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  1. All of these are possible. I suggest you download and install PCLink (if you've not done so already), open it up, open an Evo base map, then also open the Help file, and start looking at the options and the help file. The Help file provided with these ECUs is the best sets of documentation I've ever seen - not only does it tell you how the software works, but also gives you help and advice on tuning, engine electrical systems and ECUs in general.
    2 points
  2. For a turbo engine like this with a plenum and single throttle your best option will be MGP on both the fuel table axis and lambda target table axis.
    2 points
  3. Adamw

    Percent increase shortcut

    In G4 most of the operators are shown on the pop up where you enter the value. So to add 15% you just type "+15%". To select more than one cell you shift>arrow. In G4+ selection of multiple cells is a bit easier, you can shift>arrow or click and drag or for the whole table click the top left corner. All the same operators work.
    1 point
  4. dx4picco

    Percent increase shortcut

    Use the multiply (*) then type 1.1 to get 10% increase or 0.9 to get 10%decrease
    1 point
  5. Adamw

    Normalised knock

    I had a quick look over your log. I agree it definately looks like there is some mild knock in the 5000-6000rpm region on at least a couple of cylinders. The easiest test is generally to pull 5deg out of the cells around that area and if the noise levels flatten out then it is a strong suggestion it is knock. The delta threshold is getting tripped more often than it should be and in some places it looks like it is not getting tripped when it needs to be so I think the deltas still need a bit of work. Add these channels to you log will help see what is going on. I
    1 point
  6. You can find BMW Electrical Troubleshooting manuals for both an M50tu car and a 96-98 MS41 car, which will have detailed pinouts for the DME connector (X6000) The M52/S52 connector is slightly different than the M50. The "Hook" on the connector housing (opposite the latch) needs to be modified to clip together. I only know this because I used an M50 connector on a bench flasher for the MS41 ECU. It seems like the large and small hooks are flipped top & bottom to intentionally prevent insertion of the wrong ECU. This connector is now somewhat loose, but you may be able to clearance
    1 point
  7. Email tech@linkecu.com for instructions, Im sure they will be happy for you to return it directly.
    1 point
  8. Adamw

    Link identification

    Since this one has wastgate control I suspect it wont have the supercharger clutch function.
    1 point
  9. essb00

    g4+ resolution

    It is an issue with Windows scaling... Change it to 100%, it will look ok. Nothing can be done within PCLink to correct that.
    1 point
  10. Strange issue. Some of your settings for idle seem redundant, for example when you turn the AC request on the following things are happening: - Idle base position table switching from 3.7% to 5.1% - Engine Fan Offset adds + 1% - GP Idle Offset adds + 10% + 300RPM Idle Target - AC Idle Up Offset adds +8% + 100RPM Idle Target When AC request is turning on and off you have around 20% idle duty being added, which is crazy for ethrottle. I can see you have set a maxmium idle clamp of 4.7% so the Ethrottle dosent go to 20%, but this combination of settings seems li
    1 point
  11. Howard Coleman

    Math Block

    Thank you Vaughan for solving my puzzle.
    1 point
  12. I'm all good on that front mate, my mapper is golden.
    1 point
  13. You should certainly make yourself familiar with how PCLink works, the forums here can provide you a lot of support and assistance, and will save you having to go back to a tuner every time you want to make a minor change! I would also make sure that you tell the tuner up front that you want full access to the ECU's configuration/tune when they have completed their work and you do not want it locked - if they are unwilling to to do so, then respectfully tell them to cancel your appointment, and that you'll go elsewhere!
    1 point
  14. nick.christ

    RB25 Ecu Housing

    Thanks for the info!
    1 point
  15. The fuel trim is generally used along with the retard value to tune the level of boost you can reach while on the launch limiter. More retard and more fuel means more heat energy in the exhaust which means higher boost. The main thing you need to be careful of with hydraulic lifters - especially with stock valve springs is large and regular bangs in the exhaust. Each bang can lift the valve a little and the lifter fills to take up that extra lash. With each bang the lifter pumps up a little more - until eventually you get to the point that either the valve no longer seals closed enoug
    1 point
  16. Sorry I have been meaning to take another look at your log but havent had a chance the last few days. Maybe tomorrow or the weekend I will get some free time.
    1 point
  17. Base map is not very safe, too much timing, attached a safe timing map fro you
    1 point
  18. if that's what it was, then based on Vaughan's post it's not a fault, it's a user configurable output based on a set of conditions, that just so happens to be configured to turn on the output that the CEL is also connected to - doubling up the usage of that physical output to denote multiple things.
    1 point
  19. Adamw

    Link Monsoon Capability

    The K24A3 as far as I know has the 3 lobe Ntec cams with VVT as well - like a K20A. A Monsoon should do this fine if you only need the basics (assuming it has cable throttle). The Monsoon has 6 aux outputs, so for an NA engine you would use do something like this: VVT solenoid Vtech solenoid Idle valve Fuel pump Fan Tacho. So none spare for say boost control, but there are a couple of ways you could free up a couple. You could wire the coils wasted spark which would give you two ignition drives spare that you can use for auxes - or you can just ha
    1 point
  20. SkyEyes

    1988 Porsche 944 Turbo S

    Just recently got it back up and running on a Monsoon-X! It was my first time building an entire harness and getting everything set-up with minimal help. It has been a great experience so far, and the car is already running better than on its previous standalone! Can’t say enough about the support offered here by both staff and other members. Hope to keep on learning!
    1 point
  21. Cool, just making sure (a little helping of paranoia has never hurt when it comes to wiring plans). With that being the case, I assume that I can completely remove the constant 12V wire from position 26 (the spec sheet lists it as "nc (Constant 12V)"? I've started roughing-in some of the new wire runs and reorganizing / untangling the remaining original wiring. I have to say that I am now a big fan of Tefzel insulated wire...expensive, but the smaller OD is super helpful, and the smooth surface finish combined with its surprising rigidity makes it a heck of a lot easier to feed through PV
    1 point
  22. I understand what you're saying. It just so happens that I tried this before seeing your message in this forum. I still felt like sharing my results despite that. I personally don't feel like it should be up to the user to have to disconnect from the ecu each time we power down the car to avoid these types of messages. I understand this may be a temporary software change to help figure out the disconnecting issue, so I'm not too worried.
    1 point
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