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UVic Formula Racing

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  1. Hi, Our FSAE team recently switched to a FuryX from a Thunder and are working on setting it up but have run into a strange issue. I've included two screenshots, one is the old ECU with a custom PDU, the other is the new ECU with a ECUmaster PMU16, in both setups the message to turn on the pump was done through CAN. With the new ECU, when the start button is pressed there is a delay before the engine starts spinning and then the fuel pump is turned on after cranking is started. This also results in the ECU giving a massive pulsewidth on the crank enrichment since the fuel pressure is non-existent. On our old ECU it's clearly visible that the fuel pump is turned on as soon as the start button is pressed and then the engine starts cranking a bit later.
  2. We do have a rule that a 10% deviation between e-throttle target vs TPS that exists for more then one second must be detected and power to the e-throttle be shut off, this is something we have solved by sending the two pieces of data over CAN to our PDU which does the mathematical check and then removes e-throttle power. The 100ms rule is for in the event that a sensor signal open or short circuits (the simplest test being unplugging the sensor) the fault must be detected within 100ms and the e-throttle power shut off. The original post I was inquiring about the ECU's 2 second delay which I now understand from your reply is due to it having a weak pull down. This I understand, I had not realized the Link ECU was using a weak pull-down and that's why it was so slow when the sensor was disconnected, I thought maybe some other detection system was being used because of the slow speed. Is the pull-down hardwired into the ECU? I know several other manufactures allow for the resistor to be software select-able. Through some testing we have realized by adding an additional resistor in a pull-down configuration we are able to effectively modify the 2-second detection speed which solves our issues with the slow detection currently built into the ECU for sensor open/short circuits.
  3. Hi, per our Formula SAE rules when using an electronic throttle we must be able to shut off power to the fuel system and throttle in the event that a TPS/APPS/BrakePressureSensor is disconnected. However, the Link ECU has a 2second delay before generating the fault which is far to slow for our rules (needs to be 100msec). From playing around with the ECU it seems like when a sensor is disconnected the voltage the ECU reads slowly drops. I was wondering if some explanation can be provided as to how the fault detection works on a link ECU for the sensors.
  4. It turned out to the the crank sensor wires being swapped around. Which was a very weird issue to diagnose.
  5. Struggling with a strange issue running our engine. We recently rebuilt the car and have only changed the exhaust system. Wiring was re-done between cars. Will usually start and idle but when trying to rev the engine it won't go past 2000rpm, doesn't seem to be leaning out or bogging because its too rich. At one point we tried increasing the ignition timing and that seemed to help get it to rev. Log file has been attached. Context of engine/car: Formula SAE Car, CBR600RR engine stock internals, stock triggers, Link Thunder G4+, Deatschwerks FSAE injectors, AEM 4-channel ignitor for coils, Aeromotive A1000 fuel pressure regulator, Deatschwerks DW100 fuel pump, Bosch 32mm electronic throttle body, custom intake and exhaust Throttle-100-no-rpm-change.llg
  6. We are using a Link Thunder for our Formula SAE car. Since we are using an electronic throttle we are required that our control system is able to conduct a plausibility check for when then E-throttle is longer matching the target. In the event that this happens the system needs to cut the power to the fuel and ignition system. From reading the Link help manual all the ECU currently does is turn off the the power supply relay for the E-throttle and thus limit the engine speed using fuel cutting. Obviously this is not acceptable by our rules. I looked into using a virtual auxiliary output to trigger on when Fault Code 75 occurs which would then feed into our custom made Power Distribution Unit to disable the output pins for the fuel and ignition systems. However, this does not seem possible. Any suggestions would be greatly appreciated.
  7. Hello again, We are running a CBR600RR engine in Formula SAE. We are intending to run a 16000rpm rev limit, and also use GP RPM limiters for other functions. It seems that the RPM limit table accepts up to 20000rpm, but the GP rpm limit tables only accept up to 15000rpm. Is it possible to raise that limit for the GP rpm limit tables to match what is possible in the specific RPM limit table? Thank you! -Lewis
  8. Trigger offset of -97 I've done a turbo E30 M20 with that same cam sensor and a stock crank sensor. These are the settings that currently run on it. How does your setup differ? Make sure the distance from the flying trigger tooth is not too far from the sensor - Lewis
  9. Awesome, thank you Adam! I pulled the angles off a different old forum post from elsewhere, and eyeball confirmed it. I'll try the jetski mode and reply if there are any issues
  10. Hello, I'm looking for information on the correct trigger setup for a 2011 Honda CBR600RR: Crank Sensor - 2 wire VR Crank Trigger - 12 tooth, no missing (even spacing 30 degrees apart) Cam Sensor - 2 wire VR Cam Trigger - Stock is 3 teeth (BDC, TDC, 15*BTDC) There is no predefined trigger setup for this in Link, and I haven't found anything similar yet. Somewhere online said the S2000 setup matches, but it does not. Are there any other stock application trigger setups that would work for this particular funky setup? The fallback option is to grind two teeth off of the cam trigger and just run it in generic multitooth mode, which is more effort. Thank you!
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