wastegate

e-throttle uses dual sensors for TPS and APS, they need to be matching, think of it as an agreement system. If one of the APS sensors fails, the system will flag an error. If you disable those check, and the APS sensor1 reads 100% while APS sensor2 is ready only 4%, it might use that 100% reading. There might be other things like integral limiters, remember a motor is driving the throttle blade, it requires PID control. If the integral limiter isn't there, the throttle might swing to far, giving too much or too little.. There are e-motor limiters too to stop the motor smashing the blade.. the motor might get a voltage spike from somewhere, jamming it open, with nothing to check the voltage of the supply, you have a motor being over driven.. I guess only Link engineers could tell you how the ethrottle works in setup mode and what sensors are read or ignored, but I don't think you will get that answer. Legally it's a mine field even on a race track or competition race car. Frankly, your tuner is risking themselves to a wrongful death lawsuit if something were to happen as he told you to do this. If he is willing to risk your son's safety, would you trust him? As for ABS, your brakes still work if ABS fails, there is built in redundancy and most modern cars even have multiple channels. Traction Control disable or failure won't cause you to loose control, it's meant for a simple job of maintaining as much traction as possible, it can be disabled in most cars. What is very difficult to disable in a almost all modern cars is stability control which is more of a safety feature than traction control is. You almost need to do a secret combo move to disable this in any modern car. But again, that is a safety feature that is about maintaining control. Disabling the safety features on a ethrottle is like disconnecting the SCRAM button on a Nuclear Reactor.

The two incidents I mentioned at QR were from cable throttle cars... a lot of keyboard experts after them always say "if it was me, I would have just turned off the engine" and I'm sure some have got away with doing just that. But you don't hear about those, only the ones where they don't..

So at QR raceway here in Brisbane, Australia, we have had a couple of fatalities from throttle issues being stuck or not closing. Not to say this was ethrottle but more the fact there was a couple of deaths because a throttle failed. Disabling safety features because you want to come first is the first way to the morgue. As a father of two, I hope for your son's sake you don't risk it. To put it in Australian, "Don't be a bloody idiot"

Unless I'm missing it, I'd love to see a feature where you can use a table for anything you want. Personally I'd love to use one to convert an input to what Link is expecting. For example, my Transmission controller outputs the gear position as Neutral: 0x00 Forward ranges: 0x01 to 0x0F Reverse ranges: 0x11 to 0x1F Park: 0x10 However, G4/G5 expect gear position as 0 (no gear) 1 2 3 4 5 6 7 8 9 ·P (Park) 10 ·R (Reverse) 11 ·N (Neutral) 12 ·D (Drive) 13 ·H (High) 14 ·L (Low) 15 ·M (Manual mode) 16 ·M- (Manual mode shift down) 17 ·M+ (Manual mode shift up) Ideally, I'd like to have a CAN Input from the TCU on one axis and the Shifter Position on the other as a 2D table.

Brilliant. Do you think this is normal and not worth mentioning and to just work around it? I don't care it doesn't log during sleep, what I care about is it looses all the data before it went to sleep and just flat-lines to entire log.

Anyone ran into an issue with logging on PC and sleep? For example, start logging a cold start on the laptop, can see the log going ok. Then go for drive and laptop will sleep. Come back to it, save the log and the log is then nothing, accept the last few minutes/seconds since sleep restore? flatlines the entire history before sleep. Log file attached https://drive.google.com/file/d/1Z9y3YRpPRO35OI0Gswdli5HkysobPx1U/view?usp=sharing Map in case it's needed https://drive.google.com/file/d/1xDkULkoVkVfWKjVtjBIxjRDHwBOi0-2n/view?usp=sharing

If you could get the AA80E CAN information, that would open the door for other Link ECUs to use this for conversions etc. There is quite a bit of interest in getting the AA80E behind JZs. Would be a real option if Link supported the CAN messaging to the TCM.

Vaughan, asking if possible you guys can look at a condition for turning on Overrun Fuel Cut? Or better still able to add a axis to the overrun Deactivation Table? Reason for this is some autos (like A340) free wheel in lower gears like 1st and 2nd if in D. This can cause the overrun to kick in and out, bouncing. Would be nice just to have overrun fuel cut on higher gears/speeds..

canchecked are also a good choice. They have a CAN based EGT amps now too.

Just an update, the DMCD works great with the Toyota ABS sensors. Only have the left side wheel speeds hooked up for now as I only had 2 wire shielded cable spare. RR is from the speed output from the ABS ecu itself. RF not connected currently.

Yeah Vaughan I was going to use a couple of those, but they don't tend to ship international to us in ANZ unless it's a bigger purchase. I ended up purchasing a Motec DMCD for $100AU that "should" do what I want.

Would love to be able to set the voltage thresholds on the DIs.. at the moment there is no way to change the trigger point. Background, using ABS wheel speed sensors, some sensors not picking up a trigger till 40kph.

Just do what Toyota do.

Which car? Most Toyota's (6 cylinder) run two sensors. Knock1 usually Black wire to ECU, then other pin to ground. Knock2 usually White wire to ECU, then other pin to ground. But some Toyota's use gray instead of white.. But Pin 1 on it goes to the ECU.

Of course, lots of people would love a Native Linux app, hell even an appimage. But it's a lot of support issues and development. I'd think Link would do a Mac one first if they ever did anything other than Windows. Only based on the user base. Really using QEMU with KVM and a Windows VM isn't such a pain.

I'll beg, bother and nag to see if I can get that full CAN messaging framework if you guys can add that in. It would be wonderful as only a couple of ECUs support DCT/8HP mechatronics CAN at the moment, Motec and MaxxECU (DCT only atm). Other solutions include using something like CANTCU to act as a bridge tween the ECU and TCU. Man if you guys can even get the Toyota's gearbox working like the A340 range, that would be a huge selling point. I personally know quite a few Toyota nuts that went straight to Haltech only because it can control the A340 as well. No need for a external TCU like a Compushift Sport 3 like I'm using at the moment.

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.

Would something simple like this work? Aux 12 being connected to the relay for the solenoid.

From what I can tell, based purely on what I've looked into, the pump will "default" to 70% with no CAN input. The keepalive is a heart beat signal from the ecu, so effectively turning on the PWM of the pump itself, enabling it to be controlled 0-100%. If the keep alive signal is not there, it will default to 70%. Once the keep alive is active, the PWM can be changed. It "might" be as simple as giving the keep alive the rpm parameter, so as long as the engine is running, it has that keep alive signal, but then it might not and might be expecting a certain counter.. You just need to know what bytes within that frame need to change. I'm very novice on code and not quite making out the C++ of the Arduino code but should be pretty easy for a coder to say what bytes need changing etc from that code example.

From my own research, the pump is really expecting two things. A keep alive and a input for pwm. The keep alive seems to be on ID 1AE0092c (Extended) The PWM from the ECU is on ID 2104136 (Extended) Here is some Arduino code that controls it. The coder also sells a stand alone controller as well which looks nice. https://github.com/NMSTEC/Volvo_EPS_FREE/blob/main/src/main.cpp https://www.nmstec.ca/product/psc/ Adam might have a way to have a custom stream but the rolling keep alive might be a head scratcher (for me at least) interested to see how this pans out.

Here is my IC7 config with the warning lights working. https://drive.google.com/file/d/1yXibZ4oG7pv9rlA_w-yDUdTBeQ7oD_EM/view?usp=sharing Here is my Warning Light Stream File. I use ID 996, update rate 2hz. https://drive.google.com/file/d/1-Hocp5d4fcS3d1dAv8VGA7bsFsapH3ie/view?usp=sharing This is how it's configured on my ECU if the stream file doesn't work for whatever reason. And this is the Winmerge compare between the fresh Link profile IC7 config and the modded one included in this post. You can see the added data to the file. Sorry for the late response, been distracted.

No, there is no way to control this 8 speed with any Link. You have a couple of paths to follow if you are keen. I've been doing quite a bit of research into this last couple of years, only with life to fuck me over pullignt he trigger.. Here is what I've compiled. -- CanTCU -- https://www.canformance.net/product/cantcu-transmission-controller/ **Recommend if Street Car Keep the BMW TCU in the mectaronics, you can use CanTCU with a Link and connect via CAN. The CanTCU will take the CAN information from Link like torque, map, tps, rpm etc and the CanTCU will communicate with the BMW TCU in the transmission itself and give it the correct info it needs. Pros: Less wiring, bugger all tuning Near OEM drivability BMW TCU flashable with xHP tunes. Cons: Some drag/drift fuctions not possible like clutch or transbrake. -- HTG -- https://htg-tuning.com/ Standalone TCU, requiring rewiring of the mechatronics and removing the BMW TCU. Link communicates via CAN to the HTG TCU. Pros: Flexibility Highly tuneable Clutch by Wire Trans brake possible Cons: Needs modification of transmission Needs to be tuned Somewhat buggy software Constant firmware updates and some require retune -- TurboLamik -- https://turbolamik.eu/ ** Recommend if Racecar Standalone TCU, requiring rewiring of the mechatronics and removing the BMW TCU, Link communicates via CAN to the TurboLamik Pros: Flexibility Highly tuneable Clutch by Wire Trans brake possible Cons: Needs modification of transmission Needs to be tuned -- Praetor PTC -- https://mectricmse.com/products/praetor-ptc Standalone TCU, Link communicates via CAN to the Praetor, unreleased so far, due this year. Australian company. Hardware looks good, somewhat overkill really. Pros: Flexibility Highly tuneable Australian Company Cons: Needs modification of transmission Needs to be tuned Not released yet. -- Sound German PCS TCM2800 -- https://www.soundgermanautomotive.com/pcs/ Standalone TCU, only supported with FCA (Fiat Chrysler Automobiles) 8HPs, limited CAN support (GMCAN, J1939). Pros: Highly tuneable Cons: US based Limited Support Small User base

Thanks Adam for the explanation! Will go and fix these up cheers.

Hi Link, Would like help in understanding what is going on here. I "think" I might have solved it for 1/2 the query but would like confirmation that is the issue/solution. I've been having an issue with starting the car and the idle will shoot up to 2000-2200 rpm and hold there for a couple of minutes before starting to come down. It's not every time I start the car, maybe 4/10 times. So it's been hard to replicate each time. Doing to research, watching multiple videos from HP Academy and others, I analysed the logs and saw that my DBW TPS was quite high at 8-9% while APS was 0%. A bit higher than the base idle position of around 7%. I saw startup offset was set to 1.5% so assuming this is what is causing it. But looking at the logs more, the startup offset should be decayed after 3 seconds. But it's not decaying. What is causing this that I'm not seeing? I can't even seem to log startup offset, hold and decay times. There is also a secondary weirdness. Overrun seems to cut in and out during this log, again I can't seems to find a trigger for it.. Any advice is welcome cheers. ECU Tune File https://drive.google.com/file/d/1bWYckZR-3t-_bbdDq5AtRUnbwyB_w4td/view?usp=sharing ECU Log File https://drive.google.com/file/d/1IwFA6A-5JVUU_0-eqrVwC2rkDLanSzPZ/view?usp=sharing

Those fuel cuts are the overrun fuel cut. Messed around a bit today, turned off CLL and can manage to replicate the issue while the car is stationary and just revving to 2000-2500rpm. Goes very rich @ ~0.7 lambda. Then by about 3000 rpm it comes good again. So played with the VE table and can get it a little leaner in that spot but it's a hole in the map deeper than a diamond mine. Something is certainly up.. I wonder if a injector is to fault here.. I will change plugs first and check them. Then get the injectors cleaned.