jigga009

Clint, made some adjustments to the deadtime values: Logs and the map that produced the logs: https://www.dropbox.com/sh/4uoztacmhkahc6o/AABt-Dgv-T9UGTlQJgb6EnTVa?dl=0 I did notice after using these settings that the engine had a tendency to stall when AC compressor kicked in. I did not try the rear defroster with these settings as I was sure that the engine would stall. I also noticed that the car was running noticeably leaner when I tried to drive away from the parking spot where I was making he adjustments. So much so that I had to revert to the previous map in order to make it home, as I did not want to damage anything on this fresh engine. What has me perplexed about this is that the previous deadtime settings were from Link, included in the basemap for the Ver 7 WRX, and I would think should have been on the money for Denso Subaru OEM stock-type top feed injectors (a derivative of such I am running on the car as primary injectors). Is it that Link's settings were completely off on the basemap they include?

Question regarding gear detection on the Vipec V88 vs the G4+ ECU's displaying over CAN. On my V88 ECU, I was able to receive gear information on my dash using the following settings: Gear Detection - ECU Calculated Number of gears - 6 DI speed channel - 1 Gear Calibration - OFF Normalise Ratio Table - OFF Gear Ratio table - filled in with all 6 of my gear ratios. On the G4+, the Gear Detection area is a little different: Gear Detection mode - (there is no "ECU Calculated" available....as there was with the Vipec V88) Number of Gears - 6 Gear Calibration - OFF Normalise Ratio Table - OFF Gear Ratio Table - If i double click on this, the grid is greyed out with zeros and I cannot input any ratios here. There is also no option to pick the DI speed channel on the G4+ as there is on the V88. As a result, only get N (for Neutral) on my dash as I drive around. Any idea as to how to properly set this up to work on my G4+ as it did on the V88? Thanks.

ClintBHP - Thanks for the response. Since adjusting these settings will not have an effect on the way the car drives (e.g. in boost), I will adjust the latencies until I can get the idle AFR to stay constant as possible as I turn on the electronics in the car, and report back with a log. Again, I'm grateful for your input. Since the car already idles pretty close to stoich when everything is off, I think it will be boxes that the ECU dips into once I start turning electricals on inside the car that I will focus on.

Clint - a few questions, if you wouldn't mind: Should the expectation be for the engine to be able to maintain the same AFR at idle when electrical loads are off and when they are also on (e.g. rear defroster and HVAC fans)? Also, if I adjust some of the dead time settings, will that throw off my main fuel map in any way? In other words, would I need to get the car retuned again from scratch once I start playing with the fuel injector deadtimes as I turn on different electrical loads? Since the car idles near stoich at idle already without any of the electronic doodads on inside the car, would one just be adjusting the appropriate deadtime voltage box when the electronic accessories is turned on? Should I be looking to ensure that idle RPM remains rock solid with all of the accessories and electrical loads coming on and off before looking to adjust the injector deadtimes as you suggested? Thanks so much for your input!

Any thoughts on the most recent logs based on these suggested changes? Thanks so much for your help so far! Logs for Testmap 1.2 as well as Copy of Testmap 1.2

Hey Clint! Thanks for chiming in. Yes, the car runs exclusively on pump fuel. The engine has some aggressive headwork and relatively radical cams, and seems to need a richer AFR in order to maintain a decent idle when you start really turning on the electrical loads which put more load on the engine...At least that is my understanding of it when the car was tuned. I know that it has traditionally exhibited this kind of behaviour, but I never knew enough about tuning to know why this was the case. It seems to jive with other articles I've read on tuning engines with hot cams, so never gave too much thought to it. If it were possible to maintain the same idle AFR just as my stock 2.5RS does when the electrical loads come on, that would be great. Thought it was due to the lumpy cams.

Ok, added the tweaks, and things are on the up and up, but still the engine wants to stall when I start turning things on inside the cabin, especially the rear defroster when the HVAC fan is turned up and windshield dehumidifier setting turned on. Things get a bit worse when the seat heaters come into the equation. These can be seen in the logs. The log files seem to be getting a bit large to attach to my posts, so I have uploaded them to dropbox in order to keep the map and logs together: LinkECU Testmap 1.2 with logs

Thankyou! I'll add these tweaks to the map and report back with logs in a few hours

Ok, carried out the changes as suggested above and gave things a try. Getting better, although it still nearly stalled once or twice with the AC on, but never completely dying like it did last time. I have included 3 logs. On log 2, I experimented breifly with turning on the rear window defrost, and it didn't seem to like that much at all. Also played with the AC as well - better than last time, but still drags things down. I'll let the logs do the talking, so as not cause any bias. Linkforum ECU map log for rev 1.1.llg Linkforum ECU map log 3 for rev 1.1.llg Linkforum ECU map log 2 for rev 1.1.llg LINKECU FORUM TestMAP - 1.1.pclr

Thanks Adam, will do. I will set the idle ignition lockout back to the previous value which kept it off. I know the idle is not perfect yet, but compared to where it was before, it's a night and day difference so far. The map was ported over from my Vipec V88 where it was controlling the fans as they should. It seems there are a few settings that get lost in the translation when making the upgrade. I will report back with logs and the updated map soon. Thanks everyone for your contributions so far. I'm extremely grateful!

Yes I don't think it is an engine problem either, as it is a very fresh rebuild still in the break in process. I had the exact same idle issue before the engine refresh, but was unable to do anything about it at the time because the ViPec V88 that ran the engine had no room on its processor to enable the idle ignition table. With the new engine and the new G4+, I am only now enabling the idle ignition table for the first time and trying to get the engine to finally idle properly. My question as to typical jumps between cells was more because I'm no tuner. I can read help guides and make minor changes to the existing map, but I rely on the instruction of those that know what they are doing when it comes to making those specific changes. I just like to have a guide as to what is "normal" (e.g. using negative timing figures if needed...something I did not know until you mentioned it) and what is not normal (e.g. I am guessing that I don't want to be increasing and decreasing timing in increments of 15 degrees as I go from 0 outwards on both sides of the idle ignition table?). I will report back with more logs based on the changes you suggested making.

Ahh ! I see what you mean; my mistake! I'll get that taken care of Now that the idle ignition table will be kicking in, I guess I will now be able to tweak the table properly. What is typical from your experience as far as timing jumps as you go from 0 outwards? As is now, I have jumps of 2 degrees... What would be considered excessive?

Hi Clint - According to the Help section of the G4+, it mentions that the Idle RPM Lockout is in addition to the idle target rpm, at which point the closed loop idle control would be disabled. If I'm reading it right, it means that on my map, the 700rpm lockout would mean that closed loop idle control would start kicking in as the RPM drop below about 2000rpm.

Adamw - I ran the car with the exact changes you mentioned, and it is MUCH better than before. Problem I find is that when I let the car idle for more than a minute or two at longer traffic lights, it stalls. I have a couple of logs where you can see this occur. - In Log 1, I let the car idle, and tried a few things such as turning the AC on to see what effect that has on the idle. - The stalling issues can be seen in Log 2. Glad to see we are on the right path though! I have included the map again with the changes you suggested. LINKECU FORUM TestMAP - 1.0.pclr LinkECU forum testmap idle log with and without AC log - TestLog 2018-01-21 12;51;36 pm.llg LinkECU forum testmap idle log with and without AC log 2 - TestLog 2018-01-21 12;51;36 pm.llg

For quite a while I've had an issue with an oscillating idle especially during the winter months with a built Subaru application. We first came across it on my V88 ViPec ECU, but could not do too much about it given that I was out of tables on the ECU to bring online certain features such as idle ignition control. Since moving to the G4+, I have been able to activate the Idle Ignition table, which seems to have helped things out especially on warmup from cold, but I'm finding that when up to temperature, the oscillation seems to return, and the ECU appears to be bouncing into parts of the ignition map (i.e. at 2500rpm) that it shouldn't really be doing, given that target idle is more like 1200rpm, which is contributing to the oscillation. As is now, when sitting at traffic lights, other motorists could easily be forgiven for thinking that I was trying to instigate a race, given how it sounds as if I am constantly blipping the throttle. This isn't much of an issue at all while the engine is warming up, but tends to become a lot more prevalent once at operating temps. I have taken a log and map for your perusal. If any of our resident experts knows what I need to be adjusting, I would very much be grateful. Map 1.1.pclr Map 1.1 Idle log - Log 2018-01-20 9;54;42 pm.llg

Seems it was an issue with there not being a correct firmware for the AIM dash to convert what it was getting from the G4+. I really should have checked closer at what the ECU was seeing for fuel pressure in the first place. With the cal on 7 Bar, it appears that the ECU was reading he fuel pressure correctly, but my MXG dash was displaying the same figures divided by -10. In order to correct this, I had to create a math channel to multiply what it was getting from the ECU by -10 and display that as the fuel pressure. Now the ECU and Dash are reading identically again.. I guess this all would not be an issue if LINK had the correct firmware to upload into the ECU for the CANBUS settings. Still, what is available for the G4/V88 is close, but not exact without playing with math channels to properly offset the data from the ECU. Thanks again for your help Clint!

Another discovery -- th Link 5 bar map sensor is actually a 7 bar sensor.... I'll have to check to see whether something odd is happening with the units settings on the EMS... Might be the reason why i'm seeing -4.5psi of fuel pressure at idle.

Interestingly enough, Link do not include the calibrations to their sensors on the G4+ PCLink...All they include are a 2.5 bar, 3 bar, 4 bar and a 7 bar sensor. I tried inputing the values you provided, but the PCLink warns that the Output value A has to be a positive number. The value you provided is negative.

One more question - On my V88, my AEM fuel pressure sensor is using the calibration labelled "5 Bar Sensor", yet on my G4+, no such calibration exists. If I set the calibration on the G4+ to 7Bar (which exists on the software), the fuel pressure reads in the negatives. Would it be possible for someone to walk me through how to get the "5 Bar Sensor" calibration off the V88 and transfer them to the G4+? OR If the "5 Bar Sensor" is identical to AEM's published specs for their 5 bar sensor, how do I create a calibration on the G4+?

Thanks for the tip...I've been considering the switch for a while, and it seems that the G4+ is forcing my hand slightly. As you mentioned, the swing in numbers makes it easier at a glance to see how well things are running with AFR. Once I get everything properly situated, I'll start playing with using it more. The changes to the CANBUS settings worked, and I took the opportunity to try both the Link G4 and the Vipec V88 Canbus firmware as AIM have it on RS3, but both appeared to be the same, and could not display what the G4+ was sending through as Lambda properly. RS3 simply does not expect Lambda values from the Link/Vipec ECU's at the moment, given what the firmware is. I had to create a math channel to multiply what it was receiving from the G4+ by 1.47 in order to display the AFR as was before. In order to display the lambda value, I believe I had to divide the value from the G4+ by 10 (if I remember correctly). As is now, I'm happy to report that everything appears to be showing up on my MXG with the G4+ as was with the V88. Just need to find time to test the car out to ensure that there are no other bugs associated with the swap. Glad that Link kept the same wiring layout, harness, software, and map structure between both, as it makes is much simpler and more compelling for individuals such as myself to upgrade without too much effort. If not for the relative ease of the swap, I would not have bothered with getting a G4+, as I was pretty happy with the V88 (aside from running out of tables) up until now.

Thanks for the response... My previous V88 map had an Ignition Cut as the RPM limiter, and the G4+ map has this set as well. If that was what the " Use start-of-injection for injector timing if using fuel cuts with sequential/staged injection" warning was about, I should be good there. I am changing the CAN settings to match the instructions from this thread here: CAN Link G4+ to Aim MXL Strada I should be able to report back soon as to whether it worked. From what I see in that thread though, I might have to create a math channel on the Aim RS3 software in order to convert the lambda readings back into AFR figures that I am used to seeing.

Ok... found an answer to my questions: Answer to #3 - I am finding that the "Compare" function on the latest LINK software for the G4+ is NOT 100% reliable, especially when it pertains to erroneously indicating the use of 3D map where there isn't one... When I loaded my old V88 map onto the software, it indicated that I had a 3D crank enrichment table on the map, when in fact it did not. Once I turned off this 3D function on my G4+ map, it now appeared just as is it did on my V88. I noticed a similar issue when it came to the pre-crank prim table, where the "compare" feature indicated that my old map was using a 3D table, when in fact it was not. As a tip, for future upgraders, it would be smart to pull both the V88 software up and the Link software side by side, and go through each and every parameter to ensure they match, or have been turned off or zeroed out as needed. Answer to #4 - Compare feature tricked me again - the old V88 map had this MAP lockout of 102kpa programmed, but the Link "compare" feature indicated that no such map lockout was in place... Again, might not be that smart of an idea to rely heavily on the feature right now....

More questions - This time in comparing my map after installing it into the G4+ and running the "compare" function with the map, as installed onto the old V88: 3) Why is it that some of the fueling values have doubled? Pre-crank Prime table values have now doubled in comparison to what they were on my V88. Same with the Crank Enrichment table. Values have all doubled in comparison to what they were on the V88. 4) Closed loop lambda - The G4+ appears to have a MAP Lockout of 102Kpa that was non-existent on my V88. What is the basis by which the map lockout is set at 102kPa? Should I be setting it to something else? My V88 had this parameter blank. I'll add more questions as they pop up..

Ok, I have peformed the install, but have not gotten to the point of starting the car up yet. I have a few questions: 1) I installed the latest firmware onto the ECU without any issue, and installed my VIPEC V88 map onto the ECU. I did receive an interesting warning which I am not sure applies to me: " Use start-of-injection for injector timing if using fuel cuts with sequential/staged injection" Now, I do use staged injection on my car, but I am not sure whether this warning that came up means that my second group of injectors will not work as they did on the Vipec V88? I am concerned about this warning because aside from the lack of space for tables on the V88 which prompted the upgrade to the G4+, everything worked just fine on my V88 map. How do I know whether the above warning will impact the function of my map as it was on this new ECU? 2) None of the data on my AIM MXG shows up that used to show on my V88. All I see on the dash now is data from external sensors that were plumbed straight to the dash. Nothing from the ECU via CANBUS is showing up at the moment. Does one need to set up CANBUS again from scratch, or should that information not have been carried over from the V88 map?

I'm upgrading from my Vipec V88 ECU to a G4+ Xtreme, and had a few questions regarding the process of making the switch smoothly and painlessly. I would have asked Link's chat support these questions, but that feature of Link's support appears to have gone the way of the dodo. I do apologize in advance if this topic has been covered ad nauseum. I would rather familiarize myself with what I am up against before ripping my car apart: 1) Is there a set of instructions that Link has somewhere that one should follow in order to make the upgrade as seamlessly as possible? 2) Does one need to start checking base timing, etc with a timing gun with the new ECU? 3) I have the unlock code for my ECU as well, but am a little unsure as to when and how I would need to use it. Looking through the user's guide of the ECU, it appears to have "some" functionality, but not all without the unlock code. If anyone has any tips that would be useful, I would greatly appreciate them