mpetrillo

I'm attempting to get a dual fuel table setup dialed in after a MAP sensor swap, I had a couple questions: 1. Should closed loop lambda corrections be turned off while using mixture map? Or should I be using the math block as mentioned by Adam in this comment as the lambda source: 2. While using quick trim for manual edits, i'm assuming the same logic applies. Either CLL would need to be off or you would need to look at lambda BEFORE corrections. 3. In a dual fuel table situation, to tune each fuel table in Mixture map. I would just filter by Fuel Table 2 Active > or < .5 right? 4. The long term fuel trim feature, how does this handle dual fuel tables or should I just leave it turned off in this situation? If this is the case, I feel like link should add a feature where lambda (without corrections) should just be a built-in parameter instead of a manual math block. Or there should be a checkbox in Mixture Map and Quick Trim to include or exclude fuel corrections.

I am local to GaugeART in Phoenix AZ (the company that makes the Link branded CANGauges). I worked with the owner after trying to troubleshoot a WiFi connectivity issue to the gauge's onboard WiFi. It turns out when we bench test the gauge (with direct power) the gauge's onboard WiFi works great. In car, when the gauge is powered by the CANBUS output from the board we observe the WiFi SSID broadcasting intermittently and a weak signal. So my question is does the onboard power from the link PnP ecu have enough power/amperage to power these gauges properly? Has anyone else observed can device power issues? Now i'm concerned my AEM wideband powered by the can bus JST4 slots isn't being provided enough power either for the 02 heater, controller, etc. I will test with a multimeter this afternoon and report back as well. Just wanted to get a discussion started.

Just to follow up here. The post from JMP is incorrect. The omni 3bar uses a formula of: 5×(0.00318×KPA−0.00353) I got this directly from their website. It's linear, but the datapoints work out to be the following: Which means 300KPA would be 4.75 NOT 4.57 (I think that's a typo above)

I confirmed yesterday on my AP1 that the settings above are much more accurate then the Bosch sensor that's configured in the S2000 base map. I think Link should update their base map to avoid confusion in the future. I have a GM IAT sensor and before the engine is running both IAT and ECT match now

I thought I was losing my mind until I saw this post. I was seeing high ECTs on my AP1 S2000 and finally decided to check the sensor calibration. I'm going to test this out today with my temp gun but according to other standalone ECUs, the AP1 ECT calibration should look like the following: C F Ohms0 32 620510 50 392020 68 245430 86 160440 104 107250 122 73860 140 53570 158 38780 176 28490 194 210100 212 159110 230 121120 248 95130 266 75140 284 60