Phil2JZ

Sounds great. The Can communication and torque management is the trickiest part for me. I’ll start setting it up and upload a file with what I’ve done so far

Hey guys, Would like some help on calibrating and commissioning the Turbolamik TCU for integration of the 8hp70 gearbox attached to a 2jzgte. Link fury g4x and Razor pdm powered s15 2jz Has anyone got an experience with the Turbolamik and G4x, setting up - CanBus comms between the two - Torque management with gear shifts, flat shift etc - Simulated (virtual) clutch pedal input with linear potentiometer - Sequential style shifter inputs - Paddle shift inputs - automatic, manual, semi-auto modes - Transbrake start Appreciate any insight to help send me in the right direction phil

Hey guys, This time I’m after insight with Refining my traction control settings a bit more. 800hp 2jz S15 ,5 speed, set up for roll racing. I’ll attach the tune and a log file or two showing the traction control on the street. I’ve slowly adjusted the PID traction control to try and stop overshooting and undershooting the target. (Lowering the proportional gain and increasing the derivative gain to lower the amount of trim and increase sensitivity). Please let me know if I’m heading in the right direction with that method. I’m after more stable control if it’s possible. I feel that sometimes the aggressive torque reduction effects are a bit erratic at times. Effects the accelerometer G force results when logging. I have different slip thresholds per gear and a Can keypad to select. https://www.dropbox.com/scl/fo/ntpn8fxl5pu7gt3x5ac4d/h?dl=0&rlkey=sj9mzo2nmo5t9b00ds0i8su2u https://www.dropbox.com/scl/fo/ry0vupjkux31xqt51cdad/h?rlkey=ovrghu9pis6l0r6ug7qc1jxu8&dl=0

Beautiful mate. I’ll give them a go and come back with the results. Cool, 20% delta and deactivation delay changes. Big CL gain changes. Keen to see the results appreciate your time.

Thanks for that reply. Yea I agree and I’m aware how the systems work and the logic behind them but I’m wanting to refine things and potentially have my closed loop gain and update rate setting checked and see if anything can be adjusted to make the closed loop keep the fueling on target more efficiently. I feel if I have the closed loop off, fueling runs a bit richer than the target. With closed loop on, it’s pulling too much fuel out and sitting above the target. And yea, tps delta, am I needing to adjust the setting to help elevate TPS lock out under my 1st and second gear WOT situation. Or at least have it turn off quickly so most of the rpm band has closed loop monitoring. Surely both TPS delta be the closed loom can be refined further I have since then, set my min trim table to -1% in the high load and rpm ranges to safeguard the closed loop pulling more fuel out than needed.

https://www.dropbox.com/scl/fo/ry0vupjkux31xqt51cdad/h?rlkey=ovrghu9pis6l0r6ug7qc1jxu8&dl=0 TPS delta tune and logged issue https://www.dropbox.com/scl/fo/ntpn8fxl5pu7gt3x5ac4d/h?rlkey=sj9mzo2nmo5t9b00ds0i8su2u&dl=0 CL lambda accuracy map and logged issue

Thanks for the quick reply I’ll attach the log for the above TPS delta. For the closed loop, isn’t it supposed to quickly correct it self so most of that power run in that gear is on the target, not above? It stays above the target for the majority of the run. Wideband is mounted about 800mm from turbo outlet. (At the bottom of the 3.5” down pipe)

Hey team link. I’ve got two questions about my settings for closed loop lambda correction for the wide open throttle full RPM. 1. The default setting for the TPS delta 10%100ms. I’m having issues on the street, with TPS delta lock out being applied through every WOT run. I didn’t have this on the Dyno, tuning in forth gear. But I’m assuming it’s because on the street I now run Three different DBW throttle maps. One main throttle map and the other two are for first and second gear power reduction. APS and TPS move around a bit during the first and second gear WOT, triggering the TPS delta. I’ve now put the TPS delta setting to zero to elevate the lock out, but would like to some insight on what type of Delta number to run. Would 20% or higher be needed, so I can have some lockout when smashing the pedal and the CL not correcting when accel enrichment is applied, but not too much that it locks out the entire closed loop for that gear. 2. My settings for the sensitivity and accuracy of the closed loop control. im finding through my WOT runs on the street, that the closed loop is correcting the fueling but it seems to be removing too much and not landing on the target very well. It’s saying it’s increasing fuel on its status, during a WOT run, but showing a removal of say 2-4% and sitting above the target etc. I’ve played around with my update rates, and gain. But can’t get it to stick to the target (or bellow target) rather than above target. I’ve now set my 3D min allowable trim table to only be able to pull -1% in the high load and rpm zones to counter this issue. any help on my setting would be great. I’ll attach a few photos bellow. first two photos are logging the TPS delta. next two photos are logging the closed loop target. Other two are the CL gain and update rate tables https://www.dropbox.com/sh/lxe6w36g8yepvj8/AABFNph2JMO-K7IE6YJJ0Nzta?dl=0

Hey guys, Link G4X fury 2jz S15 500kw Two main questions I’m after complete control of the boost pressure for High Hp traction based tuning. Above and beyond the normal external wastegate control. (No C02) My goal is to run boost pressure lower than the set wastegate spring pressure limits. 1. Has anyone successfully been running the newish Electronic turbosmart wastegate with turbo smart Black box controller with the G4X platform? 2. Has anyone successfully used the BOV 3port solenoid technique to control and bleed off boost pressure but keep turbo shaft speed high to lower intake boost pressure for 1st and second gear torque management. both are very interesting. cheers

Thanks Adam, I do have the Haltech IC7 dash, my understanding is that, if I wire in the air temp and pressure sensors directly to the dash, I can only display and not send to the Link fury ecu for logging? does the link Dash allow data to be sent from dash to ecu for logging?

Hey guys, Does Link have a simple method to utilising the Can digital and analog inputs available in the G4X Fury? Like a Link extender box or module that we wire temp and pressure sensors, digital inputs etc into and send it to the ECU via Canbus? or do we have to use third party companies like ECU masters can modules etc? cheers

Thanks Guys, appreciate it. Looks to be all sorted now. So for anyone wanting to know exactly how individual cylinder temperature control is set up using CanBus EGTs (Can TC) Simple setup ; 1. turn on "Individual cylinder fuel correction" 2. select Indv fuel mode = "table" 3. allocate all cylinders to there corresponding Ftrim tables 4. Now you have access to each cylinder trim table, click into cylinder 1 table 5. set top X axis to engine speed rpm, Y axis to Can TC 1 (cylinder 1) and press 'Initiate Axis" 6. Now you have 0-1000 degrees on Y axis to customise your specific temp protection with RPM on top axis. 7. repeat for the rest of the fuel trim cylinders 8. repeat the same for the "individual cylinder ignition correction" Note. "0" in the trim tables will not effect anything, fuel trim above desired temperature may be in the range of adding 5-15% fuel depending on temperature and RPM. Ignition trim numbers may be in the range of -2 to -15 degree trim depending on temperature limits and RPM. Hope this helps anyone

Thanks for that, yea i would 100% prefer individual trim control over all cylinder control. The Math strategy above is very similar to the Virtual AUX strategy also. Ive tried to play around with individual ignition and fuel trim but i just cant get it. Maybe im just cant see the method. When using a simple 4D ignition or fuel table, Engine speed on X axis and all that would be needed is "Can TC 1-6 threshold trigger" down the Y axis. Would be a simple method? Does Link potentially have this coming in further updates?

Hey Adam, I had some support on the Link FB page. This method Looks like it will work to a certain point. But it’s not individually controlling each cylinder as such but it is monitoring and protecting the entire engine if one cylinder goes over the set temperature value. (Blocked or failed injector). Awsme that we have protection but it would be nice to keep the other cylinders running full power and just limiting what cylinder it needs to, independent from the others. Each virtual aux can take input from 3 parameters, you could set them up so if any one of them goes over 900 it turns the virtual aux on (so x2 for all 6). A third virtual aux can combine the first two to turn on if either of those first virtual aux's turn on Then use that virtual aux as an axis on your 4d table, it'll use 0 and 1 as axis values https://www.dropbox.com/t/jsBZiGAGeK1NGrfY

Ahhhhhh ok. Hopefully it is something obvious. If not, I’m sure it would be a desired feature for people pushing there engines to the limit.