury however I noticed on the ecu comparison chart it says the g4x fury does not feature peak and hold injection. Is that correct?

Yesterday I installed a turbo speed sensor and upon completion found the sensor did not output any signal when idling. As I have a fury I have connected the sensor to a transducer to convert frequency to 0-5v. the transducer showed no input so I connected the sensor to an oscilloscope and found that the output just sat at 5v. I wired the sensor as per the picture attached. The sensor is a TE jaquet https://www.te.com/commerce/DocumentDelivery/DDEController?Action=showdoc&DocId=Data+SheetHMS_5_DSE_0805A1pdfEnglishENG_DS_HMS_5_DSE_0805_A1.pdfCAT-SPS0002 On the data sheet it states the sensor the detection range starts at 5000 rpm so I'm theorising I am not getting enough speed at idle to trigger the sensor to output a square wave. The car isn't in a state where I can drive it or rev it so I was wondering if anybody has come across this issue before . Matt

I found the issue with bench testing. the valve guide has worn and air is leaking past acting like a bleed off boost controller. I by chance have a brand new 48mm progate in a box so I’ll swap it and confirm

Darn maybe I need to buy another rear housing thanks adam. It must be much more critical in the housing than in the manifold, as I have used a Manifold like this before with the same wastegate and the angle is actually the opposite direction to the flow and never had dramas.

Hi all not really a link ecu question just a general turbo question. I have my wastegate welded into turbo housing rather than in manifold and it is struggling to control boost, runs 30psi on 21 psi spring and 23 on 14psi spring. Gate is 48mm progate Turbosmart and turbo is 6870 precision. I’m thinking maybe the pipe angle won’t support wastegate flow maybe. Had same setup on previous turbo gt42 and worked fine. Wastegate line disconnected in photos as I was checking it and the boost t to make sure they weren’t blocked etc.

Oh yeah i see what you mean. The same result could be achieved by different duty cycles and a constant CO2 pressure with the link yeah? in fact that is generally how i run mine most of the time i just use a trim pot to set the duty cycle. I i don't quite see how the controller could be more precise at controlling boost without actually referencing the variable its controlling? it wouldn't be able to account for variances like pressure in the exhaust manifold that would slightly affect the waste gate valve or changes in barometric pressure. I would imagine a well tuned pid referencing inlet manifold pressure would out perform a duty cycle/pressure in top hat of wastegate based system at maintaining target accuracy. What are your thoughts Adam? also i don't mean this in a disrespectful way i really like to discuss stuff like this and brainstorm different ways of attacking problems.

thats interesting.... If you were controlling pressure on either side of the diaphragm you would still need to reference map in the controller to as to see the target yeah? Or does the controller just view/control the pressure in the top of the gate not the bottom and the inlet still acts on that?

pheonix what does your cam sensor look like? i had an early ross setup with the curved teeth on the balancer and i had the below style of cam trigger circle with slots. they now run the square tooth crank and the cam is a key hole shaped thing. the earlier cam trigger caused issues due to the balance hole causing false triggering. Ross were very good about the whole thing as they were not the owners back when these were produced but looked after me with replacement parts. I also found the sensors ultra sensitive to gap if you are to close to the pickup it will cause trigger errors at high rpm. I also moved from the honeywell gt101 to the cherry version was recommended by various people although i never had any issues with the honeywell the cherry is supposedly better suited to the application than the honeywell. i attached a pic of the trigger picking up the balance hole for your reference also.

That sounds like an expensive way to achieve the same result. That's exactly what i am doing except you dont need two mac valves just one you can run as small a spring as you like. You dont need feedback from the top of the gate you want to control boost in the manifold not specifically pressure in the waste gate top hat. You use a PID in the ecu and the co2 and you can set boost vs time, speed or whatever you like and achieve the same result maybe even better as the boost is referenced from the manifold not pressure differential on the diaphragm of the gate. the main advantage with the system your describing i would imagine will be less co2 used. However i use the car for track work and haven't been through a bottle of co2 yet. I would think you would get years out of a drag car providing you use needle and seat valves.

I would love in the future if you could step up virtual logic to be programmable perhaps in function block or text with Boolean (and and or if etc) to allow lots of flexability to the end user. the virtuals are great but can be limiting. Thanks

i have co2 boost control on my skyline using the fury to control it. I just use a 1kg co2 bottle with a 3 pot mac valve it works really well however i needed to use pneumatic needle and seat valves to get it smooth which also saves co2 they were about $10 from a air plant shop. Can run a 3psi spring and achieve 40psi can do nice boost vs speed tables etc awesome for track. If you need any info let me know and ill email you pics