g4 xtreme vs g4+xtreme

[Steve Bull]

Hi,

Whats the main advantages of the new ecu compared to the old one. Can it use the same ecu plugs (A,B) Is there any base maps for the 1uzfe engine.

[Simon]

This is the list of all differences firmware wise

ECU Firmware Version Information

 

Important Note

·	Changing firmware versions may cause an "ECU is in Safe Mode" warning after power is cycled.  This is normal and OK.  Do as the message instructs and perform a store.  Next time the ECUs power is cycled this message will be gone.

 

G4+ Firmware Version 5.6.3.3185 - 24-08-16

 

New Features

·	GP Timer can now be reset on a input transition.

·	Gearshift engine cut can now be selected as ignition or fuel.

 

Changes

·	Idle Ignition Table is now interpolated in 0.1 degree steps.

·	Recalibration for ECU temperature below -10 degrees C.

·	RPM and MAP Limits Ignition Trim range is increased to -20 degrees.

·	Add Toggle switch mode to Traction Control Disable Switch.

 

Fixes

·	Corrected Modelled fuel equation when BAP is used as load. WARNING:  If previously tuned using BAP as load, a retune will be required.

·	When using  Group/Staged injection mode with modelled fuel equation the secondary injectors gave 0.2ms pulse when locked-out.

·	Boost Wastegate Duty Trim Table was being corrupted on Link G4+ Force GDI ECUs.

·	Wasted Spark ignition now works on Ford BA XR6 trigger mode.

·	Half sync starting now drives all ignition outputs on Ford BA XR6 trigger mode.

·	Speedo Out now works on Aux 17 - 20.

·	Lock Timing switch now works on DI9 & DI10.

·	Fuel cuts now work if injector duty cycle is 100%.

·	DI5 status is now updated is set to Traction Disable.

 

 

G4+ Firmware Version 5.6.2.3113 - 22-06-16

 

Changes

·	Two extra Auxiliary outputs added to the Link G4+ Force GDI ECU.

 

Fixes

·	Fan Idle Trim now zeroed above 2000 rpm.

·	When ISC stepper motor is set as reset key-off, it now holds its reset position while hold power is active.

·	Fuel Pressure now being being updated on  Thunder  ECUs when any ANV12-16 inputs are set.

·	Fury Internal Lambda now updates Lambda Average correctly.

·	DI2 Start Position now showing Level setting correctly.

·	Improvements to better support high tooth count triggers.

 

G4+ Firmware Version 5.6.1.3082 - 31-05-16

 

New Features

·	Support added for the Link G4+ Force GDI ECU.

·	Added GDI Pump Control functionality (available only on GDI specific ECUs).

·	Added Closed Loop Fuel Pump Speed Control mode.

·	Added Open Loop Fuel Pump Speed Control mode.

·	Added MAP Sensor calibrations for eight common Bosch sensors and new Link sensors.

·	Added Oil Pressure, Fuel Pressure, Oil Temperature, % Fuel Cut, % Ign Cut, Exhaust Pressure, ECU Temperature and Altitude as table axis options.

·	Added built in CAN streams for Link CAN-Lambda.

·	Ford BA and Toyota 2GR-FE trigger modes have been revised to allow the engine to start on wasted spark and group fuel then switch to sequential for improved starting.

·	Added Thermocouple 1 and Thermocouple 2 on EGT11 and EGT 21 OBD PIDs.

·	Made so fault codes can be cleared by holding throttle position above 80% for 10 seconds at key on and engine stalled.

·	Added Lock Timing Digital Input function to allow adjustment of base timing without PCLink.

·	Added calibrations for Honda air and water temperature sensors.

 

Changes

·	Int. Lambda xxx parameters have been renamed to just Lambda xxx as can be written to by external module.

·	Under some conditions during fuel cut limiting short injector pulses of 0.2ms could occur.  This would only cause issues on GDI type injectors.

·	Maximum MAP Limit has been increased from 500 kPa to 1000 kPa.

·	Differential fuel pressure now calculates with 1 kPa resolution instead of 5 kPa and the range is extended.

·	Increased the amount of ignition retard allowed in speed limit for pit lane speed control.

·	Added Lambda 3-8 to Lambda Average.

 

Fixes

·	Lambda Average did not include analog Lambda 1 at times.

·	Plug-ins now show tables 21 - 30.

·	Changed VVT solenoid control to become active when engine started, previously waited until speed lockout reached.

·	Exclude internal Lambda from Lambda Average when status is not "operating".

·	ECT Ign Trim parameter would flicker between the table number and zero when the engine was stalled.

·	Inconsistent display of data from Trigger Scope on Thunder ECUs.

·	FP Speed (%DC) has been changed to a numerical parameter to display actual fuel pump control duty cycle.

·	Fixed support processor firmware update not completing correctly on Thunder ECUs some time.

·	MAP Limit did not change its units, was always in kPa.

·	Changed Holden V6 Alloytec II VVTi trigger first sync to reduce errors.

·	Fix idle speed control RPM lockout sometimes not being applied correctly.

·	Fixed Nissan VQ30 triggers occasionally missing the sync point.

 

G4+ Firmware Version 5.5.7.2969 - 01-03-16

 

Fixes

·	Rotor 2 Ignition timing was incorrect preventing engine starting.  Problem introduced in V5.5.4.

·	Cruise Control did not work correctly if an An Volt input was used for cruise switches (broken since 5.4.1).

·	Traction Control Threshold tables were not allocated when offline.

 

G4+ Firmware Version 5.5.6.2926 - 05-02-16

 

New Features

·	Idle Control Improvements:

·	Added option to have 3D idle base position table and 3D idle target trim table.  Allows for setups that adjust idle target RPM according to engine running time and vehicle speed. NOTE:  Check these tables are not turned on after a firmware update.

·	Added idle speed lockout setting. NOTE:  Check this setting after a firmware update.  Note that 2kph was the default setting before.

·	Idle Target Table is now interpolated between cells.

·	Added Idle Target as axis option.

·	Added Neutral/Park idle step setting.   NOTE:  Set to zero if not using.

·	Added text labels for Analog Calibrations

·	Added AEM X-Series UEGO gauge calibrations for analog input and CAN.

·	Added parameters for Lambda 3 to Lambda 8.

·	Added Lambda 3-8 as table axis options.

 

Fixes

·	Gate position was incorrect on dash display Yamaha FZ plug in ECU.

·	Ignition IAT Trim did not work if IAT was wired to an An Volt input.  OK if wired to an An Temp input.

G4+ Firmware Version 5.5.5.2876 - 14-12-15

 

New Features

·	ECU logging has been increased to allow up to 100 parameters.   NOTE:  Make sure after firmware update that ECU logged parameters are selected as needed or ECU logging is turned off.

·	Trigger decoding using MAP syncing for Polaris RZR XP Turbo.

·	Touch start Starter Control mode now stops the engine when the start button is pressed while the engine is running.

 

Changes

·	ECT when used as a table axis now has a maximum of 200 deg C, was 150 deg C.

 

Fixes

·	Ignition 4D and 5D tables could have a math error causing a timing value of -100 degrees to be used if a table value of 14.0 or greater was used.  This problem was introduced in firmware V5.5.1.

·	Ethanol Sensor did not always read temperature correctly when used on DI 7 or DI 8.

·	RF Wheel Speed was recorded by ECU logging as LR Wheel Speed and vice versa.

·	Table axis setup and init axis did not work correctly for RF and LR Wheel Speeds.

·	Start/Stop Starter Control Mode did not always stop the engine when used in conjunction with ECU Hold Power.

 

G4+ Firmware Version 5.5.4.2848 - 30-11-15

 

New Features

·	Engine Running Time and Engine Cycle Count parameters added.  Also added as axis option and general purpose switching condition.

·	Bosch 4 Bar MAP sensor calibration added.

·	Traction Control can now have 2D or 3D Slip Target tables. NOTE:  If used, these tables must be checked and corrected after a firmware update.

·	Acceleration parameter (based on rate of change of speed) and Acceleration Source setting added.  Acceleration also added as a table axis option and general purpose switching condition.

·	Aux Outputs configured as GP PWM can now have an optional frequency table to allow an adjustable frequency output. NOTE:  If GP PWM is used, the Frequency Mode for each channel must be set to Constant to keep operating as before.

 

Changes

·	Internal Lambda Control now only operates when the engine is running (above 400 RPM) rather than when the engine is turning (above 0 RPM).  This is to ensure the engine is running before starting sensor heating rather than starting during cranking.

 

Fixes

·	Single rotor engine could not be configured.

·	Possible error when an An Volt input is selected to Lambda 1.

·	Aux 19 Test PWM did not work correctly if EThrottle 2 had been enabled.

·	Large changes keyboard press did not work on allocated tables.

·	Frequency was not always visible for Aux Outputs configured as FP Speed.

 

G4+ Firmware Version 5.5.3.2802 - 06-11-15

 

New Features

·

The number of idle up steps (or percent duty cycle) used when ISC goes into hold mode is now adjustable.  This is effectively ISC "Dash pot" adjustment.  Previously it was fixed to 2% for solenoid ISC and 10 steps for stepper ISC. NOTE:  If used, these tables must be checked and corrected after a firmware update.

·	Traction Disable Switch can now be written to over CAN.

·	When using Mini OEM CAN mode, the DSC button is now assigned to Traction Disable Switch.

 

Changes

·	Gear Shift Control - Shift Throttle Trim tables have been changed to allow up to 100% throttle blip (was 50%). NOTE:  If used, these tables must be checked and corrected after a firmware update.

 

Fixes

·	Internal Lambda Control could incorrectly show Error 4 on Thunder ECUs.

·	Boost P, I and D gain parameters could read incorrectly above 25%.

 

G4+ Firmware Version 5.5.2.2785 - 29-10-15

 

New Features

·	Closed loop fuel pump speed control.  Used for controlling fuel pressure by varying pump duty cycle on vehicles where no fuel pressure regulator is fitted.

 

Changes

·	Decreased minimum ignition angle to -100 degrees in Ignition Table 1 and Ignition Table 2.

 

Fixes

·	Individual rotor knock detection did not work when Ignition Mode was set to Rotary - Leading Wasted.

·	Aux 9 Polarity setting only had a Low option.

·	Some Aux 10 functions did not work correctly after a power cycle.

·	Ignition calculation errors could occur if trying to calculate ignition timing more than 100 degrees BTDC.

·	Launch Control table allocation did not work correctly when not connected to an ECU.

·	Support processor status showed as Device Not Found after a file was loaded into ECU, support processor was still functioning correctly.

 

G4+ Firmware Version 5.5.1.2749 - 07-10-15

 

New Features

·	Added support for the Link G4+ Thunder ECU.  Including:

·	Thermocouple inputs 1 and 2

·	Main Relay Output and Ignition Switch Input

·	An Volt Inputs 13-16

·	Digital Inputs 11-16

·	3 Axis Accelerometer

·	Internal Lambda 1 and 2

·	Aux Ouput 11-20

·	EThrottle 2

·	Added Instantaneous Fuel Consumption as an axis option.

·	Accelerator Position (AP) inputs can now come in over CAN and includes CAN update rate error checking.

·	Added Battery Voltage as GP Output switching condition.

·	Added 3D MAP and RPM Limit options. Note:  Make sure to check the right option is selected after a firmware update.

·	Added Lambda Target as a table axis option.

·	Improved CLL to make use of Internal Lambda 2 status information.

·	Calibration settings for Electronic Throttle position sensors has been unlocked so it can be entered directly rather than using the automatic calibration options.

·	Introduced a new Max Frequency setting to the Speedo Out function.

·	Introduced a new RPM Lockout setting to the Intercooler Spray function.

·	Some ignition correction tables (eg IAT Trim, ECT Trim, 4D and 5D) only interpolated to 0.5 degree resolution.  Now interpolate to 0.1 degree resolution.  Main Ignition table and Dual/Overlay table have always interpolated to 0.1 degree resolution.

·	Added RPM as an axis option on the Staged Injection table.

·	Internal Lambda on the Link G4+ Fury and Thunder ECUs can now display down to 0.67 Lambda.

·	Added Fuel per Cyl as a table axis option.

 

Changes

·	"Foot" has been renamed to "Accelerator".  This applies to all Foot Position, FP and FPS.  Now called Accelerator Position, AP and APS.

·	Accelerator Position, EThrottle 1 and EThrottle 2 settings have been restructured.

·	An Volt Fault Settings have been moved into their respective An Volt setup rather than all in their own list.

·	Fault values for TP and AP volt inputs have changed from a percentage to volt value. Note:  Make sure to check these after a firmware update.

·	Renamed the function setting for An Volt channels from An Volt #x to Function.

·	Restructured the Runtime View window to allow display of all new IO.  Added a General tab for common engine information.

·	The Limits category in the ECU settings tree has been renamed to Engine Protection.  All functionality remains identical.

·	Renamed g Fuel/Cyl to Fuel per Cyl.  Renamed g Air/Cyl to Air per Cyl.

 

Fixes

·	Large change did not work on secondary injection table.

·	Gear Ratio Table did not update in PCLink during automatic gear detection (but otherwise worked fine).

·	Traction Light was not available on Aux-Ign 5-8 and Aux-Inj 5-8.

·	ECU Hold Power and Blip Solenoid Auxiliary Output options did not have a polarity setting visible on all outputs.

·	Custom Cal Tables used on An Temp inputs could read out by 50.

·	A Data Page 95 error could occur.  Problem was introduced in V5.4.0.

·	Traction disable switch did not work on DI 9 to 16.

·	ECU needed to be re-started to apply new CAN setup when a pcl file was loaded into the ECU.

·	CAN1 Error Counters counted up when there were CAN 2 faults.

·	Link G4+ Storm ECUs did not report correct support processor version number.

·	ECU logging did not restart if the key was turned off and then back on before ECU Hold Power (Keep Alive) shut the ECU down.

·	Traction control did not work if slip exceeded 3275%.

·	Idle PW Adders (AC Fuel Trim, Eng Fan Trim, Drive Fuel Trim) were updated but not used when in Modeled fuel equation modes.  Now are always zeroed in Modeled modes.

 

G4+ Firmware Version 5.4.5.2726 - 09-09-15

 

New Features

·	Final support added for Link G4+ Storm (Black) ECU.

 

G4+ Firmware Version 5.4.4.2689 - 12-08-15

 

Fixes

·	Improvements to Yamaha RiDE control used on some power sports plugin ECUs.

·	Stepper Calibration setting was not visible for Rotary Oil Pump control or Closed Loop Stepper control.

 

G4+ Firmware Version 5.4.3.2630 - 09-07-15

 

New Features

·	Toyota 1FZ trigger decoding mode.

·	RiDE braking control for Yamaha FZ plug in ECUs.  Added RPS Analog Input options.

 

Fixes

·	Improvements to internal ECU self test commands used during production testing.

·	G4+ Fury ECUs could report incorrect error codes for internal wideband control.  This was not an issue during normal sensor operation.

·	DI 11 did not work on G4+ Plug In ECUs.  Also requires support processor firmware revision 3.

·	Idle fan step has not worked since V5.0.4.

 

G4+ Firmware Version 5.4.1.2482 - 30-04-15

 

New Features

·	Removed ECU feature unlocking.  ECUs will now have feature sets as per the firmware 5.4.1 feature differentiation chart.  Note, ECUs are still shipped as locked and need to be enabled but all previously purchasable features will become enabled after this firmware update.

·	Added support for Link G4+ Storm Black and Xtreme Black ECUs.

·	Extended ECU Hold Power functionality to allow the ECU to remain powered for a preset time after the key is turned off. Note:  This feature will need its settings configured after a firmware update.

 

Changes

·	Tidy up to naming and spelling for many settings and tables.

 

Fixes

·	CAM Level sync mode did not always work correctly when there were multiple cam teeth.

·	ECU statistics had incorrect naming on Speed Limit and Max. Inj. PW stats.

·	Data Page 95 Error - This warning incorrectly displayed an error but did not cause any issues.

 

G4+ Firmware Version 5.4.0.2442 - 09-04-15

 

New Features

·	Added support for the G4+ Fury ECU.  This includes Internal Wideband Lambda Sensor Control used on these ECUs.

·	Added two more general purpose Timers (Timer 3 and Timer 4).

·	Added Nissan Micra HR16DE Trigger Decoding.

·	Added CAN stream for DIYAutoTune CAN-EGT.

 

Changes

·	GP PWM Tables have been renamed from GP AUX PWMx to Aux x GP PWM.

·	Closed Loop Lambda (CLL) now considers the status of Internal Lambda Control if used to disable CLL upon sensor faults.

·	CLL is now disabled when launch control is active.

·	Improved resolution of linear sensor calibrations (Cal 4, Cal 5 and Cal 6).

·	Instantaneous fuel consumption has changed from units of l/h to cc/min.

 

Fixes

·	If negative numbers were used for Idle Fuel Trims a math error could result in incorrect injector pulse width.

·	Gear Position Sensor could not be selected on An Volt 9.

·	Lambda Average did not calculate when Internal Lambda Sensor control was used.

·	A rare issue that could cause trigger errors under the following conditions:  High tooth count triggering (eg 36-60 tooth) and high cylinder count (eg 6 plus cylinders) and sequential injection mode and using traditional fuel equation mode and injection effective pulse width less than 4ms.

 

G4+ Firmware Version 5.3.1.2359 - 09-02-15

 

New Features

·	Input Shaft Speed and Clutch/Torque Converter Slip calculation for display and logging.

 

Changes

·	Ethanol sensor function now forces the digital input's active edge to falling.

 

Fixes

·	ECU would disconnect from PCLink as soon as trigger signals were received on Suzuki K6A and Suzuki J20A trigger modes

·	Under some circumstances, Post Start Enrichment did not use the correct Post Start Decay Time after ECU power up, the correct time was used on following starts. NOTE:  Cold start tuning must be checked.

·	Under some circumstances, Post Start Enrichment did not use the correct Post Start Hold Time after ECU power up, the correct time was used on following starts. NOTE:  Cold start tuning must be checked.

·	When the AC Control high and low pressure lockout was breached the AC Status read 'Clutch delay' instead of 'OFF'.

·	Tacho settings were not visible unless the Tacho function was assigned to an auxiliary injection or ignition channel.  The same applied for Speedo Out settings.

 

G4+ Firmware Version 5.3.0.2277 - 17-12-14

 

New Features

·

Gear Shift Control - A completely new fully configurable system for managing gear shift torque reduction/increase.  Gear Shift Control has provision for the use of strain gauge sensor levers, gear barrel position sensors or digital inputs.  Provision has been made for all setups from a simple clutch switch to full closed loop shifting on sequential gearboxes.  Different settings are provided per gear and detection of up/down and driven/overrun shifts.  Full functionality of the previous Gear Cut Control feature can be achieved for when upgrading.

·	Traction Control - Closed loop torque reduction to control wheel slip percentage.

·	Launch Control Latched Launch RPM Mode - Allows a rolling launch or stationary launch where at the press of a button the current RPM is latched in and held at that RPM until the button is released.

·	Multiple VVT Tables - Up to three inlet and exhaust position target tables are now available.

·	Improved Rotary RPM Limiting - New limiting mode reduces exhaust temperatures. Note:  Make sure to retest any features using limiting on rotary engines.

·	More Calibration Tables - New calibration tables 7, 8, 9 and 10.  These allow editing of both the input and output values.

·	BA Falcon OEM CAN mode.  Provides basic CAN functionality for the Ford BA Falcon (manual only).

·	ECU Temperature has been added as an option for general purpose switching conditions.

·	Analog Volt Input 12 has now been enabled for plug in ECUs.

·	ECU Logging can be activated by a CAN Digital Input.

·	Oil Pressure and Fuel Pressure parameters can be written to over CAN.

·	Added Overrun Fuel Cut Torque Introduction Time setting to allow adjustment of the rate of fuel and timing removal/introduction.

·	Analog Input option for Gear Lever Force for use with 0-5V strain gauge type gear levers.

·	Throttle Blip auxiliary output option added for use with air bleed solenoids or throttle pushers.

 

Changes

·	Short Pulse Width Adder tables can now accept negative numbers.  This is required for some injectors (eg ID 1300). NOTE:  These tables must be set up again after a firmware update.  Set to all 0 if not using.

·	Anti-lag ignition retard tables when in percent mode can no longer have positive values entered.

·	Engine Fan 1 and 3 On Temperature maximum has been increased from 110 to 150 degrees.

·	Overrun TP/AP Lockout minimum has been reduced from 0.4 to 0.1 %.

·	Trailing ignition split maximum has been increased to 40 degrees.

·	Tacho, Intercooler Spray and Fuel Pump Speed Control settings have been moved to their own settings menu under Auxiliary Outputs.

·	Digital Input Ignition option has now been renamed to Ignition Switch.

 

Fixes

·	When writing to wheel speed from CAN, Left Rear and Right Front were opposite.

·	Improvements to Ford BA Falcon trigger decoding at high RPM.

·	CAN communications speed has been improved to allow the ECU to handle a much higher rate of received data.

·	The general purpose switching conditions for Ignition Cut % and Fuel Cut % did not work correctly.

·	Closed Loop Lambda when in wideband mode did not use the exact crossover point for hysteresis.

·	Lambda 1 and Lambda 2 when written to by CAN will be used in the Lambda Average calculation correctly.

·	Daihatsu Copen trigger mode did not work correctly above 4000 RPM.

·	Shift Light function did not work if no gear detection was set up (ie did not work when gear was zero).

·	Power Steering Switch when used on an Analog Input did not work correctly.

·	Electronic Throttle TP Cal procedure could fail under some circumstances and cause PCLink to disconnect.

·	Fuel pulse widths sometimes read zero when on multi point group mode.  This was introduced in FW V 5.2.0.

·	Launch Control fuel cut did not work.  This problem was introduced in FW V5.2.0.

·	Auxiliary Output Test On mode did not always switch off when set back to OFF.

·	Overrun fuel cut activation delay did not work correctly.

 

 

G4+ Firmware Version 5.2.2.2241 - 04-11-14

 

Fixes

·	A problem where under extremely rare conditions when using ECU Logging, some analog measurements were not updated.  This could cause the engine to run rough or stall.

·	When using Multi Fuel, Post Start Enrichment always ended at the value in Warmup Table 1 rather than using the interpolated value between tables 1 and 2.

·	Ethanol content could read an incorrect value during the Startup Lockout time.

 

 

G4+ Firmware Version 5.2.1.2186 - 09-10-14

 

Fixes

·	Some switching conditions for Dual, 4D and 5D Fuel tables (eg switching on Aux outputs) did not work when using Modelled Fuel Equation modes.

·	PCLink connection issue when using 25Hz continuous data stream at 19200 baud.

 

 

G4+ Firmware Version 5.2.0.2147 - 09-09-14

 

New Features

·

Modelled Fuel Equation - A completely new fuel calculation method has been added.  This equation is based on engine and injector modeling theory and uses all metric parameters.  This mode is designed for advanced tuners who have correct engine and injector information available.  The fuel calculation takes into consideration engine size, volumetric efficiency, fuel system type, fuel pressure, fuel density, fuel temperature, stoichiometric ratio, charge temperature estimation, fuel charge cooling and injector flow characteristics.  The original Link fuel calculation method is retained and can be used by selecting the Traditional Fuel Equation Mode. WARNING:  If not intending on retuning, ensure that the Fuel Equation Mode setting is on Traditional.

·

Multi Fuel - Multi Fuel allows full tuning support for two fuels and blending between the fuels if required.  Multi Fuel extends on the Modelled Fuel Equation Mode by providing a second set of fuel and injector modeling settings.  A configurable blending table is provided to control how the fuel equation determines wether it should bias towards one fuel type or the other.  Multi Fuel is designed for use with any two fuels and is well suited to gasoline/ethanol blending using an ethanol content sensor (Flex Fuel).

·

Dual Fuel Table Interpolate mode - Allows blending between Fuel Table 1 and 2 depending on the values in the Fuel Table Blend Ratio Table.  For example, use the number from table 1 when 0% ethanol, use the number from table 2 when 100% ethanol.  Use a number from somewhere in the middle when ethanol is between 0 and 100%.

·	Dual Ignition Table Interpolate mode - Allows blending between Ignition Table 1 and 2 depending on the values in the Ignition Table Blend Ratio Table.  An example use of this function is to vary ignition timing depending on fuel ethanol content.

·	Full Ethanol Sensor Support - Improved support for Continental and Siemens Ethanol Content Sensors. Ethanol Sensor Settings for Improved diagnostics, fault detection and fault value.  Automatic remembering of last ethanol content at power up to prevent erratic or incorrect startup readings.

·	Dual Warmup Table - A second Warm Up Enrichment table has been added for use with Multi Fuel if required.  This table is blended with Warm Up Enrichment Table 1 depending on the Multi Fuel Blend parameters value.

·	Boost Table Interpolate mode - Allows interpolating between Boost Tables 1 and 2 depending on the values in the Boost Table Ratio Table.  This can be used to have a different boost tune for petrol, ethanol and anywhere in between.

·	A 3D Pre Crank Prime table option has been added.

·	A 3D Crank Enrich table option has been added.

·	Advanced Injector Test - An improved injector test function that allows pulsing Injector Driver 1 at a fixed rate, fixed pulse width and for a fixed number of pulses.  This can be used to measure the average fuel volume per pulse if appropriate measuring equipment is used.

·	CAN2 - Now enabled on Xtremes.  Only ECUs after serial number 20671 support this option. These ECUs have CAN 2 shared with DI9 and DI10.

·	Frequency on DI7 and DI8 - Digital Inputs 7 and 8 can now be used for frequency or speed input.

·	Fuel Temperature can be derived from Ethanol Temperature, an An Volt or An Temp channel.

·	Support Processor Version is now displayed in the PCLink Help->ECU Information window.  This is intended only for Link technical support.

·	End Of Injection (EOI) Timing mode can now be used on two stroke engines.

·	Multi Fuel Switch and Multi Fuel Blend have been added as Table Axis and GP Output switching conditions.

 

Changes

·

Fuel effective pulse width is now halved when Group Injection Rate is set to 1/2 cycle.  Previously setting to 1/2 cycle did not change the pulse width and double the amount of fuel was delivered.  Now, the equivalent amount of fuel is delivered in 1/2 cycle mode as 1 cycle mode.  Note, this function can be used to estimate injector dead time on a running engine! WARNING:  If previously using 1/2 cycle mode, a retune will be required.

·	Crank Enrichment maximum value has been changed from 350% to 600%.

·	Pre Crank Prime maximum has been increased from 80ms to 250ms for 2D table mode and 500ms for 3D table mode.

·	The setting Fuel Equation has been renamed to Equation Load Source.

·	The setting Open Loop Lambda Target Table Overlay has been renamed to Lambda Target Table Overlay.

·	Improvements to Pre Crank Prime time selection at ECU power up.

·	Fuel Temperature defaults to 20 deg C if there is no source for fuel temperature.

·	The Idle Ignition RPM Lockout maximum value has been increased to 2500 RPM.  This is to allow use on higher idling power sports applications.

·	Renamed 150 PSI TI Sensor to 1000 kPa (150 PSI) TI Sensor.

 

Fixes

·	Pre-Crank Prime did not select the correct value when used in key on mode.  This problem was introduced in firmware V5.1.0.

·	General Purpose (GP) Outputs using ECT as a condition would momentarily turn on at power up for the time set as their switch on timer.  This problem was introduced in firmware V5.1.0.

·	Fixed Launch Control fuel cut not working.  This problem was introduced in firmware V5.1.0.

·	Pre Crank Prime Table did not work at temperatures above 120 deg C.

·	MAF g/cyl Measured was incorrect.

·	Ethrottle target did not read correctly if the table was allocated in table slot 30.

·	Boost Gear Wastegate Trim Table used correct value but active cell did not display correctly.

·	18-1 on cam triggering could cut fuel at above 4000 RPM.

·	When using staged injection on a two or three rotor, when the hard fuel+ignition limit was reached, Aux Injector Drives 5 and 6 were turned off.

·	Aux 9/10 Power Supply warning would show on some Link plug in ECUs.  This is now only displayed if Aux 9 and/or 10 are used.

·	Ethanol Content sensor did not work if used on Digital Input 2.

·	Engine Fan Hysteresis settings did not work correctly if displayed in Fahrenheit.

·	Improved MAP reading stability when high MAP Sensor Calibration numbers are used.

 

 

G4+ Firmware Version 5.1.0.2007 - 03-06-14

 

New Features

·

Cruise Control - Full cruise control functionality for electronic throttle control including enable/disable, set, resume, cancel, safety lockouts, step speed up/down and driver behaviour monitoring to determine ideal set speed functionality.  Cruise switch input can come from digital inputs (independent or multiplexed), analog input or CAN.

·	User Defined VVT Mode - User defined cam tooth positions can now be set.  This allows a tuner to configure a retro fitted VVT setup, modify cam teeth or simply enter their own teeth angles instead of waiting for a pattern to be added.

·

Non Linear Injector Characteristics - Short pulse width adder tables have been added for primary and secondary injectors.  This uses the GM injector correction method rather than the Ford (High/Low slope) as it is more configurable and understandable. These tables MUST be set to zero after FW update (or configured correctly and engine tuned to suit).

·	Minimum Effective Pulse Width - A setting has been added to limit the minimum effective injector pulse width.  This is useful when using large injectors operating at very small pulse widths.  It is used to prevent stalling should trims try reduce the pulse width below where the engine can run.

·	Odd Fire Wasted Spark Ignition Mode - Allows the use of wasted spark on engines with odd fire cylinder patterns (eg Viper V10).

·	User configurable CAN streams are now included as part of the OBD feature upgrade.  This allows defining custom CAN data streams.

·

Engine Fan Control - Engine fan control has been separated out as a function independent of auxiliary outputs.  This allows setting up the fans independently and in one location.  It also allows fans to be controlled by auxiliary outputs, CAN or a combination of both.  Note Engine Fan 1 used to be Engine Fan, Engine Fan 2 used to be Engine Fan (High Speed) and Engine Fan 3 used to be AC Fan. Engine Fan Control must be checked after this firmware update. Failure to correctly set this up could lead to engine or AC system damage.

·	Shift Light Function - A new function for PWM control of a shift light.  Allows different shift points and control ranges for each gear.  This function can bring a shift light only gently (dimming) or switch hard on depending on configuration.

·	Charge Temperature Correction - Added charge temperature estimation for automated fuel correction based on an estimate of the air temperature entering the cylinder. Note:  This function MUST be turned off or configured correctly to avoid altering the current tune.

·	Anti-Theft on CAN - A CAN signal can now be used to control the anti-theft function.  This CAN anti theft signal could for example come from an OEM body control module or an after market touch screen dash with a pin code.

·	VVT Mode added for Ford Raptor 6.2L V8

·	Aux 5-8 can now do VVT Solenoid Control on Xtreme plug in ECUs.  This allows the use of four variable cams and electronic throttle control on Link plug in ECUs.

·	New option to select if electronic throttle control will be disabled when the engine is stalled or always run.

·	Support added for the Link G4+ Nissan 350Z / G35 plug in ECU.  This includes OEM CAN interface, transmission gear shift torque reduction and various other functionality required to support this vehicle.

·	CAN based gear shift torque reduction (Torque Management).  Xtreme plug in ECUs only.

·	Added support for automated burn in testing process (Link internal use only).

·	Driven wheel speed correction.  Allows correction of the driven wheel speed value for variations in front/rear tyre sizes in situations where speed comes from a source that can not be calibrated (eg CAN ABS module).

·	Viper V10 trigger mode added.

·	Instantaneous Fuel Consumption - Calculated fuel consumption.  This requires setting correct injector flow rate.

·	Absolute Load % - Absolute load is calculated as per the SAE formula.  This is calculated from an estimation of the current air flow vs the maximum airflow at atmospheric pressure.  There is also a new g Air/Cyl estimated runtime value.

·	New table axis options for Absolute Load and Charge Temp.

·	New GP Output switching conditions for Absolute Load, Charge Temp, Fuel Cut %, Ignition Cut %, RPM Limit flag, MAP Limit flag, Speed Limit flag, GP Limit 1 flag, GP Limit 2 flag, Launch Limit flag.

·	Added options to enable the following functions from a CAN digital input:  multi MAP limit, Dual fuel table, 4D fuel table, 5D fuel table, Dual ignition table, 4D ignition table, 5D ignition table, ECU logging, Launch control, Boost table selection, Electronic throttle table selection.

·	Sensor calibrations added for Nissan 350Z AC Pressure, IAT and ECT sensors.  Also Rover K Series MAP sensor.

·	A slip filter setting has been added to reduce erratic slip numbers due to the high speed nature of this calculation.

·	Aux Inj 1-4 and Aux Ign 1-4 can now be used for slow speed PWM functions.

·	Rover K Series trigger mode added.

·	All CAN transmit streams can have their transmit rates selected.  Previously some used hard coded rates.

·	A new mode to select the type of torque management mode the ECU runs in.  Currently only supported on plugin ECUs.

 

Changes

·	Significant improvements to the ECUs code operating efficiency.  This is of most advantage in applications with high trigger tooth count and high cylinder count.

·	Electronic Throttle Control Target Table interpolation.  The result of table interpolation was in 0.5% steps, now in 0.1% steps.  The resolution of the table itself (0.5%) has not been altered.

·	Overrun fuel cut considers both throttle plate position and pedal position when cruise control is active.

·	Setting the engine fan speed lockout to 0 now disables vehicle speed from being used by engine fan control.

·	RS500 trigger decoding has been altered so that it is not dependent on the number of engine cylinders.  This mode can now be used for both RS500 and Ferrari F40.

·	Requested CRC32 serial stream has now been relabeled as Continuous CRC32.  The stream was always continuous but labeled incorrectly.

·	If AC Control Evaporator Temp Lockout is set to -10, evaporator temperature lockout is ignored.

·	Knock Control is disabled while Launch Control is active.

·	AC clutch control can now be used on CAN without an auxiliary output assigned as AC Clutch.

·	BAP can now span from 60 to 120 kPa when used on a table axis.  Was previously 90 to 110 kPa.

·	DI channels 9-12 now have the same general purpose (non frequency) options that are available on DI channels 1-8.

·

Staged Pulse Width Lockout - Is now in Effective Pulse Width, not Actual Pusle Width.  This is to ensure it works technically correctly and with non linear injector characteristics. Note:  If using staged injection you will need to subtract the dead time from this setting to get it back to where it was.

·	5 Bar pressure sensor Analog Input calibration options have been changed to 7 Bar.  This is a labeling change only and does not effect actual sensor scaling.

 

Fixes

·	ECU logging could show the wrong sample times when a low sample rate and few parameters were logged.  No data was lost, but it was displayed over a shorter time period than what was actually logged.

·	Aux 5-8, Aux Ign 1-8 and Aux Inj 1-8 could exhibit erratic PWM behavior if used at high PWM frequencies and very low or very high duty cycles.  Eg 300Hz 0.5% Duty.

·	MAP and TPS did not display correctly on some OBD phone apps and PC scan tools.  This was due to these tools not adhering to the OBD standards.  MAP and TPS scaling have been altered to work as expected by most apps.  This imposes a maximum MAP of 255 kPa.

·	Resolved issues introduced in FW V5.0.2 related to the disabling of electronic throttle control when the engine was stalled.  In some cases fault codes would be generated when the engine was stalled.

·	The active cells did not track correctly in general purpose tables 13 to 30.

·	g Air/Cyl measured (from MAF meter) read half what it should.

·	AC Clutch did not turn off correctly if no AC clutch auxiliary output was assigned.  This was only an issue when controlling AC over CAN.

·	Custom calibrations would cause incorrect results if large numbers were used due to a math error.

·	KMS dash CAN stream did not have gear position in it.

·	Speedo sweep did not calculate correctly at low frequencies and caused a jump during the sweep process.

·	CAN1 did not work if CAN2 was on!

·	MAP calibration did not fail as it should if the MAP reading was too far away from BAP.

·	Multi Point injection mode did not work above 4000 RPM with Rover K Series trigger decoding.

·	RPM did not read correctly (or always zero) on 24+1 single cylinder applications.

·	Single Point injection mode did not work above 4000 RPM for some trigger modes.

·	The OBD VIN number and ECU name could not be read by some scan tools.

·	ECU fault codes did not cycle through while the engine is running.

·	Auxiliary outputs did not stop driving if their function was selected from a valid setting to OFF.  Only an issue during configuration.

·	Staged injection table did not select the correct value when its axis was set to MGP.

·	Dual MAP limit table only selected the correct value when its axis was ECT.

·	Various settings including Differential Fuel Pressure, MAP Limit Table and Engine Fan temperature settings did not alter their display units.

·	On i44 and i88 ECUs, pre crank prime could occur with the injectors always operating in peak and hold mode with a very low current.  This only occurred on key-on prime mode.  This was harmless to injectors but may have resulted in no prime fuel being delivered.

 

G4+ Firmware Version 5.0.4.1844 - 28-01-14

 

Fixes

·	An improvement was made to RPM calculation for single cylinder engines, particularly using high trigger tooth counts (eg 24+).

 

G4+ Firmware Version 5.0.3.1788 - 12-11-13

 

Fixes

·	Trigger arming voltage control was not working on Atom ECUs since V5.0.2

 

G4+ Firmware (Test) Version 5.0.2.1756 - 11-10-13

 

New Features

·

A new Staged Injection mode has been added.  The new mode allows addition of fuel on the secondary injectors without influencing the flow on the primary injectors.  This is similar to the use of an external additional injection controller. This setting MUST be checked after a firmware update.  This setting should be set to Pri/Sec Flow Ratio to behave as before the firmware update

·

A new setting has been added to filter the RPM number.  The filtered RPM number is used by all settings and tables that use RPM in the ECU.  It does not influence calculation of ignition and injection events.  This setting is intended for small engines (eg motorbike) that accelerate and decelerate rapidly in one engine cycle. This setting MUST be checked after a firmware update.  It should be set to 1 to behave as before the firmware update.

·	The front case LED on Xtreme, Storm and Atom ECUs now displays ECU fault codes.  If there are no fault codes the light will stay on all the time.

·	Electronic throttle control is disabled when RPM is zero to avoid the annoying humming noise.

·	New Generic Dash 2 CAN mode for use with CAN devices where it is preferred to use separate CAN Ids rather than a single Id with a compound/filter byte.

 

Changes

·	Changed the frequency ranges on Aux Outputs.  Aux 1-4 can now do up to 4 kHz and Aux 5-8 300Hz.

·	Speedo out can now work from various speed sources.

·	Digital Input Switch Mode settings have been changed from "Toggle" and "Momentary" to a setting called "Input Latch" with options On and Off.  These settings are exactly the same as before but renamed to reduce confusion.

·	The Generic Dash CAN mode has been changed to use four wheel speeds and driven/non driven speed rather than the six Digital Input speeds.  This is to allow use with vehicles where speed comes from a CAN bus rather than a Digital Input.

 

Fixes

·	Some parameters were not set to zero at power up (eg steering angle).

·	Possible incorrect table axis displayed in PCLink when reconnecting after a power cycle.

·	Starter control could active the starter if the start button was pressed while in gear (ie starting locked out), then the shifter moved to neutral within the lockout time (touch start mode only).

·	RPM Limit ignition retard was not cleared.  If for some reason the engine was at RPM limit on its last crank position signal, next startup would have the limit trim applied.  This would only occur if there were triggering issues causing loss of trigger signals while the RPM limit was enabled.

·	Digital input status flickering when gear cut enabled.  This was a PCLink display only issue.

·	Idle ignition trim was not initialised to zero.  This could cause incorrect ignition timing for the first 50ms after ECU power up.  Note that it is unlikely for a spark to be scheduled within 50ms of the ECU powering up.

·	Boost deactivation timeout was visible in open loop mode but not used.

·	Digital Input 1 did not have an On Level setting visible for Start Position and Clutch Switch options.

·	An Temp 1-4 parameters were not zeroed when they were turned off.

 

G4+ Firmware Version 5.0.1.1689 - 13-08-13

 

New Features

·

Non Linear AP Sensor Calibration - Some Accelerator Position sensors have one signal that stops changing before full travel is reached.  These are most often found on Toyota and Lexus engines.  A setting now exists to enter the point that the non linear sensor stops reading.  This prevents Ethrottle AP tracking faults. Warning:  This setting must be initialised if electronic throttle is used otherwise AP errors will occur resulting in a ethrottle shut down. For linear sensors, this number must be set to 100%.  For non linear sensors this number must be set to the AP Main % that the FB Sub number stops increasing (typically around 60-70%).

 

Changes

·	Gear detection now includes status values for H, L, P, N, R and D gears.

·	The RPM Rate parameter has been renamed to RPM ROC and now has a range of +/- 30000 RPM/s.

 

Fixes

·	CDI parameters were being displayed but not logged.

·	Serial data streams did not include the start character ($) in the checksum.  This prevented communications with serial dash displays.

·	Individual ignition trim settings were not hidden when individual ignition trim was turned off.  These setting had no effect while individual ignition trim was off.

·	An Volt 3 did not have a calibration option displayed on Atom ECUs.

 

G4+ Firmware Version 5.0.0.1679 - 23-07-13

 

Fixes

·	Oil Temp, Oil Pressure, Fuel Pressure, Lambda 1 and Lambda 2 did not get given their appropriate fault values if their input went to fault state.

·	Differential Fuel Pressure did not work if Fuel Pressure was on Analog Input 1.

·	Turning on Knock Control caused Temp 1 and 2 Pullups to not be enabled at next power up.

·	An incorrect warning that the power had been cycled was displayed at the end of a base map download.

·	An Temp values would toggle between 10 and 200 when temp channels turned off.

·	The Active Boost Table status would flick between Table 1 and Table 2 when Table 2 was active.  Note that other than the status toggling boost control was operating correctly.

·	Idle RPM table was not visible in open loop idle modes.  This is needed for RPM Error calculation used in idle ignition control.

 

 

G4+ Firmware Version 5.0.0.1661 - 04-07-13

 

Conversion from G4 firmware V4.9.8.

 

New Features

·	Conversion of all code to suit a new more powerful micro controller.

·	Support added for the new range of G4+ ECUs.

·	Significant improvement to internal code design to allow improved stability and faster development of future features.

·	A mechanism (Feature Unlock) has been added to unlock some features (eg improved logging, internal electronic throttle, CAN OBD, internal knock control).  This enables ECUs to be upgraded in field as needed.

·	G4+ ECUs are shipped as "Locked" and must be enabled (through Feature Unlock) before they are used.  This increases security of shipping high value products and provides information on when an ECU is first used for warranty purposes.

·	Xtreme based plug in ECUs now have additional inputs and outputs to meet the requirements of modern vehicles.

·	Trigger scope functionality is now available in all Xtreme, Storm and Xtreme based plug in ECUs.

·	Internal Digitally Signal Processed (DSP) Knock Control is now available in all Xtreme, Storm and Xtreme based plug in ECUs (Optional upgrade to enable).

·	Xtreme includes internal electronic throttle control hardware  (Optional upgrade to enable).

·	On board data logging has user selectable parameters and logging rates (Optional upgrade to enable more parameters).

·	On board logging can now record continuously, overwriting oldest data when the memory is full.

·	A new log file down loader has been added that allows faster download of all or any part of the logged data.

·	The number of Table Allocation Slots has been increased to 20.

·	Configurable temperature input pullup resistors (Temp 1 and 2) are now available in all Xtreme, Storm and Xtreme based plug in ECUs.  This allows the use of higher value pullup resister as required for some sensors.  The pullup resisters can be turned off completely for piggy back applications.

·	ISO 15764 OBD.  Can be used to connect to scan tools or mobile devices for display of ECU parameters (Optional upgrade to enable).  Skeleton functionality is currently implemented but will be improved in the future.

·	The ECU and PCLink now work natively in Lambda instead of Air to Fuel Ratio.  The Stoichiometric ratio of the fuel currently used can be entered into the Stoich Ratio setting.  This allows display of all Lambda values in AFR for tuning if required (refer to metric/imperial units help).

·	The ECU now uses metric units for all internal settings and calibrations.  These can be automatically converted to imperial units for display as required.

·	More flexible configuration of CAN modules.  Standard and extended CAN identifiers are supported as well as more data rates.

·	OEM CAN modes are now available on both CAN modules.  This means OEM CAN modes can be used on wire in applications.

·	Text strings can be stored to label inputs and outputs.  Eg label a GP Input as "NOS Switch".

·	A memo text can be stored in the ECU with tuner specific information.

·	Four wheel speed parameters have been added.  These can be driven from a digital input or CAN.

·	Various parameters including wheel speeds, EGTs, AC Evaporator Temperature and AC request can now have their values assigned from CAN.

·	Driven and non-driven wheel speeds have been added.  These can be configured in various ways to drive off the four wheel speeds.

·	All functions that use speed no longer require a digital input to be selected.  They now use either driven or non-driven wheel speed as appropriate.

·	Options added to GP Output switching conditions to suit new features (eg Slip, individual wheel speeds, Lambda).

·	Starter Control function allows controlled activation of a starter motor solenoid.  Allows a single push button to start and stop the engine or security systems to safely remote start the engine.

·	AC Control function now has simple and full modes.  Simple mode uses only an AC Request signal to operate the compressor clutch.  Full mode takes into account high side pressure and evaporator temperature.

·	GP Outputs are now evaluated every 20ms and have a resolution of 20ms on the switch off timers.

·	PCL files can now be locked to an ECU.  This allows the tuner to configure a file, lock it and send it to a customer knowing that it can only be installed in their ECU.

·	Support for KMS CAN products added.

·	A dedicated parameter for Oil Pressure Switch

·	CDI CAN mode added to display information from a ViPEC CDI.  Eg Spark Energy, fault codes.

·	An option to increase communications speed to 625 kBaud.  Gives much higher PCLink data rates and log downloading.

·	The return to idle hold timer can now be adjusted to control damping as RPM falls.

·	Stepper direction for Idle Control, CL Stepper and Rotary Oil Pump.  Allows reversing of stepper direction without altering wiring.

·	OEM CAN mode for Polaris RZR 900.

·	An adjustable timer to prevent the engine fan running forever when the engine is stalled.

·	Volt based gear detection.  This allows gear detection from a potentiometer sensor or switched resistor network.

·	Status for indicating if the vehicle is in a driven gear.  Can be used in conditional outputs (eg for engaging AWD solenoid).

 

 

Fixes

·	Wheel Slip % would go to infinity when at a stand still.

·	Fuel cut exit decay rate was slightly faster than selected.

·	Improvements to the precision of calculation from general purpose calibrations.

·	Knock Control status would read RPM < 500 when RPM was above 500, but below low RPM lockout.

·	Auxiliary outputs go through a reset when fault codes cleared.

·	Power Steer input did not work correctly on An Volt channels.

·	The sensor calibration for KTY83 has been improved.

·	When MAP limit table axis was on RPM, the number read from the table was from two cells left of where it should be.

·	Trigger scope did not sample correctly causing unnecessarily noisy looking waveforms.

·	Removed the limitation that prevented DI5 pullup being used in conjunction with knock control on some ECUs.

 

Changes

·	Various settings have had their memory size changed to allow more options to be added in the future eg sensor cals.

·	Many corrections to inconsistent settings names and spelling mistakes.

·	Some settings have been moved into more relevant sections in the settings menu.

·	CLL MAP lockout can now go up to 500 kPa (previously 255 kPa).

·	The Nissan Engine Type setting has been removed.

·	Pre-configured injector type options have been removed.  The information that used to be used by the ECU is available here.

·	The firmware version information now includes a revision number.  This is unique to an exact build of firmware and helps Link technicians determine the exact firmware being used.

·	Wideband 1 and Wideband 2 inputs are now called Lambda 1 and Lambda 2.  Note these inputs must be calibrated in Lambda.

·	MGP (PSI) has been removed as normal MGP can now be displayed in PSI by changing the units type.

·	The three BMW S54 Trigger and VVT modes have been rolled into one mode (based on the old V2 mode).

 

There is a base map that will suit the 1UZ VVT motor.

The wiring is the same between G4 and G4+

[Adamw]

LOL, just a few minor tweaks...

Too make that list a bit easier to decipher, here's a few of the bigger changes that I remember off the top of my head, in no real order;

• Traction control.
• Configurable CAN.
• Modelled fuel Equation.
• Much better logging.
• Trigger Scope.
• More Table allocations - much more flexibility with virtual Aux's etc.
• OBD2
• Internal knock control (cant remember if old G4 xtreme had this)
• DBW

So unless you can get an old G4 at an exceptional price then it would be a no brainer to go for the G4+ to most buyers.  Of course there is still development on-going with the G4+ too so there is always the possibility of more new features being added. 

 

[Steve Bull]

That's load of information. The main things I wanted to know the difference between the g4 extreme ( the old ecu which I have) compared to the new G4+. Mainly the difference in outputs.

[Scott]

Hi Steve,

In terms of actual inputs and outputs not a lot is different between the G4 and G4+ Xtreme. Most of the changes are to do with the ECU firmware. Adam has covered the main ones.

Here is the pinout of the G4+ Xtreme ECU:

If you are after increased inputs and outputs then our G4+ Thunder ECU will be better suited.

Scott