sportbikeryder

Thanks Adam, I had looked at the speed option. Is there any method that is known to measure duty / time high / time low (anything related to duty) of a digital signal (other than injectors )? Reason being, I have tire temperature sensors based on a Melexis infrared thermocouple that output a fixed frequency variable duty signal based on temp (pulse width varies). These arent used for anything that would need an analog, rather just for logging purposes. I have used some older ViPec Ecu's and some newer link units on some of our "simpler" applications. I am currently looking deeper into the newer software to see if it is suitable to use one on our more complex applications. John Edit: I am looking at using Ethanol sensor inputs on an AEM Infinity as Frequency as there is a configurable table. Ethanol sensors are typically set at 50-150 Hz and it doesn't appear to be a configurable item in PC Link. Duty based temperature may be useful if it is in the "right" range.

I can configure a digital input as a frequency input, however I cannot seem to find how to use the frequency of the input. All options for a Digital input seem to be only "Status" and choosing this option only allows tables to be configured essentially as on or off. My intent is to use a sensor that outputs a frequency that is proportional to the sensor value, basically using the input frequency as an analog. Additionally, is there a means to do the same with on time / Time high / Duty of a digital signal? I assumed most ECU's would have no issues dealing with these types of signals since the logic is about as basic as it gets, however if the Link G4+ cant accommodate, that will be 2 different ECU's in as many days that don't have these basic functionalities. John

Can high impedance injectors be wired in parallel and driven with the drivers in a G4 storm?  The application is a motorcycle with 8 injectors. Factory configuration has the upper and lower injectors staged, but tying them together should not be an issue as it is a drag racing only application.   I read through the forums and only found a similar question relating to low-z injector use.  John Â

If you can post a photo of each of the connectors the keying can be matched up to the P/N. Pretty much all of the pins and connector housings are availabel from Mouser or similar. Which keying does each of teh connectors use? http://www.powerandsignal.com/Images/New/Other/1308072-2._AMP_SUPERSEAL_Connectors.pdf

The round connector is listed here: http://www.linkecu.com/products/InstallationAccessories/can  But as noted, it states NOT to use it with the USB cable pluggeg into it as it may cause connectivity issues.

This may work for you: http://www.usbfirewire.com/Parts/rr-111200-30.html#RR-111200-30

There is one available, but it is noted to NOT be used with USB connectivity. Click "Products" here: http://www.linkecu.com/products/InstallationAccessories/can

Could it be an edge detection issue? You may need to look into how the shift signal is being determined, seems to be on the rising AND falling edge. Are you using a shift rod switch to activate?

Seems the AFR target table when used in open loop is really a linear trim table configured to be in teh same reference as lambda. Looks like a 4D fuel map will also be needed to tweak the fueling for the specific application.

 I am evaluating a few different Ecngine Control options for potential use in my turbocharged motorcycle for dragracing pplications for the US "Prostreet" class. Fuel tables based on TPS is fairly common for multi-throttle motorcycle applications. Per the help file as related to the Lambda target table; Main load is based on MAP and "the ecu automatically looks after changes in manifold pressure". Is this simply a linear multiplier of the base TPS setting? i.e. 1 bar positive gauge pressure adds 100% more fueling than that specified by the TPS fuel map? Additionally it is noted that using Open loop lambda target tables further refines the fueling requirement. Is this the calculated fueling divided by the lambda target from the table to get the "final" fuel calculation? I suppose I have not yet seen a method to account for changes in compressor efficiency at various boost levels in order to trim the fueling as neeeded, aside from addint in an additional 4d fueling map (which of course can be done). If available, more details of the fuel calculation algorithm including the base inputs and how each of the modifiers act upon the fueling would be useful in inderstanding the logic behind the fueling methods. I have been posting quite a few questions as of late. If it is more approproate to discuss via email, that is fine as well, please provide an appropriate email address. I usually like to have the questions and info in the forums so as to make the info available to others in the future as well as to get additional tuner / user comment.  John Â

Does a G4+ ecu need to be connected in order to configure the ECU logging selections in PC Link? Â I have been evaluating the G4+ software as a potential candidate for a Turbocharged motorcycle for drag racing. When I attempt to add a parameter to log in teh ECU based configuration, an error message states the number of channels has been exceeded. Â John

While on the topic, is the max rate of AUX 1 really 200000Hz as allowed in programming via PC Link?

Seems quite a few of the I/O are different from each other, i.e. not all DO can be set up the same. It would be nice to have some sort of chart or table in the help file showcasing the possibilities for each I/O Currently, even the PWM rates are different for different pins. Aux out 1 will allow up to 200000 Hz pulse frequency (I assume this is an error, otherwise it could make one hell of am analog out with an RC filter) Aux out 2, 3, 4, 5 will go to 500Hz Aux out 6,7,8 will go to 300Hz Ironically the unused coil drivers cannot be configured for PWM out, but can be set up for a PWM test up to 300Hz. John

Looks like you are correct gisqc. Not sure where I got the .05 second increment. An improved resolution still would likely be of benefit as we can detect differences in .005 increments (i.e. .040 to .045 seconds) for kill times.  John

Gear Cut timing is currently limited to 0.05 second resolution. The virtual timers available in the G4 and G4+ Ecu's has a resolution of .002 seconds. Having the same resolution in the gear cut would be better for fine tuning drag racing applications, especially with motorcycle based applications. This could theoretically be emulated as shown in the attached screenshot using one of the built in timers and a virtual setup triggered by a DI shift input, however, this "consumes" a timer as well as an ignition map and / or fuel map. John