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Showing content with the highest reputation since 12/27/2020 in Posts

  1. It would be nice to be able to bound the max and min duty for idle control (3 wire pwm in particular) to vary either by some amount above and below the base position, or by a coolant or possibly other axis variable. It sometimes has been a bit of a hassle to get the idle, return to idle, startup, etc. all to work as smooth as I would like (granted most of the cars I'm using these on are 30 +/- years old now), and it just seems like this would aid in dialing this in a little quicker.
    2 points
  2. Disagree, Link already has a whole bench of different wire in ECU's, like no other manufacturer. Price diff is not that biig between Furry and Thunder to add another one. 2x DBW and only 1x Lambda does not make sense in most applications. Thats my oppinion.
    2 points
  3. Hi, My other car has been off the road for ages, and life has been in the way. So I thought it might be fun to just wire up my ECU into the Echo so I could have a play around with some tuning stuff again. It's a 1300cc economy engine so not going to set the world on fire. But a bit of fun. I need/want to revert it all to factory though, so I bought a spare ECU from wreckers and cut the plugs out to make a patch loom. This car has VVTI on the intake side, which means I could do my usual sweep through the vvti angles and see which delivers the most airflow into the engine.
    2 points
  4. Adamw

    Trigger Filtering

    The RPM filtering only effects the RPM value that is displayed/logged and used in tables etc. So for instance single cylinder motorcycles the RPM bounces around a lot and makes it difficult to hold the RPM in the center of a cell in the fuel table. The RPM filtering helps with this - and will result in a more stable PW etc. So if you just want smoother RPM traces in the logs this will do it. I'm not sure if it has any affect of the ROC calculation, but it wont effect dwell. The trigger filtering changes the level of hardware filtering applied to the trigger signal input pins. This i
    1 point
  5. Thanks Makes sense about the tables! Its not as bad a dealing with SAP at least
    1 point
  6. Thanks gents, it seems I did forget to hit "enter" after making the changes yesterday - re-did the procedure and all is good now! Surprised my motor was running as well as it was, as the trigger cal done by the previous owner was about 8~10* more advanced than it should have been.
    1 point
  7. dx4picco

    Rich misfires?

    Maybe increase a bit the trigger 2 threshold. I will let Adam give the last word but it looks like the small hump on there may give you an error
    1 point
  8. You cant listen to it, that is not how ECU knock control works. The knock sensor is connected to the ECU and is used by the knock control strategy to try to determine when the engine is knocking. To set the knock control function up and tune it so it can reliably detect knock needs a reasonably level of experience and generally is verified in conjunction with a standalone audio knock detection device. It sounds like you will need to get a tuner involved if you want knock control.
    1 point
  9. Calibrate function did its magic and VVT works as it should , cam angle follows the VVT table. Thanks to everyone that helped with suggestions and to the great LINK support team.
    1 point
  10. Bethanyc

    IC Spray extra tables

    thanks Vaughan and Kris for the ideas, i think now have a simpler way to make it work while keeping most all the IC spray functions. i checked the logs from the 2 events i have had with the ECU in and as the 2 events were 2 extremes, one at 25 deg day the other at 40 deg, there is a very constant increase in between AIT,Oil and ECT. So i can flatten the input with the mathblock somewhat by adding the 3 values together in the mathblock and using that output to increase the duty cycle. This way if one of the values from anything increase out of the ordinary i still get the benefit of increa
    1 point
  11. Yeah you have a i88 or G4+ based ecu so this has a configurable CAN bus and will allow you to display any ECU related stuff on the AEM dash. Unfortunately that AEM adapter cable isnt going to be direct fit, but it will still probably be a decent starting point. Your ECU doesnt have the 6 pin round CAN plug, your CAN is on the main ECU 34pin plug. You will have to cut the round plug off the AEM cable and crimp Amp superseal 1.0 pins on the two CAN wires. The CAN L or CAN - wire goes into pin 33 and CAN H or CAN + wire into pin 34.
    1 point
  12. Adamw

    Extreme and MGX dash.

    All data is sent on unique ID's, you tell each receiving device which ID the data is on. So for instance the dash will only be looking at data on the bus with an ID of 1000. The ECU will only be looking for data with whatever ID the EGT's are on.
    1 point
  13. Vaughan

    IC Spray extra tables

    You could use a GP PWM instead of the IC spray function if you were fine with a slightly simpler activation setup, you would have a minimum frequency of 0.6Hz (spray period of 1.67s) and you could probably get some on/off hysteresis with the activation conditions. You could also do a Math Block setup with a statement like (Oil Temp > X) | (ECT > Y) | (IAT > Z) which can be used to activate the IC spray (use the math block as the activation input). This wouldn't be increasing DC with temp but would be spraying or not spraying with temp. Alternatively if you have separate spra
    1 point
  14. I have a map (a base map I have set up) saved with the first math block used to convert Lambda to AFR (gasoline) by multiplying Lamda1 variable a by 14.7. Equation: a*14.7 This works fine on the ecu I have connected while setting this up. If I save the tune, however, and then load it on a new ecu this no longer functions. I can get it to start working again if I go into the math function, play with it like by editing the equation (without making a change) and saving, and then it starts functioning.
    1 point
  15. With switches in "Other models" position, Trigger 1 is pin 42 or 52, Trigger 2 is pin 41 or 51. With switches in "R34" position, Trigger 1 is pin 41 or 51 and Trigger 2 is pin 42 or 52. So basically just trig 1 and 2 connections are swapped.
    1 point
  16. The DIP switches just swap the trigger 1 & trigger 2 pins with each other to suit the R34 CAS which is reversed compared to R32/33. Trigger 1 connected to pin 42 would be the normal R32/R33 wiring so the DIP switches would be set per the "Other models" config.
    1 point
  17. File compare doesnt show any differences. Can you do a short log of an attempted start with the new file.
    1 point
  18. Most likely valve float and the delay is the lifter bleeding down. That's if it's not an ECU setting.
    1 point
  19. You can still run the stock coils, you will just need an external ignitor. 2Channel if it is the 4 tower wasted spark coil, or 4 channel for COP. Often however it is just easier and cheaper to convert to some other coil with built in ignitors.
    1 point
  20. No. There is no ignitor on the OE coil
    1 point
  21. Will need a copy of your tune and a log of it happening.
    1 point
  22. Adamw

    Errors - MR2 PnP

    The communication errors are not faults, they are just debug information to help us when customers have comms issues. They are only present in PC Link and wont cause a check engine light or any fault record in the ECU. The Lambda error 16 & 33 are usually power supply related. This can be caused when they are connected to a circuit with lots of inductive noise on it - such as the same circuit as ignition coils or idle valve, or it can also be caused when the circuit is not capable of the required current (they can pull up to 8A under high loads etc). Assuming the wires are alread
    1 point
  23. Will do as suggested and report back. Thank you.
    1 point
  24. From my memory of bench testing and reading the current draw on my bench power supply: Typical inductive relay triggers draw less than 0.1A MAC boost solenoid less than 0.1A Wideband: up to 2A ECU Logic and power: 0.3A or less FF Sensor less than 0.1A Alt sense - never tested but I would imagine extremely low.
    1 point
  25. Vaughan

    Evo G4X plugin

    A quick compare of the two shows the differences as trigger pattern and IC Spray setup, the trigger mode would be dependent on the cam trigger as the crank triggers are identical (different pattern of teeth).
    1 point
  26. I've had to tweak the trigger thresholds on several distributor 3SGTEs/Toyotas to get no misfire or errors at idle with the Link (which is more than I ever had to do with some other ecus). Typically I would run a trigger scope at cranking and every 1000 rpm that there are threshold break points and then set the trigger threshold value to approximatly 1/2-2/3 of the scope peak reading at each break point. This has worked well for me so far.
    1 point
  27. I've set up a good amount of tablet displays for customers and 9 out of 10 of them always try clicking on the status window for a certain function e.g ALS etc. I've no idea how difficult this would be to implement but think it would be fantastic for the end user. I think this could be a great option to toggle certain functions like fuel/ignition table set,boost target,fan control over-ride even as well as the motorsport features,maybe even a launch rpm bump up/down function. Not sure if someone may have asked previously but read through a good amount of pages tonight back to aro
    1 point
  28. Update: The car went on the dyno and made a respectable 545kw at the wheels (1.5JZ GT3582R Gen II, E85), the relay issue didn’t effect the tune luckily. I looked closer at the Link wiring diagram and noticed the 12V supply for ‘control solenoids’ and ‘relay coils’ didn’t have a relay mentioned. My wiring had the ECU relay triggering another relay to supply 12V to both solenoids and relay coils. I bypassed this relay and it seems to have solved my problem. I’ll put a small fuse on the ign switch to make sure it’s not drawing too much current. I’m
    1 point
  29. dx4picco

    trigger scope

    create a time plot with the available trigger data
    1 point
  30. Adamw

    trigger scope

    Assuming you have trigger 1 edge is set to falling that scope would be good.
    1 point
  31. Yep, if the tank weren't already full of E85 (77%) then I would have started there. I'll just get it as far as I can and then let the actual tuners take it from there. Thanks! (Also, can't thank you enough for these Spearco IC pipes! )
    1 point
  32. CAN wiring is meant to be twisted with a 120ohm resistor at both ends of the bus. The ECU has one built in for the ECU end so you only need to add one at the far end. However - as I said earlier I doubt this is your problem, it can slow down comms and become more of an issue with a more loaded bus with lots of data on it but a single lambda is not sending much data. Are you definitely sure that sensor is still getting hot with just ign on, engine not running?
    1 point
  33. Update to the latest firmware and do another log. Accel fuel function has been improved in newer firmware. Also, you should have 1.0 as the smallest number in your accel cold correction table. Zero above 70°C means you will get no accel enrichment when coolant is above 70°C.
    1 point
  34. Sounds like it's crashed There is a reset procedure Will have a look from a message I had from link HI Neil, It would be worth trying a firmware reset. To do this hold the enter key/ button down (the one at the bottom of key pad) while powering up the unit. This will reset all settings so you might have to reset the ECU type and any alarms that you ahd set up.
    1 point
  35. sixcherries

    Warm Start Struggles

    So in the above table I took the original cranking enrichment values as the 'base' value I guess you'd call it, and then added for high IAT temps... Didn't work very good. Looks like it's only using the 40% figure across all ECT temps. So I'm looking at my first 3D crank enrichment trial as a success - because now I know what not to do This is my new 3D crank enrichment table which is definitely an improvement compared to without the 3d table. I can start it without 10% throttle during crank, at high IAT temps - from heat soak. I also changed Startup Step values from 15 across the board
    1 point
  36. Ok, that seems odd. You might have to use 6.18 for now until our engineers are back from holiday. I suggest you email tech@linkecu.com so they can get a ticket in the system and escalate it to engineering if they cant help.
    1 point
  37. Unsure if I have the derivative around the right way but on the whole it seems to sit there and oscillate at 1.5Hz (on top of the 250Hz PWM speed), maybe more fiddling will improve but should do the job for now.
    1 point
  38. I've had a bit of a play with the alternator control now and what I've found is that using something like "voltage<14.7" can result in the output just turning on and off lots which appears to regulate the voltage just fine because the output is updated fast enough but it seems a bit too easy. My current setup is an attempt at closed loop control in a table like the above but I was thinking I might try and make a PID loop using mathblocks to see how well that worked. My maths is currently: Math Block 1 (Voltage Error) = (14.7 - batt Voltage)*(Engine Speed > 0) The engine speed
    1 point
  39. Adamw

    G4x rb26 hks vcam setup

    Yes, use the 3 evenly spaced teeth vvt mode, everything else should be much the same
    1 point
  40. I would love to see min/max dc clamp values available when using the gp PWM outputs. The reason for this is to limit the minimum duty applied to things such as fans, water pumps etc, as these often need a minimum duty to start properly, and table interpolation seems to effect this. Another Cherry on the top would be a 'kick' feature to temporarily boost duty to overcome stiction etc. It could include: Kick dc % Kick hold time in seconds Kick Decay time in seconds. Thanks in advance
    1 point
  41. To verify deadtime, you can set injection mode to multipoint group and switch the injection rate back and forth between 1 cycle and 1/2 cycle, while at constant fast idle. Lambda should settle to about the same value on either rate setting. If lambda changes when injection rate changes then adjust the deatime up or down until lambda is the same with either rate. Give it a few seconds to stabilize each time you make a change.
    1 point
  42. Here is my data, from Golebys website, not sure if it's dead on but it is something.
    1 point
  43. Adamw

    Porsche 951 Crank sensor.

    The two with the 960 ohm resistance between them are your ground and signal. The ground connects to the white wire and the signal to the black. If you dont have any documentation to show which is +/- then sometimes it can be determined with a basic multimeter test - I will explain that in more detail below. The third pin is the shield for the sensor pigtail, connect this to the bare drain wire in the link loom. Multimeter test to determine VR sensor polarity: Set multimeter to DC mV. Connect the positive MM lead to one of the pins and the negative to the other. Hold a piece
    1 point
  44. G4 would be done like so:
    1 point
  45. what ecu do you have, a G4 or G4+?
    1 point
  46. With the 12 tooth option, the position of the cam tooth is quite critical as there is nothing on the crank to identify where TDC is. Im not sure how clear this description will be but Im struggling to come up with a good explanation today: With the 12 tooth set up, the only way the ECU knows which tooth on the crank represents TDC is by using the cam tooth as a index to tell it which tooth on the crank to start counting degrees from. This generally works well provided you make sure that the cam tooth is set up to occur reasonably centered between two crank teeth. The potential problem
    1 point
  47. Adamw

    R8 Coil wiring

    Pin 4 is on the left, pin 1 on the right. Pin 4 is the main power ground so needs to be decent sized wire. Pin 2 is signal ground so can be smaller. Ground both to cyl head. Pin 3 is the ign signal from ECU. Pin 1 is +12V, again needs to be decent wire. Dont give these too much dwell, they pull about 16A at 2.5ms, I usually stick around 1.8ms which is about 8A.
    1 point
  48. It's up to you to decide based on whatever it is you're trying to achieve, and what you want each ecu to do, or how active/functional you need the OEM ecu to remain. In general, 2 wire sensors/triggers cannot be shared 3 wire powered sensors can usually share a signal.
    1 point
  49. Fotis

    Subaru V4 STi

    How's everyone doing? Here is a vehicle that i have tuned (FworXtuning) of a customer. Made 345awhp and 56kgm torque at 1.7 bar boost . My first dyno tune how does the dyno graph look to you? Feel free to advice me Engine : EJ20K stroker 2.2L Eagle rods Mahle ceramic coated pistons Ihi VF43 stock turbo Stock cylinder head no porting Spec C top mount intercooler Tial 38mm external Fuel: D1 spec fuel regulator AEM fuel pump 355lph 105 RON fuel
    1 point
  50. Scott

    Which ECU e46 330i

    integrale8v, thanks for posting your experience. Good to know the dash does have some functionality using the Mini CAN mode. Jespermaki, if you go for a piggy back type install using the Kurofune I would let the OEM ECU continue controlling the e-throttle, and then have the Kurofune control the injectors, ignition coils, boost, and VANOS. The Kurofune is able to do traction control so long as it has access to data for a driven and non-driven wheel speed. It does this by retarding to ignition timing and by either a fuel or ignition cut. E-throttle is not required. Installing an after market EC
    1 point
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