Endurance_Racer

We see that the crank at TDC 1 the camshaft lobe is already past Lob center line. So do we measure the crankshaft in degrees until it gets to the next LOBE center line to start measuring and put that number into the Pump cam lobe center line degrees section? Both Ryan and RMB motorworks and I are trying to sort this out.

So question..... How is the camshaft profile measured in relation to the Crankshaft profile? For the DI pump. As i assume you will need to have two different degree wheels and the Dial drop gauge to figure this out? Sorry for my ignorance. We have been trying to figure how you guys want this measured. Please let me know. Cheers.

This is exactly what that means. The ECU will ground them. The relay must have power to it. So I suggest you make sure that the power is completely disconnected from the relay.

I believe it starts ATDC like it shows. Here is a picture for reference. I just want to make sure the settings are correct. If I need to measure as the software wants us to measure. I can as I will have an engine back from machine work to do so.

Hello, I am switching from our Life Racing unit to the Link G5. I have the calibration for the Life that we have all setup. But the setup in the Link is a bit different from what we have. I have everything setup except the DI pump control. Currently it looks like Link wants the start before lobe center. Where as on the Life racing we give it the start position for first lobe ATDC. Which is 70 degrees. I have all the values. If the Link software basis it off of different mathematical evaluation for control algorithm. I will in fact need to crack this thing open. Engine at hand is a 3.5L ecoboost. Looks like final duty linearization sdip duty and a few more we have. Trying to get a clear answer to switch over and give the G5 a shot at running our truck this year after dealing with major headaches from the Life stuff. Cheers, Endurance Racer

Hello, I can help with this as well. We ran this car in the 25 hour of Thunderhill stateside. We are currently offering full PDM integration with AIM PDM32 unit and are looking at throwing a link G5 at it. We have the wiring schematics. I will post them up here shortly. If you need anything else. Let me know. Cheers!

Ok sounds good. Do you have a wiring schematic of the LSu 4.9 Sensor? Let me know. Cheers Adam

Ok... So we have lift off. After careful review. The hardware was the issue. The last person who had this engine setup on this car used a LS3 Crank sensor that was black with the 24x crank wheel. So after purchasing the 24x sensor which was black as well and swapping it out. The car fired right away on LS1 setting. Wow this made such a stink with that newer sensor for the crank trigger with 12v. hooked up to it which you had specified earlier. I do have one other question. I have NTK sensors from Ballenger. They are 6 wire sensors. Will they work with the Link Thunder. I believe I have them wired correctly as stated in the software. But I am getting some codes. Are they compatible?

You know whats interesting is that the callies crank is a single piece billet 24x reluctor wheel. I am going to try and swap the Crank position sensor tomorrow for a brand new unit and see if it changes. Should I use Rising edge for the crank? It is very odd that it is doing this. Would grounds affect this? The only reason I ask is that the person previously who wired the car had the ground side to the battery on a kill switch instead of the positive. I have a few other things to try. But I will get a picture tomorrow of the crank sensor wheel when I remove the sensor.

Interesting that you say this. The crank is a callies crank with a machined ring on it. Supposedly the engine builder said it was a 24tooth wheel. Looking at this the first time I was very skeptical that this was the case. I will need to get in touch with them tomorrow and see what is different from there wheel. I did pull it and it seemed as though there were more teeth then I was used to. Have you seen a callies crank with a tooth pattern like this for an LS?

Ok So here are both. Still getting trigger errors. Seems to start counting right away. Now the Scope looks a little different. Log 2022-07-6 4;52;20 pm.llg Trigger Scope Log 2022-07-6 4;51;49 pm.llg

Ok so while cranking and trying the 3-12 it looks like I have both trig signals active. But no RPM. Tried the multitooth 24 both falling and still getting a lot of Trigger errors. I am not sure why this is. Will it matter that the cam sensor is running 5v ref. and the Crank is 12v? I do not see that being a big deal. This has really become a nightmare. The previous setup was running wasted spark on an old Motec MLS unit. Any help would be great.

So I have a Link Thunder with a PDM unit. Running Ethrottle on a LS2 408 Stroker 3L whipple supercharger. I am having some time getting the triggers sorted. The Crank is running a 24x trigger with black sensor. 12v supply and ground with signal to the ECU. The cam is mounted in the front cover running a 1x Signal and using a beige sensor hooked up to 5v reference supply. Here is the trigger scope. It is like it will keep jumping around for timing. Here is the tune file and the scope. Any help appreciated. LS2_SC3_1000cc_E85.pclr Trigger Scope Log 2022-07-5 5;57;41 pm.llg