mapper

great, great, great thumbs up! alot more good arguments to sell LINK ECU's to my customers instead going with reflash, nistune solution and cheap things like that.

yes I tried already to change indicator. x-parameter is RPM y parameter actualy MGP, but also with other channels i just get a few datapoints. Looks like it takes just a few seconds of the log ratter than the selected range.

Hi I spent some time with the XY Plot on PC LINK 5.4.3. Unfortunately the XY plot shows just very little data. Has somebody an idea what could be wrong? Of course I tried alot with the coursor and zoomed the whole log out.

First, great work with the latest reallise! alot of things I mentioned has been implemented, thats great! Here are some suggestions, which I would like: - Tractioncontrol: allow to span a Y-axis that we can calibrate target slip against G-Forces or setting up an 12 position knob switch which alows several target slip settings against speed. another possibility would be several more target slip maps, which can be adjusted over a 12 postition knob. But I suppose, that uses to many Table allocations. - separate Boost Gear trim tables. I already use the WG map for 12 position switch, and I like to reduce the boost on lower gears just on some position of the switch. - more GP Limit Tables and i would suggest that you write a manual for end users how they can implement Safety strategies with the GP-Tables. Think it's for some people a important criteria for chooising between ECU manufacturer. - GPS Logging, it is very helpful to have the position of the car on track in logfiles, to fine tune the car (and maybe the driver) on the track.

Too pity! I think an quality external device which has CAN cababilities may cost one and a half or twice the price from a LC-2 or something similary. That will be an great addition, because I'm a bit tired to always calibrate this analouge Widband. That means i have to weld in a second O2 Bung to calibrate the wideband in the LINK against my Motec PLM from the Dynapack. In my experience they differ alot, especially the AEM wideband. Another option that I would really like to see is an upgrade option for built in Wideband for all ECU, also Plug-In's. That could also be an good source of additional incom for Electronz.

Yes I already had the the newest pc-link downloaded, but haven't tested the new firmware yet. I just read it in the software release not and saw that there is a thread about updates here. what a nice thing! fully unlocked ecu for free, great! So I suppose you don't have to pay for upgradets for any ecu in future or are there any other plans?

Have I missed something in 5.4.1 realease? Are now all feature unlocked from factory? Where I can find this 5.4.1 feature differentiation chart?

have a look at HPH Acadamy. They have a Launch control course which will answer all your questions and gives alot of practical tips. If the engine bugs down at clutch or short after clutch release, you need more rpm or you have to built more boost off the line.

Thank you, that are usefull and valuable infos! which raises alot of quenstions. That means all this solenoid aren't connected to the G4+ Plugin ECU, isn't it? So you need to wire the PCM Connector outputs to the factory harness or something similary and set them all up. Has anyone tried that? hom much worse is it down low with the TwinTurbo conversion and a tune for it? What are your recommendations? Which solenoid must be connected for the TT conversions? just boost control solenoid? Thanks.

Hi What I'm read, not all ECU's can handle the stock Twin Turbo setup and the VVT-i on the 2JZ-GTE. What about the LINK G4+ Plugin Ecu? Can the stock Twin Turbo setup be handled with this ECU? The product page says that the ECU is only for non-VVi-T engines. Can you explain why it doensn't work there and is there a workaround? Are there a chance that a G4+ Furry Plug-in is aviable in some time? I really like the idea of internal wideband and a would like to have them on all Plugins, maybe as a option. Thank you for answers.

I would really like to have 2 EGT inputs on the ECU. Any chance that you built a Thermocoupler Amplifier direct into the ECU?Â

in the meantime I tuned some ECU's with the new charge air temp approximation. It gave me a better understanding what happens and I have to say that LINK engineers done a great job! The new modell gives more stable idle, and compensateds better for long idle periods. Only downside. it needs alot of time to deal in the charge approximation table. The methode descripted in the help file doesn't work for most tuners, since you don't have the time to test warm up over several days. Personally I bring the IAT's high for many times and for every load point and try to adjust the charge approximation table, that the AFR's are stable over a big temperature range. Are there any other tuning mehtodes you can recommend for the charge approximation table? Â

for any tune must be used a kind of knock detection system. Only exeption can maybe be, if a  tuner already made hundrets of the same car, or the engine is know to be not knock limited. Ways to reduce the knock tendency are: less advanced ignition timing, Fuel with higher Octan rating, lower temperatures (hardware modifications)Â

I've some questions regarding to setting up launch control. As I understand, Launch Ignition control could be used to built boost at the line. But as soon the car is rolling, the ignition angel should go back to normal values so the engine makes full power. How and when goes the ignition timing back to normal ignition table? I don't wan complet deactivate launch control after the start, because I like to use the rpm limit table to achive traction control in first gear. How do you span the axis on a 3D launch rpm table? Is it possible to use engine speed rate of change to achive a traction control while launching? the could be a possibility for 4wd vehicles. thanksÂ

Hi I get a car in which has a Zeitronix ZT-2 controller with connected EGT and Wideband sensors. The Unit has a linear 0-5V output for Lambda, but no EGT ouput.  But all connected Sensor can be logged with a Laptop over a serial dataline. I found very little Info in the g4+ manual how to setting up serial data stream. Is it possible to setup the LINK G4+ to receive the serial data from the Zeitronix? Can the serial line be used while a CAN Dash and the laptop is connected over usb for tuning?

you can use the two GP Limit tables for that. Only thing is, that two gp tables are sometimes to less. As example I use the follow setup on some cars: - RPM Limit vs ECT - GP 1 minimum oil pressure dependant on rpm - GP2 Differential FP pressure fail safe I wish there where more GP limis, or some  kind of another safety feature setup page. In the setup above I would like to do additional an oil temp limit to protect the engine also if there is a  "stupid driver", which doesn't pay any attention to the engines behavier, behind the wheel.Â

Thank you for answer. I agree in theorie. In practice the reason for placing the IAT sensor just before the throttle body is, that the manfold gets hot if there is only a low air flow inside (e.g idle). As longer the engine idles, as hotter it gets. The problem is that, the sensor gets "heat soaked" from the manifold and reads higher than the air is. That's because the air has to less time while it pass through the manifold to heat up to the same temeperatur as the sensor reads. So in practise I often have to lower the IAT correction value on idle to prevent the engine from leaning out on long idle periods. That's the reason I asked. I think the Ideal gas law correction which is ~3.5% substracts to much fuel in this situation. Anyway I have to make more testing on the new modelled fuel equation. It's good that theres is still the IAT correction table, in the case it should be needed.Â

ok thanks for answer.

I wondering a few things arount IAT correction. The help file before firmware 5.2 says, that the recommendet IAT location is just before the throttle. From 5.2 on, the suggested position is after the throttle body. Especially with the use of the the charge temperature estimation equation modelle, I can't comprehend why placing the IAT sensor after the throttle should be better? As the most know, heat soak on long idle periods are the biggest problem with IAT sensor placed there. With the fuel equation calculation, we can bias the calculation more to engine side if the IAT are getting to less hot if we placed it before the throttle. In the case of fittment in the intake manifold the IAT sensor getts often to hot (heat soaked) and to much fuel is removed. Biasing the charge modell in the direction of ET will make it even worse. The other question is: what percentage correction does the new modelled fuel equation use?  2%, 2.5%, 3.5% per 10degree change? I'm wondering, because in theorie (ideal gas law) the densitiy will change ~3.5% per 10 degree temperatur change. But all LINK base maps has only 2% on the IAT correction map. Are there a good explanation for this phenomen? I personally had good results with 2 to 2.5% correction and placing the IAT Sensor just before the throttle body.Â

is it possible to use the MAF signal as a load input? And maybe do a switchover to MAP on positive pressure? The reason i ask: I feel that MAF is more accurate on low load areas. I feel also if you do the charge temperature estimation correct, idle and low load are not that precise than with a MAF system. I have to do a EURO 3 emission standart test, where exact and stable AFR's are a essential prerequisite to pass the test. http://en.wikipedia.org/wiki/European_emission_standardsÂ

Just wanted to ask, why the LINK knock block isn't any longer available? Are you planing to do a succesor?Â

Outputs could be used also for other things, here is a good example. Nice Shift light and traction warning(something actual for next firmware realese ) . I'm actually experimenting with this LED Array: http://www.autosportlabs.net/Sequential_shift_lightÂ

quick update I've done some testing with different led strips. Start with a slow blinking LED and go to a faster blinking LED with rising RPM until it is on the whole time at shift point is insufficient. Because you will pay much more attention to a slow to mid blinking LED's than, one that is the whole time on. you can make the opposite, but it's also not very good in hectic race situation. A simple way is to use a RGB led strip with three outputs and change colors based on rpm. I decidet to develope my own shift light with a microcontroler, which power on a led array with different colors based on PWM intput (from G4+ ECU shift light output). This way I have a staged shift light, which goes from green (3xleft and right outside) to orange (3x left and right to the middle) and 3x red led in the middle. On top of that the whole shift light will blinking if you are higher than desired shift RPM. shift light looks like this green -- orange --- red -- orange --- green If we can use shift PWM to run two other outputs on the LINK and an option to flash if rpm > than target shift point, it would be possible without a microcontroller. So something which  LINK  can add to the wish list.Â

just had a flash of insight. We just need a handfull of GP Limit tables for safety features, where we can choose MAP instead of RPM Limit.  I also like a AFR-Boost safety feature, which will cut boost or RPM if actual boost > "x"kpa  and actual lambda > "x"lambda (or differs more than "x" from target lambda). That nees also a minimum time to activate and minimum TPS to prevent false limit triggering. There is already a MAP limit tabel, allow to span a Y-axis could be a way. Actually that  could be done with a Virtual Aux and a timer in the axis of a GP rpm limit tabel. Thats not that straight forward as it could be, and you run quite easy out of timers and GP tables while you  implemment several safety-features. Except of that I like to cut boost instead of RPM. On all safety features, it's very important to safe an limit activation in the ECU Event logging. Essential find, why the car has lost power.  A user definable boost correction table will be already neede to allow for more than one userdefinable correciton (actually there is only the Y-axis on Target, an wgdc)Â

Hi First I like to have more GP channels. There are very usefull for fail safe futures like oil pressure, FP, extremly high temperatures etc. I also like to have options for EGT in Input settings (actually setting them as a 0-5V GP device) and inplementation to reduce boost, high EGT's, Knock or other critical engine operation situations. User defined boost correction table would do the job. As more other brands i've tuned, as more I really, really like LINK/VIPEC Ecu's. It's just nice, fast and straight forward, also well documented. Keep the great work! Only thing that I can thought about, and are getting more than more popular is automated throttle blip during downshift, gearbox or paddelshift control, and closed loop gearcut. That's the last steps, which are actually not possible on this ECU's.  like to have an option to autoblipp the DBW throttle or a solenoid while downshift.  Run aux output to drive solenoids for up and downshift. -3D table for target RPM and throttle opening during downshift, maybe something which takes gear ratio into calculation - gear detection from a potentiometer, to allow detection when the gear is finaly engaged. This allows also for full closed loop gear cut, which are better for dog ring lifespan. - downshift rpm/DBW limit, to prevent overreving, when Throttle is to long open. also usefull for cable throttle and normal gearbox. Have a look into Syv... and Mot... how they have done it. Especially first one is quite advanced, but software is a nighmare to work with!  Option Gear-Shift control. I allread thought about a rudimentary way to do it with GP and VirtualAux channel, but we can't integrate enough conditions for save operation. From experience from other systems the follow condition should minimum be taken into the setup option: - max rpm to allow for downshift - minimum speed and rpm do allow upshift (must not upshift and cut ingnition while speed is 0 and clutch not pressed) - delay before another downshift is acepted (to prevent accidental double shift, on bumpy roads etc.) - max throttle below to accept downshift. -Â