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  1. You can set Knock Control->Knock Setup->Ign Retard Limit to 0.
  2. I emailed that along with a 6k rpm run to tech support. Hopefully it reaches you. I can really only test this on a dyno or race track, and I don't easily have access to either right now. I think the VVT is a red herring. I have tried lobe angles at -10 and +10 relative to what is in that tune (which is how far the exhaust VVT moves at 3k RPM), and it still drops off at the same point. Also, the 6k rpm run has VVT movement and works fine. I'll repeat what I said before - the GDI Pump Control is actually DECREASING while the pump pressure is dropping. It's almost like it's being f
  3. Firmware, software, though I didn't see anything in the notes for about GDI changes. I have a weird issue where the fuel pressure tracks just fine at 6k RPM, up to 0.0696 g fuel/cyl with a 5.188ms injector duty cycle at 200 bar, but it won't track at 3k RPM, above 0.055 g fuel/cyl with a 4.070ms injector duty cycle. It's a Bosch HDP5. It seems that it should be able to handle the same fuel flow rate per cycle in either case. Interestingly, it looks like the GDI Pump Control makes no attempt to make up for the fact the fuel pressure is falling (see log).
  4. What exactly is the "GDI Pump Control" logged parameter mean? I assume it is the PID correction applied to the GDI pump control model (after utilizing all the lookup tables), and not the actual duty cycle of the GDI pump itself. I haven't seen it list any values below -10% but I don't know if that means values <-10% simply aren't logged or whether the PID is clamped to -10%.
  5. Can I use multipoint group on a direct injection engine? It seems like the 2nd firing would be at exactly the wrong time (and probably wouldn't work since I think only one of two injectors can fire at a time, given the needs of the high voltage driver for GDI injectors).
  6. To answer my own question - 1. Measuring deadtime is about measuring actual lambdas and pulsewidths at two different settings (same RPM/load, but different fuel amounts), and seeing where that goes. 2. Measuring fuel charge cooling coefficient is about measuring target vs actual lambda and making sure those track each other. Of course you get to throw in charge temp approximation table too, but that involves changing air or water temp and observing changes in lambda. Luckily I have a lambda sensor!
  7. I noticed the help on how to tune fuel charge cooling coefficient is similar to how I would tune injector deadtime - vary target lambda and observe actual lambda (well, more specifically measure fuel/air ratio at various injector pulse widths to determine what the pulse width would be for 0 fuel). Assuming I can't measure my injector deadtime properly, is there a suggested way to determine those two parameters? I was thinking of changing the target lambda and testing two different load points, under the assumption that deadtime would have a greater effect at lower loads while fuel charge
  8. Has anyone connected their Link ECU to a Dynapack OBD adapter? I was wondering if the dyno can log the ECU data stream or not. Might make it easier to see the effects of ignition or fuel changes as it relates to power output, esp as the air temp is increasing. I know Dynapack has a separate CAN adapter, but the shop I'm using doesn't have that. They only have the OBD adapter, and I'm not sure if it expects K/L-line or if it can read CAN too. Thanks!
  9. In the documentation for the gear ratio table, it says "Gear Ratio = Engine Speed (RPM) / Speed sensor frequency (Hz)" and "Engine Speed/Speed Sensor Frequency". However, as far as I can tell it's actually Engine Speed (RPM) / Wheel speed (kph). This is what is actually displayed in the Runtime Values box under the Misc tab.
  10. Scott33

    N54 trigger

    You can find BMW wiring diagrams here: https://www.newtis.info/tisv2/a/en/ If it's anything like the N20 sensor, it should be hall effect with the pull up resistor enabled. I think it's dealer's choice whether you choose rising or falling edge; at least with the N20 the pulses are just spikes, not related to the size of the tooth. Are you running port injection? I didn't think Link ECUs could run piezo GDI injectors, let alone 6 of them.
  11. Helping out a friend, and before I make changes to the stock wiring I just wanted to check a couple things: 1. Pin 27 is supposed to control the engine module relay, but there isn't anything listed in the wiring pinout about pin 27. Similarly, pin 56 is ignition switch input, and nothing is listed in the wiring about that pin either. Are those two linked internally so that the ecu only has power when the ignition switch is on? 2. The oxygen sensor input is connected on the right pin (pin #13); does that mean the oxygen sensor relay (pin 38) is connected somehow? I don't see a conn
  12. In order to make sure the AEM UEGO controller is only running when the engine is running, one normally wires the power to the UEGO controller with a relay, which is controlled by an aux output of the ECU. However, the current requirements of the controller are pretty low - 1.2A. Instead, can we just wire the ground of the controller directly to the aux output of the ECU? Controller power will have to be switched so that it is not on when the ECU is off (otherwise ECU could receive phantom power). Also I would use CAN to communicate, not analog, in order to avoid the slight ground s
  13. Thanks for all your help. I don't want to remove the pump as I have to replace a $70 fuel pipe if I do. Not sure why, but the factory manual says so. I looked at pictures of a cam on ebay and estimated the lobe angle. I also guessed that the lobe is a perfect sine wave. After that I started getting fuel pressure. I had guessed at the timing based on pictures from the factory manual on the position of the trigger wheels at TDC, combined with what I saw in the trigger scope. Something somewhere was wrong (either the factory picture, the Link manual on missing teeth + cam level, or
  14. FYI you can use a 74HC393 which has two 4-bit counters in one package. Saves space if you need all 4 wheel speeds. In a TSSOP package, the board fits on the end of an AT04-12PA-BM* header, making for a compact addition to a wiring harness.
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