mapper

Yes I know. It's possible with 3 outputs, but not gear dependant. Unfortunately there is no option to selecet Shift light pwm as a switch condition for an anlouge output. Thank you for your inputs, I will look if i can build something with the 3wire LED, otherwise i have to buy a unit you mentioned or life with a singel shift light.Â

Hi I like to use a staged shift light led row, similary to that, what most motorsport dashes have. Does anybody know, if there is a led row shift light on the market, which will turn on different staged based on PWM input (Shift output from G4+) I have sitting here a LED row with three different stages and colours. The shift light has for a every stage a own wire. One way is to seutp three (3!) outputs to drive the different stages. Unfortunately the Analoge Outputs can't be controlled based of G4+ shift light Duty Cycle (or DC from an Aux output) That means gear dependent shiftpoints aren't possible.  Can you maybe add this to a feature firmware? Does anybody have a idee, if there is another way, maybe wiring in some resistors, transistors or other simpel electrical parts to the different stages and control it with regular shift pwm output? Thanks

Hi What does the closed loop boost controll refering to? MAP or MGP? I saw in the setup guide that the older firmware had a option to choise Target mode. Why I'm asking: I made some turbo compressor ratio calculation and realised that there will be big pressure ratio differences if the closed loop referce to MAP. That means you will have more boost on higher altitude (less baro pressure). turbo compressor ratio is calculated as follow:  compressor outlet pressure / compressor inlet pressure as a example at sealevel: baro=100kpa absolut, boost = 200kpa boost pressure Pr1 = (100kpa+200kpa) / 100kpa  =  3.0 lets assume we drive on a very high mountain: case 1 MGP: baro = 70kpa, boost pressure if boost control refers to  MGP = 200kpa Pr2 = (70kpa+200kpa) / 70kpa = 3.86 Case 2 MAP: baro=70kpa, boost pressure if boost control refers to MAP = 230kpa Pr3 = (70kpa+230kpa) / 70kpa = 4.29  As you can see from the calculation, we have more boost with a MAP referenced system and the pressure ratio differ alot more than a MGP system. The big increase in pressure ratio, means that you can fall well out of your compressor efficiency map. So in my eyes MGP referred system would make more sense. Otherwise there should be a baro compensation map. If I'm missing something, please let me know.Â

"The volume of air consumed remains the same, but the mass (or more importantly the amount of oxygen) is less.  Seeing as there is less oxygen, you need less fuel." Sorry but I'm not that sure. If there is less ambient pressure which forces the air into the combustion chamber, there can't flow the same volume of air into the combustion chamber, isn't it? Or is that effect part compensatet through less exhaust pressure? Thanks for answer!Â

Hi How is that on ignition side? In my eyes we can't run the same ignition timing in this two cases because of different VE as stated above. As a example for a NA engine 1. We tune the engine on the dyno at 100kpa baro, 80kpa MAP with part throttle wich the engine has a VE of say 80%. We tune ignition timing to the knock limit. 2. We drive the car at 80kpa baro, rich same cell as we had on the dyno with part throttle, but now with WOT, which means we have a higher VE (say 100%) , which means we have effectively more oxygen in the cylinder. This means we can't run the same timing without struggle with knock! Thats how i understand that, maybe i'm missing something? How is that on the new firmware 5.2.2 Should we use same axis setup as before?Â

Any news or plans to make downshift blipp working?Â

Hi I want to do a fuel pressure safe strategie on a LINK G4. What is the better option? to use a differential pressure sensor or a fuel pressure sensor? personally i like more the idea of a pressure sensor, because i can log effective pressure in rail. how i can set up a fuel pressure fail safe  on a G4?  Why i ask in G4+ forum: The new firmware 5.2 has the option to choose differen fuel referenc typs: MAP, FP Sensor, returnless For what is it, the FP Sensor and returnless type? whats the consept behind? can FP-Sensor in some kind be used for FP fuel safe?Â

I just found this nice thermocoupler amplifiere with 8 ampilifieres, 8 analog 0-5V outputs and CAN. It also has a cold junktion compensation. looks like a nice device, for superb price. output. http://www.diyautotune.com/catalog/canegt-channel-thermocouple-interface-p-542.html Can this device be connected over CAN-BUS to a LINK ECU? In generell, can we adapt every CAN Device which we have the CAN code for it? Is the AEM CAN UEGO  already a plug and play unit? Because it is used in many aplications.Â

Exactly Daniel Bailey, that's what i meant. Ability to do two complet separate maps and tell the ECU with some kind of 'mixture' 2D table how much of each map should be used based on ethanol content. To get an idea, you can read from page 17 on on this document. http://nistune.com/docs/Nistune%20Feature%20Pack%20V1.pdf I haven't tested flex fuel cababilitys yet. I really prefer to use Link ECU's because of all other capabilities.

I think it's a very important for any ECU manufacturer to have good flex fuel capabilitis, because Flexfuel is getting more than more populare nowadays.  Even Nistune can do Flexfuel with some kind of bleeding table, since recently.  In generall it would be an very usefull and advanced thing to have the ability to interpolate betwen tables, based of Ehtanol Sensor feedback or as a example with a 12 trim pot to remove some timing, boost, fuel etc. As an example you have a normal map and one with excessive removed timing, boost, fuel, etc. in some arreas of the map and can switch in 12position from normal to the retardet map. That will offer also some nice possibility to do a kind of traction contro with 4D,5D tables, which you can switch between 12 settings on the fly.Â

Hi Because customers don't want always an additional switch, I spent alot of time to make Mapswitch over the AC-Switch possible, while remaining normal AC functions. Unfortunately the most AC-switches has an on or off position and are not just push buttons. Problem is that the virtual aux hasn't the cababilitiy to change output if there is only a change in input possition (from off to on or on to off ) If you can implement that it would be much easier to make it work, and it should take only one virtual Aux? Actually i use 3 virtual aux and two timers to make it work. I can send you the map if you want. My switch solution fuction as follow: if TPS>80% and AC-Button is pushed at the same time, it will switch betwen the two boost maps.  Another possibility will be to change maps while engine speed<0 and TPS>80%. Problem is that we have no feedback which Map is selected.  It does work this way with open ECU on  Misubishi Evo, but the CEL will flash a few times when you have selected the second (alternativ) map. I also tried to flash CE light, but i haven't found a possibility on the LINK G4+. Do you can add a possibility to Flash the CE-light based on an input? AC-Switch and CE-light will reduce the neccessarity to wire in an additional control light and an switch. That brings the install cost down for a LINK and it will be competiver to other solution (like flashing std. ECU) Exept of that, we had to hide modifications because of  the strict laws here in Switzerland. This way the customer can switch unsuceptible to std. power map.  Â

Hi I use many ignition correction tables (IAT,coolant, traction control, speed correction) etc. In the worst case all the corrections can become active together, consequently the overall ignition timing can go much to retarded. So i thought about a minimum timing table that is always active, except while launching or ALS is active. This way we can prevent the engine from overheating, stalling or mechanical issues.

I have to set up the cam control on a buggy eye EDM STI MY2002. The car is equipped with a EJ257 MY 2007 singel AVCS, the EJ207 cam sensor is mounted in the front of the EJ257 engine. The cam sensors are EJ257 hall types, but the Link G+ V7,8,9.  is standart setted up for the EJ207 relucant type (2pin) cam sensor. What excactly must I change to run the hall type sensor on the V7,8,9 ECU? The offsets under DI cam calibration are very different on V10 and V7,8,9 ECU. Thanks for helpÂ

Okay thanks. On the Subarus it could be dangerous to test the full range of adjustment, because the AVCS has physicaly 50degree adjustment (25degree at cam), but the standart Ecu's run only 30 degree on EJ257 and 40degree on EJ207, respectively 45 degree on Spec C.Â

hi I've get in a ej257 with bigger valves.Unfotunately the engine builter hasn't measured the valve to pistone clearence. Now  I'm wondering if there is somewhere a global max camshaft advance limit in the G4+? I will prevent to type accidently a to big number in the VVT table, while tuning. If not, are there any plans to implement it? Thanks for answer. Â