Dave Kriedeman

Hi kyler3325t, If the engine has been tuned already the quickest thing for you to do is go to the FUEL MAIN tab and go to the MASTER FUEL TRIM and enter -30.8% and this will reduce the fuel trim back and allow for the increase in injector flow. If this engine has not been tuned be warned this suggestion will work for a previously correctly tuned engine only. Regards Dave.

Hi vk_s14, There is a lot of Nissan trigger patterns available in the software already, no VK45 DE however, there is VK56 VVT, but I have no idea if the triggers are compatible. There are very few occasions when you CAN NOT setup your own TRIGGER PATTERNS with PC LINK. Can you confirm crank trigger tooth count, sensor type and Cam sensor tooth account and sensor type. How many cam sensors does the engine have and do you have tooth counts for these cam sensors for the VVT. Regards Dave.

Hi Adrian, many, many feature requests come through very often. These requests get put into a prioritised list also future development of the ECU's and abilities by LINK themselves are also factored into these requests, so sometimes requests can take time to be added. I will send you information on Paddle shift setup, this took 3 days to configure so you can understand that it is like giving you the answers. It is because myself and the other dealer worked on this it is not 100% my decision or work that permits me to share this information. I will however do this for you as you knowing this will not impact us directly. A lot of control functions and ideas I get , involve many many hours of work with an ecu the latest software/firmware and my simulator. There are things that these ECU's are capable of doing that are not at first obvious. I start with the idea and then look at how to go about it and then test with my simulator. Sometimes I get stuck and call on the help of the LINK TECH support, Simon or the Head Engineer Ashley. Sometimes I have to admit defeat and realise what I wish to do wont work You will receive an email from me over the next few days regarding the paddle shift setup. I have more doctors appointments , scans and tests to go through over the next couple of days. Regards Dave.

Hi Crispin, yes it is a limitation, with no way around it. Regards Dave.

Hi 2JZ_JZX100, You can contact me on 0475 388 462 AUST or +61 475 388 462 Int. My business email is [email protected] or you can PM me on here for instructions. Regards Dave.

Hi, firstly sorry to 2JZ_JZX100, I have mislead you as JMP has noted the trigger 1 pattern was correct in the first shot. You need to set the Trigger 1 wires back the way they were. I need to reply to these posts after more sleep and less pain medication to save me from embarrassment and misleading information. If you can post your PCL file so we can look for any other reasons for the poor VVTi response. I am willing to remote log into your ECU and look at sorting the issue for you for free ,(THAT'S IF YOU TRUST ME). This FREE offer is to make up for my misleading information. Once again very sorry and thanks JMP for alerting me to this. POBODIES NERFECT. Regards Dave.

Hi Impellerhead, yes unfortunately it is a limitation still. However there MAYBE something extra coming soon to change this. Regards Dave.

Hi , yes trigger 1 is reverse polarity and trigger 2 is fine. In all fairness to the tuner, he has done the correct thing and reported the issue. Diagnosis and repair if not installed by that workshop is not part of the tuning costs. This would be a different job requiring a quote to further rectify the issue. Or the come back on the installer. Just my opinion. Regards Dave.

Hi mikegt4dude, No feel free to roll with your ideas. Regards Dave.

Hi, that missing pin would appear to be pin 59. I take it the EGT light is separate to the CHECK ENGINE LIGHT. Does the engine have a dedicated pyrometer for this input. The input may possibly be used but normally any EGT input must be conditioned via an amplifier of some description. If the signal was compatible then an aux o/p could be setup to activate the light using GP output or a Virtual Auxillary. However I believe the signal will be unusable on its own. Regards Dave.

Hi, what coils are you using. Normally they are all marked with + - and I + = Ignition power - = Grounded to cylinder head I = Ignition trigger. Normally the trigger wire is the centre wire. So just check for 12 volts with ignition on at one end with multi meter and check ohms to cylinder head at the other end, should be very close to 0 OHMS and if you do a voltage check , ignition OFF should read less than one volt. Regards Dave.

Hi Sutkale, yes you are correct looms A and B pinouts are identical to i88 or G4+EXTREME. Looms C and D carry the new extra Digital Inputs, Dual WIDEBANDS, Dual PYRO, etc. If you are upgrading from a FURY then you will need to remove and re -terminate the Onboard wideband to connector C which has both LAMBDA Inputs. The remainder of the 16 Digital inputs are here as well as the new MAIN RELAY CONTROL. Connector D has the DUAL PYRO and the DUAL CAN BUS, NEW AUX 14 VOLT POWER SUPPLY, MORE ANALOGUE VOLT INPUTS MORE AUX OUTPUTS. So the change over is quite simple, with plenty to gain. The 3 axis G SENSOR is onboard Regards Dave.

Hi Rob W, You should not have any fear or regrets in the Link or no longer available ViPEC brand. These ECU's are brilliant and same for the software. I have installed and tuned that many I wouldn't remember. I have never had even one failure. Enjoy. Regards Dave.

Hi, yes you need to select a CAL table or a drop down selectable sensor depending on what you are using. You then need to go to the units TAB under the OPTIONS TAB at the top of the page, go to the UNITS TAB and change LAMBDA to AFR. This will then make the AN VOLT INPUT read AFR, not Lambda. In the setup for the CAL FILE you need to put the minimum and maximum values for the AFR meter in. If you want to create gauges etc, then you must go to the setup parameters within the gauge setup page and make the minimum and maximum settings for AFR. Regards Dave.

Hi Jasaircraft, I do not quite understand your concern sorry. I have run many ViPEC and LINK ECU's with CDI units without issues. With MSD they require a Positive or rising trigger edge, if it is left at negative or falling the timing will change incorrectly with an increase in RPM. So for example if you are running 4 cylinder with wasted spark , you will be using IGN OUTPUTS 1 and 2 only. These will go directly to the trigger inputs 1 and 2 on the MSD DIS 2, The wiring for the coils will go directly to the coils from the DIS 2. You must use INDUCTIVE STYLE DUMB COILS, with CDI units, however you CAN use NON INDUCTIVE coils by simply reversing the polarity of the coils. Please find attached a screen shot of the settings in PC LINK you need to set. Regards Dave.

Hi PitBull , when you state the LAP TOP CRASHES can you be more specific on what happens. For example you are online with the ECU and then the ECU loses comms with the laptop. Or does the LAPTOP Physically crash as in BLUE SCREEN of DEATH. When the issue happens does hitting the F3 key allow you back online or do you have to shut PC LINK down and disconnect the USB tuning cable and start from scratch again. Regards Dave

Hi Rob W, If you were using a power invertor as in a box plugged into your cigarette lighter that transforms 12 v DC to 240 V AC then there is a very good chance that the battery voltage would have been influenced enough to create issues relavent to injector voltage dead times. Those invertors can create issues with power supplies causing alternator outputs to vary therefore effecting the power supply to the vehicle electronics. This would have effected the injectors response to commanded changes from the fuel table or trim tables that would have resulted in poor response. Regards Dave.

Hi Mapper, paddle shift is possible. Myself and a friend worked it out for his drag car awhile ago, but is for air shift solenoid control shifts. Regards Dave.

Hi Jasaircraft, yes you can control the MSD DIS 2 direct via the ECU . For example ignition output 1 from the ECU will go to Trigger 1 on the MSD DIS 2. Also the Ignition trigger firing edge for MSD products is a positive or rising edge. Regards Dave.

Hi PitBull, as Damien has mentioned I had an issue with my current tuning laptop, It was setup to go into low power mode on the USB ports and this gave me issues. Just do a search and look for Power Saving Mode USB ports. Also double check your comms setups for the Laptop and ECU this information can be found in great detail in the LINK HELP FILES under COMMUNICATIONS. Regards Dave.

Hi , why not use Dual Fuel table, not limited to 60 % If you really want to you can activate 4D and 5D to get more also. Don't forget you have a MASTER TRIM also in FUEL setup . You can also high light the chosen areas of the fuel maps and add an overall + or - %. More detail on exactly what he is trying to do will lead to a much more accurate answer. I am referring to , is he running the second table for Nitrous fuel trim or dual fuel as in Methanol etc. Regards Dave.

Hi Midshipracer, we need to see how the rev limiter has been setup in your pcl file. The rev limiter is also dependant on ECT values. There is a chance your tuner has setup the rev limiter in advanced mode which can result in inconsistent rev limiting due to certain conditions. Please take a screen shot of the rev limit setup or your pcl file. Also need to check he does not have any GP RPM LIMITS set. Regards Dave.

Hi turbodailydan, is this the same ECU and vehicle you are having the MAP sensor issues on. Blowing black smoke running super rich etc. If so then this is your problem, these engines have a very weak vacuum signal from what little plenum/vacuum chamber they have behind the throttle blades. If you have your fuel table set to MAP on they axis it will read very close to 100 kpa at idle, this will make the ecu think it is under load and therefore run on the 100 kpa fuel row, causing excessively rich mixtures. Most people make the mistake of hooking up the MAP sensor hose the FPR hose port with a T piece. I have even seen one setup where the inlet plenum was drilled into and had a vacuum hose barb fitted, this will only read boost as the vacuum signal comes from behind the butterflies. I have attached 2 screen shot of how to set up a multi throttle low vacuum sourced engine. 1. is a basic set up 2. Is a more advanced set up incorporating a 4D fuel table that in boost is tuned as an extra % on top of the fuel cell number in the main fuel table which uses TPS as it's load reference . This table will only allow an extra 60% of fuel to your table. If you find this is not enough,you can adjust the FUEL MASTER VALUE or if you have a good fuel pump with plenty of flow crank the fuel pressure up. See how you go. TAKE NOTE VALUES IN THESE SCREEN SHOTS ARE PURELY FOR DEMONSTRATION PURPOSES, THEY ARE NOT INTENDED FOR DIRECT USE FOR ANY VEHICLE. Regards Dave.

Hi efi265, I have made some changes to your file. I have tidied up you ignition main table, employed idle ignition timing control. Disabled CCL , which you had active, this should only be activated and setup once the engine is tuned completely and properly. I removed the 38% fuel main trim and applied it to the main table as a 30% overall trim. This pcl file is designed as a starting point for you for a much tidier and accurate tune. Let me know what issues you have. If you are using MIXTURE table to tune the fuel main table , please setup the filters as to deactivate recording transitional changes such as closing TPS, MAP values changes etc etc. This will lead to bad fuel tables, not sure if you where or not, but just a side note for you. Regards Dave. EFI265 E85_DAVE_TOUCH UP.pcl EFI265 E85_DAVE_TOUCH UP.pcl

Hi efi265, sorry for the short abrupt answer, I am unwell and head for surgery tomorrow. I will have a look at your PCL file today and see what I can spot. What brand of wideband are you using. Also it is not uncommon to read lean or very lean mixtures on overrun as these areas are not tuned very often. Areas of high vacuum I find a good down hill run and tune these spots on decal. Often these areas are way to rich and the wideband will read lean as there is a lot of unburnt air in the exhaust.. But to be sure I will check your pcl. Regards Dave.