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  1. 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.
    6 points
  2. Adamw

    PC Link New Layouts

    Hi All, The default layouts in the current G4+ PC Link are pretty dated, I recently done a couple of new ones that will be included as the defaults in the next PC Link update. But in the meantime here they are so you can use them now. FYI, if you use both G4+ and G4X ecus and you have highly customised layouts, you can copy the same layout into both PC Link versions by just changing the file extension. G4+ extension is .llg and G4X uses .llgx. Feel free to add to this post if you have any layouts you want to share. 1366 x 768.llf 1920 x1080.llf
    6 points
  3. Not super fancy, but I use a math block to filter my speed signal with the average function (av). Works really well.
    5 points
  4. Thats not a nice way how you say that. On every product you buy the updates stops someday and you have to invest in the new generation unit if you want get all the recent features. Besides I'm 100% sure you would have been in the same situation with the other ECU manufacturer. And if your fuel table is properly tuned, there is no need for long term fuel trims. I recommend to use Mixture Map.
    5 points
  5. New update is available here: https://linkecu.com/software-support/pc-link-downloads/ Release notes: https://www.linkecu.com/pclink/Link Engine Management PC Link G4X Updates 21042021.pdf Important notes: This firmware changes the sync point in some triggermodes so base timing must be checked after doing this update. There is a new "Slow Comms" setting added, this may help those with communication problems that are due to some laptops with USB ports that are slow to respond. This a an ECU setting so the ecu needs the latest firmware instaled before you will have this s
    4 points
  6. I know this is becoming a bit of a blogpost, but I've managed to get it to work flawlessly now. This is just for anyone that is interested in getting a few pops and bangs on a gearchange/downshift without having fuel cut off all of the time, and, with some overlapping 4D and fuel cut ignition tables. Disclaimer: I am not a tuner, simply a novice that is taking a bit of interest. Above are my settings for this. Cutting the long story even longer: The fuel cut is on, but it takes 2 seconds to initiate because of the "activation delay" parameter. Within these 2 seconds, we want
    4 points
  7. Adamw

    SPAM on LINK Forum

    Thanks, I woke to several similar reports this morning, it seems to be all related to the same user so they have been flagged as a spammer and all posts/messages should now have been removed.
    4 points
  8. mldc

    Water Pump PWM

    Hello, Did some testing, results are below. Pump: Any pump CWA50, CWA200 or CWA400 would work with these settings. We use CWA200. Wiring: 1 - wired 12V from the PMU16, 25A channel. 2 - wired Aux high state signal. 3 - wired to ecu signal gnd. 4 - simple chassis GND. ECU settings: 50% on cranking is for waking up the pump. After that, You can use higher values then 50%. If your idle is lower then 1000 RPM, adjust the PWM table axis and values to suit your application. Results: Our race car working temperature is 70
    4 points
  9. Im not sure how relevant this is, but here is the ignition table from our V11 JDM STI test car. EJ207, quad VVT. Dead stock, 98octane RON pump gas. Most of the cells that it runs in are steady state tuned and it doesnt take much more timing than this, its a couple of degress away from knock when IAT creeps up. It runs 240kpa boost up to about 5500 then tapers away to 220kpa at the top end due to running out of injector. All of the parts that are meant to be inside the engine have managed to stay inside so far.
    3 points
  10. mapper

    Normalised knock

    I've helped with development of the new knock normalised mode and done lots of Beta testing. The Knock Normalised Mode has the big benefit that it will adapt to increased noise level, when your engine wear over time and consequently produce more background noise. In tradional mode this will lead to false knock detection. In general speaking Knock Normalised mode will adapt to changing background noise levels and should need less adjustment from engine to engine, once you have a good basemap worked out. It also allows better adjustment how much ignition retard is applied, based on knock
    3 points
  11. Gregconboy158

    Unhappy

    To jump in on this I've always felt the advice and guidance from the team (Adam) to be 2nd to none, I've always had the help and resolutions I've needed and would in turn recommend link to anyone.
    3 points
  12. The pressure compensation is non-linear and applied to the pump current before conversion to lambda (also non-linear) so it is a fairly complex relationship, generally done with look up tables. I suspect that RBR calulator linked above uses some simplified equation as it seems to give very optimistic results for the NTK sensor. They are typically about 4 x more sensitive to pressure than the LSU4.9 in my experience. For the LSU4.9 there are a few slight variations of the pressure compensation curve but this is the one that is generally used from what I have seen: So a couple
    3 points
  13. I get that Link are a relatively small company, with limited resources. I'm not expecting large features to be back-ported, but there are a number of longstanding known bugs and issues with the G4+ range (cruise active light, as one simple example that directly affects me), and we feel abandoned, because there's something new and shiny, and existing features on our product aren't working properly. I'm intrigued to see the new advances coming in the G4x range, and I might be tempted to upgrade in the future, but I'm currently wary about upgrading and having another issue that's
    3 points
  14. Here you go. Freshly out of my car. The calibration process is very easy the new way. Hats off for that. Not sure how the 4 offsets/teeth came for you.
    3 points
  15. Hi all, I just wanted to congratulate the team at LINK on a truly stunning upgrade to their WEBSITE. The colours and the layout etc really catch the eye. Very pleasant to scan through the pages. The format is very well laid out. Also not just the WEBSITE, but the company and products in general. I have been with LINK as a user and dealer since the conception of ViPEC and it has been sure great to be part of and also a witness to the transformation and growth of an already great product and company to a world leader in the Electronic Fuel Injection Industry.
    3 points
  16. The 5V supply is rated for 400mA at its specified accuracy. So typically enough for 30-50 sensors.
    2 points
  17. 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.
    2 points
  18. 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!
    2 points
  19. Vaughan

    Ecu security

    Not that I know of, the 350Z one works with our ECU but wouldn't be easy to setup in another vehicle, I personally use the DI feature in one of my vehicles but I have been tempted on more than one occasion to do something with an arduino, a serial to CAN converter and a NFC reader.
    2 points
  20. Just first check the resistance of the solenoid. 99% of the ford ones are fine, but there is an odd UK one (from the CHV or CVH? engine) that is really low resistance and wont work. The aux outputs can handle 2A max so it needs to be more than about 7ohms. Also, be aware most of the ford ones are vacuum assisted, so they need to be oriented so that the manifold vacuum is on the correct port. They dont work backwards. You need to look at pictures of the original application engine to figure this out as some that even look similar are oriented visually reversed compared to others.
    2 points
  21. Or even being able to customize FN / shortcut keys?
    2 points
  22. As for IAT heat soaking I have found using a 4D table like this has helped cure lots of my personal RB engines for restarts with heat soaked IAT and fuel rail, where the engine would run very lean momentary until the heat soaking would cool off. I didn't like just increasing the values too much in the post start enrichment table at operating temps because I only get heat soaking after 10+ mins of being turned off. No need for rich restarts if I just have the car off for a short period of time. The post start decay time table at operating temps is a little longer, around 10 seconds. It worked f
    2 points
  23. Looks like I missed one setting, change the RPM lock out to 400RPM will probably help the stalling after blips.
    2 points
  24. Simon's comment here: It looks like a solution to this is to shift where the driver is located. If you move the ftd2xx.dll file from the C:\Link G4X\PCLink G4X\Link USB Drivers\i386\ftd2xx.dll folder to C:\Link G4X\PCLink G4X\Link USB Drivers\i386\ftd2xx.dll Didn't give the correct path, but I managed to work it out. Copy the following dll C:\Link G4X\PCLink G4X\Link USB Drivers\i386\ftd2xx.dll to C:\Link G4X\PCLink G4X And PCLink will now open.
    2 points
  25. 3 wire pressure sensors you can usually share the signal - so for instance the one oil pressure sensor could be connected to both the gauge and the ecu. You will potentially lose a little accuracy as the sensor is not referencing the ECU 5V or sensor ground but for oil pressure high accuracy is not usually critical. It is useful to have both fuel and oil pressure in the ecu as you can use them for engine protection strategies as well as fuel pressure compensation in the tune. For your oil temp sensor it could possibly be shared but you will have to do a bench test to confirm the pull up
    2 points
  26. Yep that is normal. I havent asked anyone to get an explanation direct from the horses mouth, but based on my very crude understanding my guess would be when changing the ignition mode the processosor that does all the degrees based engine processing (eTPU) does some kind of re-initialise and the tacho sweep is probably run as part of its initialisation sequence.
    2 points
  27. Yeah I agree, not great wording on my part. What I was trying to cover is if those particular coils only have a single ground pin or multiple. Probably K20 coils with 3 wires if I were to hazard a guess. Some coils have more than a single ground wire - and when they do they are usually connected to circuits that are better to be kept as separate loops. For instance the common IGN1a, they have 3 isolated grounds - secondary winding ground goes to cyl head, primary winding ground goes to batt neg, logic ground goes to ecu sensor ground. They would usually work fine all connected to th
    2 points
  28. Yes, if the fuel table has been tuned using a lambda with a significantly wrong calibration, the the fuel table will need to be re-tuned.
    2 points
  29. Note as others have said above, in modeled mode the fuel table has nothing to do with injector PW or duty cycle, it is the volumetric efficiency, or in other words it is a measure of the air flow. So if you have a value of 100% in the fuel table it means your 2320cc engine will inhale 2320cc of air in one engine cycle. If you have a VE of 150% it means your 2320cc engine inhaled 3480cc of air in one cycle (obviously impossible). Typically in modeled mode you will have a range of numbers from about 50-60% at idle to 100-120 at peak efficiency. The areas in your VE table where t
    2 points
  30. 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
    2 points
  31. 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
  32. 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
  33. 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.
    2 points
  34. Knox

    G4X 2D launch control

    Thanks, I make driven wheel speed source to gp speed 1 (like driving wheels) and 3d mode with single axis like Vaughan wrote and works perfect now.
    2 points
  35. 2 points
  36. 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
    2 points
  37. @Gsab I've been visiting this forum every day for a couple of years now, and have been reading every new thread that's posted, and I agree - you can learn a LOT about how the ECU works just by doing so, and also HUGE respect to @Adamw for his professionalism and patience (even when he didn't work for Link for a while - I think he's back officially now?) - especially when, as you said, most people do not come back to say thanks! It reminds me a little of this: XKCD: Wisdom of the Ancients One thing I don't like about Haltech is that they discourage you from using the
    2 points
  38. There are definitely plans in the future to investigate other comms options for the next generation of ecu's, but with G4X we have stuck with USB so that PC Link didnt need a complete re-write as well (Months, if not years of work for our small team). The comms chipset that is in the G4X is capable of native high speed USB 2.0 as well - not only the virtual com port system that is being used at present so in theory it has the potential to be very fast. I believe this is being worked on. Ethernet is nice and robust, resilient to noise and makes wireless easy, but it has some significant n
    2 points
  39. Have found and fixed the bug, new version should be up on the website soon
    2 points
  40. I think some people need to be speaking to the dealers that sold them the G4+ ecus knowing fine well they were going to be superceded. I was all set to get a G4+ in Feb it was Paul @ TCB who actually told me to wait for the G4X
    2 points
  41. orlando bello

    Engine protection

    Would like to have more gp protection rpm limits tables. Not only rpm limit but also warnings under conditions.warning pop up on dash .
    2 points
  42. Thank you guys! It is nice to see new features coming.
    2 points
  43. Yes, mixture map can be used from road logs. Set up a Transient filter Eng speed < 250rpm/sec and another with TP<5/sec will get rid of a lot of the inconsistent data. Here's a video I done for someone else earlier with some further info: https://1drv.ms/v/s!AiYbYlZQuRHPszz5hTxJ8ec0MitL?e=2JbDVh
    2 points
  44. Something I've done recently is add a knock warning to my CE Light, I used a math block to calculate knock level - threshold and put it through a gp output to get an off delay (hold time) and fed it into the CE Light Aux. So far I've only used it for playing around with setting up my thresholds (so I can see how often it happens and for a clearer picture of when it happens) but I imagine it will be very useful once I've finished setting u the knock too. It has also been very useful for reviewing Knock stuff in PCLink logs as often the knock stuff happens too fast to be caught by PCLink bu
    2 points
  45. Yeah I added this to the list a few months ago.
    2 points
  46. Dave, this is an older MXS, not the 1.2 we sell. It doesnt look like they have updated the CAN stream in it. Even if I create a new MXS config from scratch in the latest RS3 the ECU stream version is still v00.00.01. In the MXS 1.2 the can version is V02.00.05
    2 points
  47. Ducie54

    Cranking time

    Add pre prime fuel or increase it. Try lowering your injector timing table values, and make sure fuel rail volume does not drain back to the tank as it will take longer to build fuel pressure.
    2 points
  48. Davidv

    dashboard arduino

    Forget about the CanID you really need to think about Frame ID instead. Your frame ID takes up one of the bytes in the message. So in this example below, it is Frame number 13 . When this can frame is received by your teensy, you need to look a that first byte to tell you which frame it is. If the number is 13, then you know that your values in the frame are Inj timing, Ign Angle, and Inlet / LH target. So you can update those values.
    2 points
  49. The V number on the base map file refers to the bottom board revision, so for your V1.8 board you should be using the Base map "Mitsubishi EVO 9 PCB V1.6+ G4+ Xtreme Plugin".
    2 points
  50. All flex fuel sensors do that. The signal is a PWM, the Ethanol % is the frequency and the temp is DC or pulse width. You just set the DI to "ethanol sensor" and both Ethanol % and temp will be available in the ECU.
    2 points
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