Rozsko

Nitrous control is only available on the G5, that decision was made quite close to release.

Few local dealers are advertising it and listed as in stock..
EKZ in Australia have it and listed @ $5150au
 
To be honest, it's a tough sell. People will still upgrade I'm sure, it's a easy upgrade if you are already on G4X an want extra IO or some features.

However, there is plenty of competition in the arena. 
 
I wish it had Gearbox control, even CAN based minimum and support gearboxes like DCT/8HP over CAN to the factory TCU. Don't expect it to have 6+ h-bridges to drive them directly. But supporting 3-4 speed autos directly would have been nice too.

Link G5 Voodoo Pro | 152-5000 (possumbournemotorsport.com) already in stock

I am using an HP USB-C mini dock (7PJ38AA) with my Samsung Tab S7. It works like charm. There are some odd cases when I have to powercycle the dock, but 80% of the times it just works fine.

Thanks Adam

Hey Guys,
Just wanted to ask if there is anything you can share on G5.
Planned release date, price range, is it going to use the same PCLink that the g4x, will g4x maps be compatible or atleast portable to g5,... ?
Thanks,
Bela

I actually just tried this this weekend and the connection speed stayed over 30Hz while logging - 32-45Hz most of the time.  Of course if I'm not viewing the screen I don't see the benefit to doing this versus the internal logger either...  Other than the benefit of not having to download first to see it.

one of my tricks for pc logging at the full 40hz is to have another view that's empty bar a few key stats like knock count and iat/ect.
if I set it to pc log, I then switch to that view to get the maximum possible logging rate during a session, then switch to the more complex views to do analysis.
 i7-4650U CPU @ 1.70GHz   2.30 GHz + 8gb ram. nothing to scream about.

Try dropping the write interval to 500.

That's my bad, will be fixed in the next release

G5??? Please tell us more about it!

Looking at crank signal, isn't the polarity swapped?

It was originally planned for this week but we found a backwards compatibility issue with old firmware so they are working on fixing that.  Might still be a couple of weeks.  

I think you will be in bootloader mode if you dont have pin 4 grounded.  From the manual:

That is normal.  The DI's pull-up is regulated 12V, the trig 2 pull-up is 5V.  The only important requirement is that the voltage rises above 1.5V when the sensor is not grounding it and falls below 1.0V when the sensor is grounding it.  

Ahh, Switch to the Copper core Plugs until you get it tuned, Even the short copper plugs meant for the early heads work ok.

How much Carbon fouling do you have?

Factory they went to D6 & D26.  This is just the high current ground for the ignitors, so engine block/head would be fine too.  

What the hack?!
Unfortunately our project car is behind schedule as well, so i wasn't able to test it myself, and I have no idea when we get there.
On the other hand it is good to know the design is ready and is only waiting for production. Hopefully you can sort that out shortly.

Hi, I am Chris an old school JDM car fan, i have a Impreza GC8 race car and imported cars back in 2005~2008, have done quite a bit of tuning with other systems, so understand all the basics, look forward to mapping and setting up my new Link G4X.
I read up quite a bit on this forum before opting for link and it has some great users that are helping the online community, brilliant resource!

Weve got a couple of fairly significant motorsport functions added in the next release and these still need more track testing before public release.  May still be a month away yet.  

Only one CAN-lambda per CAN ID (950, 951, 952, 953 on your case)... Having different ID per device is the only way for the ECU to know from which device it is receiving data from.

essb00 is correct.  You need to program the spartans with a unique ID each between 950-957, you do this either with USB or bluetooth depending on how old it is.  In the ECU you only set one channel to "Link CAN Lambda", it captures all lambda ID's.

Easiest option is find the large barrel shaped TVS diode, clip 12V onto the striped end, ground on the other leg.

Your misfire is probably unrelated to ignition energy if it is at idle.  Cylinder pressure is very low at idle so doesnt take much spark energy to start combustion.  You would typically see ignition energy related issues at higher loads.  
Yes.   The suppressor provides a short ground loop path for the spark to return to the coil, this reduces emi.  This Adaptronic video explains the concept quite well, watch from about the 8:00 mark:  https://youtu.be/ZTDsm6b69Lk Again, unlikely to be sensitive to dwell at idle - you can give it more as a test.    VE and hence cylinder pressure drops away after peak torque, so since you need less ignition energy you can drop dwell back at higher RPM to give the coil more cooling time.  Electronics lifetime is greatly influenced by their average and peak temperature. Not in your case.  Probably overkill, but they are good coils, originally designed for a mercury two stroke as a CDI replacement so provide good energy at even short dwell times.  They do have 3 isolated grounds, one is meant to go to the head, 1 to sensor ground and one to battery ground so that can make wiring a little more involved to do it right.  Having said that I have seen many people just ground them all to the same lug and get away with it too.   OEM style carbon core leads are still the best by far for emi supression.  Spiral wound often have quite low resistance and generally arent as good.  You would typically see trigger related issues if there was an emi issue.  

Yes, the 3 pins on the coil are 12V supply to the primary winding, ground for the ignitor (effectively the ignitor connects to the other end of the primary winding), and the ignitor trigger.  The negative side of the secondary winding is still connected to the 12V pin, just like in an old 2 pin coil.
 
Yep.