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I currently have a Vipec V88 in my car, has served me well for a number of years (and continues to) however I would like to take advantage of some of the updates and new options and looking to upgrade. Is it simply a case of configuring the G4+ as per the v88 (Inputs/Outputs) and then export the old maps and import into the new ECU? Guidance and ideas appreciated.

Thanks for the reply.

That sucks... looks like an upgraded ECU is in my future.

Sorry to bring up an old thread. Do you know if this would work with a Vipec v88 ECU? is this something that could be completed with one of the can cables?

Interested in understanding how people are powering their tablets while connected to the ECU. I am looking for a tablet at the moment, and will be connecting it to my Vipec v88. Also would be great to see different mounting options.

Hey Adam, I have a guy that could easily do the soldering for me. If you could send the instructions, that would be great. Steven

I have a V88 serial number 7826 that I understand needs an update to use the CAN feature. Is this something that is a user mod or does it need to be sent to ViPec / Link or a Dealer.? If it needs to go to a dealer, is there someone in or around Calgary, Canada that can do it, I would rather not send the ECU internationally.

Setting speed is easy, enter your gear ratios in the Gear Ratio Table (Not straight from your transmission gear chart) There are decent instructions in the help. I used a GPS to determine my cars correct speed, then adjusted the parameters till the ECU was reading my real road speed. Works great.. This also works well to show what gear you are in on your dash.

Thanks again for everything Scott. Much appreciated.

Just so I am clear (I am a little slow sometimes ) 400 BTDC In the PCLink (comp/power) would be the same as 40 BDTC between Exhaust and Intake correct? In this post http://forums.linkecu.com/index.php?/topic/647-injector-timing/ there was an Injection Timing diagram posted by Ray Hall, do you have that diagram so you can post it?

Thanks for the reply Scott. These numbers are directly from my Cam supplier. These are relative to 0 Degrees being TDC between the Exhaust and Intake Stroke, rather than TDC being 0 between Comp/Power stroke. So are the numbers in the Injection Timing table are relative to TDC Being 0 Between the Compression/Power stroke?

Hi Guys, Trying to get my head around the injector timing and have a couple of questions. Firstly some specs for reference. The engine is a custom 4.0l (up from 3.6l) 11.5:1 compression, Individual throttle bodies, Big Cams, ID1000 Injectors, Alpha-N, Cam: Intake - Duration 283, Opens at 33.5 BTDC, Closes at 69.5 ABDC, Lift 12.82 mm Exhaust - Duration 264, Opens at 60 BBDC, Closes at 24 ATDC, Lift 12.45 mm Overlap 57.5 Degrees with 108 Lobe Center. Injectors: ID 1000 Current Settings for Injector Timing: Single Zone, End of Injection, 400 BTDC, Split Off. I am trying to stabilize idle a little better, I understand these cams are quite large and that Idle will always be a struggle. Because of the injector size I was thinking that I should be able to have the injectors fire right when the exhaust Valve closes (24 ATDC) as the duty cycle at Idles is around 3% and 2.5ms duration. From my calculations, at my 1250 Idle, the pulse width of the injector will have the engine turn approx 18.8 Degrees so well within the opening of the valve. So, what is the setting I need to put in the table to get my injectors to fire, while the Intake valve is open and the Exhaust valve is closed given the above. Based on how I have read the help guide the setting should be approx 335 Degrees BTDC, Do I have this right? Additionally, what sort of settings could I use in the rest of the table? All thoughts, Ideas and help are greatly appreciated.

I have a Vacuum line running from each throttle body to a common Manifold, I need this for the Brake booster. We did try to tune the engine with the Map sensor however the map signal jumped around quite a bit which made the tuning almost impossible, I have some very big cams on this car with a fairly narrow Lobe Center so the vacuum signal even with the Vacuum manifold can be challenging.. We ended up tuning the car with Alpha-N. I did connect a vacuum line to the FPR, I an not currently logging fuel pressure so I need to buy a sensor this week and connect it up. The AFR's went very rich, especially at idle with the vacuum line connected, need to see what pressure it is now running at idle. The lean spikes were not as pronounced which is great, the over fuelling still happened so need to look at the load enrichment now. Thanks again.

Thanks Dave... I don't have a map reference for the regulator, that will be the first thing i will address. The fuel pressure is running at 55psi which is the stock pressure for 993's. all the dead times are spot on as per Injector Dynamics numbers for 55 psi. This usually happens at lower RPM's, anything below 4000. The tune has been done professionally, by a guy i trust and respect. He is has been doing this for many,many years so the ignition table and fuel tables are perfect (or pretty damn close). I am thinking the condition you describe being unburnt fuel and air showing what is essentially a false lean and then it going rich is what i am experiencing. i can hear every possible noise from the intake in this car as there is no sound deadening, and it doesn't sound like your "Lean Sneeze".. This are the steps i will take: Connect a vacuum line to the FPR and reduce the sensitivity to 30 and do some logging Thanks Again Dave, much appreciated!!

Hi Guys, i am having some minor issues with the accel enrichment on tip in, that maybe the collective knowledge of the forum could help me with. engine details: 4.0l 911 engine ITB's ID1000 injectors when i step in the gas i get a lean peak around 16 to 17 then the afr goes rich at around 9.3. of course when this happens i get a stumble from the engine. i understand that the itb's when you crack them dumps a ton of air so it needs the fuel to compensate however the fueling seems to responds too slowly and then gives too much fuel. Any suggestions you can provide would be greatly appreciated. the accel enrichment settings are as per the attached images.

Thanks Scott... That's great The distributor has a hall sensor, I am going to pick up an old distributor and modify it to still provide the trigger but remove everything else.

Hey Guys, I have a V88 installed in my 1995 993, Has been a fantastic ECU and has really allowed me to take advantage of a number of mods that have just been completed (Increased capacity, big cams etc). For those that don't know, the aircooled flat 6 uses a dual plug head design with a dual distributor for a total of 12 plugs. The plugs are fired at the same time so no tricky programming is required. (Unless something cool could be done). The ignition modules in the car currently, are triggered by IGN 1 and 2 from the Vipec. I am looking at removing the distributor and moving to a COP setup, so a total of 12 COP's on the car (yes thats alot of hardware). I was looking at COP's that have the internal drivers like the newer Audi COP's. The vipec can handle upto 8 ignition outputs, which is great, however I need 12. Alternatively is it ok for me to drive a pair of COP's off one ignition channel? Will this cause any voltage drop, overloading of the internal drivers etc? Any help, direction or support is greatly appreciated.