Bethanyc

sorry i had to have a look at 200hz logging and the oscillations at either end of the 20/80% testing were horrible !!! especially worse when coming down to the 20% with big overshoots so i played around a little more, and ended up at a P = 5 and I = 0.95 i still get small overshoot on the 20/80% testing coming down to the 20%, but up and and the way down is now more stable. when set back to linear it looks good, just that small overshoot when off the throttle very fast ? do you even feel this ?

thanks @Adamw your setting were pretty much spot on. How does this look ? 0.152I seemed to be the sweet spot

I have had a better look at the logs after some sleep, For the TPS sub, i guess ill leave it at TPS sub (100%) to 54 % it looks like the error was just due to difference between target and TPS main, so ill have a play with PID and frequency today to see if i can get rid of the bounce and differences

Hay Link team, having some fun in lockdown to see if I can get a 4G69 e-throttle working correctly, its slightly different to the Evo X throttle body, but its same dimensions to Evo 6 throttle body so wanted to see if I can get this working first before going down the Evo X throttle path. They are also much cheaper. I was able to successfully calibrate using the calibrate button. Initially I set to Evo X settings in the manual, but having a few odd issues. First one is the TPS sub is not linear compared to TPS main and stops at 54% and is occasionally throwing a sync error. Is there a way around this with a custom table somehow ? Second is when fast off the throttle pedal it bounces around a bit, ill play around with PID, but higher PMW frequency seemed to help i dont know if 10000 is too high ? . any suggestions welcome. logs and ecu file attached Thanks Beth.

thanks Vaughan and Kris for the ideas, i think now have a simpler way to make it work while keeping most all the IC spray functions. i checked the logs from the 2 events i have had with the ECU in and as the 2 events were 2 extremes, one at 25 deg day the other at 40 deg, there is a very constant increase in between AIT,Oil and ECT. So i can flatten the input with the mathblock somewhat by adding the 3 values together in the mathblock and using that output to increase the duty cycle. This way if one of the values from anything increase out of the ordinary i still get the benefit of increased spray of the overall hotter conditions.

Hi Link Team, Is it possible to add a 4D table to increase IC duty Cycle % ? I have just setup a 20L spray tank in my Evo 6 with the factory nozzles and have 1 on oil cooler, 1 on radiator and 2 on intercooler. i would like to be able to increase the Duty cycle if any of the temps (oil/water/intake) go up beyond a threshold, i just cant figure out a way to do it ? Cooler events in winter are not going to need as much water to evaporate as in a 40deg summer rally so just trying to figure out a way to cover all scenarios Thanks Beth.

So stealing that one

Worked perfectly all day at a rally at 0.7 D. boost was spot on all day One less thing to stress about thanks Adam.

I managed to get a quick run in today up to some speed under load with all the logging turned on that was suggested still overshot a little at derivative at 0.5 but certainly lots better

Thanks that makes more sense. Ill try with the just a little more derivative first. Beth.

Thanks Adam have turned all on for the rally in 2 weeks to get some more data. Its very frustrating as i cant replicate on tarmac or on the Dyno it hits target every time. (and no dirt roads in sydney any more) I have increased the derivative slightly to 0.5 so see it it makes a little difference. Beth.

Thanks Adam, was fine on dyno , and it's its a bit hard to drive a rally stage with a laptop in the car, if there is something you recommend for logging to ecu to be turned on ?

sorry Logs attached to first post.

Hi Link team, finally got a proper speed full forest test in and looking for suggestions on boost settings on closed loop, looks like still overrunning by 10-15 Kpa, Turbo has a very aggressive spool and will hit peak boost at 3500rpm. Its not knocking when overboosting from what i can tell but would still like to get at the 250kpa more constantly. Thanks.

thanks Adam that did it, i clearly didn't need that much gain as well a setting of 1 looked to be ok, Ill do an event to collect some data to see if needs to be on at all, but probably wouldn't hurt to set some high numbers to protect if a get a bad batch of fuel or something else playing up. thanks Again

thanks Adam, blonde moment... i read the logic the other way around

Hay Link team i am going through the setup for knock setup so i can get some data, but i suspect my factory knock sensor is dead as its plugged in and is connected to the correct pin although i am not getting any signal at all in any of the runtime values when free revving, which leads me to suspect the sensor. If i can get the setup checked just in case i have missed anything. Thanks.

This is my evo 6.5 RS gravel rally car now running Link G4x plug in and XMS 1.2 display. It has all the usual rally mods, - fully built motor - hewland dog box - Kaaz and cusco diffs all round - mca gold suspension - AP brakes A few more things planned now it has a decent ECU in it install was very easy with no surprises.

there is no linear oil pressure sensor, it is just a on/off to the dash, you will need to run a remote line to a sensor off the filter housing (dont hardmount) or a sensor on the turbo feed line.

i probably should recheck my wiring to it, may just have been marginal as well..

this is going to sound really strange, but i am sure mine did the same, i am using the link NTC1-8 sensor, it was just not reading voltage, also connecting through an temp 3. i changed the sensor type to Delphi AC ECT and it mysteriously started reading voltage correctly without me touching the wiring ? i think they are Delphi sensors anyway. Beth.

hi Link Team again I am going to install a Cartek battery isolation switch. i couldn't find the digital input Amp limits, i am assuming its ok, but wanted to check. it just mentions voltage in the help file. the Cartek XR has the following engine kill signal to go the ECU. Engine signal kill current: 12v 0.5A when ON, switched to chassis/earth when OFF Thanks. Beth.

ok good to know my wiring was not the cause... my ECU came from Link on 10 July according to the sticker on the static bag, so seems like they are still being sent out with the old revision boards ?

ok a quick update after testing this morning i tried a brand new pin plug with bare wire nothing connected into connector 46 DI10 > no voltage I then moved the same new plug pin to spare connector number 44 DI5 > reading about 10.4v , my switch works perfectly. so there is an issue with DI10 on the ECU... i dont need any more inputs and i have DI6 i can use as well if i need another. Its just very strange. Thanks. Beth.

Yes its 100% the correct pin. The yellow/ red wire with connector on it.