mapper

EGT sensor have a big lag and EGT temps are load based. If you use EGT temp as a axis, you can just use it as a overtemp protection to rich mixture up should EGT go above normal temps. But this setting does not work, if you want use EGT to balance cylinders over the whole load range. In this case i would span the cyl correction table with same axis as the main fuel table. Tuning the tables is a huge work and must be done on a bearing load dyno. Due to the lag the sensors have, you must hold steady state on each cell for several seconds until readings have stabilised.

Hi Marc Good to hear back from you. How much does your AFR oscilate? Where is the wideband located? Depending on position, you need to adjust Lambda rate and Gain. You should do some testing. Tune your VE table with CLL off as good to your Target AFR as possible. Adjust your target AFR table to the rich side with one task by the amounts listed in the gain table 0,33 0,66 etc. And log, with a high logging rate, how long the sensor needs to get to a stable reading. Lets say it needs 0.3 seconds. This means your frequency in the lambda rate table may be max. 1/0,3 = 3.333 This test should be done at different loads and rpms to work out best CLL settings. Best place to do that is a load bearing dyno.

I just read the initial question again. Sorry my answer hasn't covered the initial question right. Think all answers are right in this thread. Because, yes the VE Fuel modell takes MAP, Target AFR and Target AFR into the calculation. The VE modell makes the assumtion that the volumetric efficiency stays the same on all boost levels. In reallity this holds not true. If you make big boost changes you want a 4D compensation to correct for VE variation with higher boost levels. This is needed, because the pressure ratio of the turbo or supercharger with boost. Consequently the turbine efficiency and with this the VE of the engine changes. Other mechanical parts like small, intake, exhaust can restrict VE at higher boost levels too. Usually tuning ends up with only small percent numbers on thr 4D table. If the engine flows well it's usually a good reflection of the turbo charge efficiency map. When you start with Wastgate boost (as low as possible) and turn boost up step by step you usually have to increase fuel by a few percent when the turbo is operated in it's sweet spot (max efficiency on turbine Flow chart). Once you passed the max turbine efficiency range (you are now on the right side of the turbine efficiency Map) 4D fuel must be reduced.

I don't agrre that you don't need a 4D table if you use TP vs RPM on the main table in a boosted application. I use this strategy on most tunes. Turn the boost down as much as possible, the. Tune the main table. Once main table is tuned turn up boost step by step and make all changes for higher boost in the 4D table. So the 4D table compensates the blower or turbo efficiency change with boost. 4D table must be spanned MGP vs rpm or MAP vs rpm.

I like to make another suggestion which i think is even faster that a pot box. If you use lambda as unit, it works pretty well to multiply (target error + 1.0). For example, if taget is 1.00 and actual lambda is 1.02 press the follow keys: * 1.02 enter I would like a global multiply mode that can be turned on and off so you only have to press 02 on de num pad to multiply cell by 1,02. Analoge 97 means multiply by 0,97. Another variant would be a global percent adjust mode. So if you press 2 means actual cell is raised by 2% ( multiplied by 1.02). Analoge - 2 lowers cell value by 2% Both strategy would save a few key press for each operation and would speed up tuning to a maximum.

Interessting the blinkmarine looks like the ECU Master one and the Grayhill like the Motec and Racegrad PDM.

Ah really, haven't been aware. Sorry for wrong infos.

You just have to add a Link CAN Lambda. CLL works with any wideband input!

I now it's the opposit what the manual says. I was skeptic too when i tuned it, but at the end of the day you have to adjust the numbers so that the result are good and not like what you may think should work. And with the explanation in my last post, I think my tuned example makes sense at all. Try it and you are going to see, that my settings work much better than the other way arround!

Regarding Lambda control error correction table. I spend alot of time to tune these. The base map is adjusted the wrong way around. Because the error correction tables is a % corretion of actual error, you want big corrections like 15% on small errors (0.03 lambda error) and small correction (like 5%) at the biggest error on the table. This is because a fuel film built up first in the ports when big correction are applied. This means it needs several burn cycles to get the whole change applied and measured. This means lambda control applies big changes two or three times for big corrections which leads to Lambda oscillation. On small changes fuel film built up is much less. Lambda change is done and measured much faster and within same burn cycle. This means the Lambda correction can be set much higher, because the change in AFR is measured instant. I have attached a tuned example.

Don't agree. The base map is just tuned complet the wrong way. I've done a lot of testing you want big corrections at small errorrs and smaller corrections at bigger errors.

Hi Scott i like to bring a old topic up. Think it would be not much work on your side to add the gear shift status as an aux option. This will make paddle shift much much easier than the suggestions in this tread.

Chuckk have you tried to make the 3D view Window bigger and smaller and zoom in and out on the 3D view? As fare, I remember once or two times a similar problem, and make the window bigger and smaller fixed it.

okay guys, think I got it. I have not tested it but think this is going to work, that the Launch button can be pressed anytime, so the next Clutch press will activate Launch control one time. I have not tested it on a car but I will let you know as soon I got the possibility.

Okay, I see. Thank you for the solution. The only thing which is not so nice, you must have depressed the clutch when you push the activation button. In a perfect world, just the button (push to make) must be pushed and the next time the clutch is disengaged (Push to break makes contact) launch is activated. When the clutch is released(push to break opens) launch is deactivated as long as the activation button is not pressed again. think something similar to your mechanical solution is already possible with GP outputs and timers. Check out my solution in the attachment. I have not tested it on an ECU yet, but think it should work. The only downside, you have to push the launch button while you press the clutch. If we manage to find a way that you can push the button anytime to activate launch for next clutch down, it would be perfect. My solution works as follow: DI 8 is a momentary Clutch Switch, DI 9 is the momentary Launch Button Virtual AUX 3 gets on if Clutch and Button is pressed at the same time. It's an extension fo AUX 2 (to get more conditions on AUX 2) [Virtual Aux 2 gets on when Virtual AUX 3 is on] OR [DI 8 is on (Clutch pressed) AND Timer 4 is zero (first-time ignition on, timer 4 is and stays on zero)] Virtual AUX 3 activates Virtual AUX 2 for the first time, once Virtual AUX 3 is on Timer 4 is started. This makes the other two conditions on VA 3 true, so the VA 3 stays active also if the Launch Button is not pushed anymore. If DI 8 goes off (= Clutch released) timer 4 is reset to zero. So the "hold on" condition for VA 3 is no longer meet.

The 4wd car is equipped with a hydraulic handbreak, sequential gearbox with barell sensor and all mechanical diffs and has no wheel speed inputs at all. Anyway the wouldn't be usfull, because its a snow rally car and its likely that all wheels look up a few seconds before a corner. This would activate launch. For now i have set a timer for the clutch switch. If the clutch is pressed for more than 4 seconds and gear is <2 launch is activated. Think it's okay but not ideal, because launch can still be activated if driver rolls or slides with handbreak with depressed clutch before a turn. There are similar issuess on drift cars. So the "one time activation" stategy would be nice.

2d table with different rpm limits via pot Switch. I need it for a 4wd car and a rwd.

You have to watch communication rate at the right top corner. On my laptopp it needs often about 20sec to get the communication to speed. I have not excactly found what background process slows it down. But one is for sure, as less other softwares i have open beside PC LINk as faster the communication get up to speed afzer connection.

Hi I'm trying to figure out how i can activate a output just for one event. I think it should be possible with a few virtual aux and timers and it can be usefull for many other applications than mine. I want activate launch control by a push button and it must deactivate when the clutch is released or gear is shifted for the first time from 1st to second. Once the clutch is released launch must not activate until the the push button is pressed again. I'm open for all suggestions. PS: wheel speed input can not be used for activation, because launch controll get activated during handbreak use. A timer based launch activation is also no option, because there is too big a chance that the driver activates the timer to early before the start.

Yes i expierenced the same problem on different laptops and pc link versions. It also crashes when a external PC Screen is connected.

Interessting tread, i even have not know that a Maf can be used on Link ECU.

Yes, but you can use a lever switch to switch betweem F (fuel table) and I (ignition table) Besides I use always multiplication operation to adjust fuel. If you tune for lambda 1 and measurement is 0.98, just do *1.02 and you get your target very quick. Personaly i think this works much easier and as fast as a turn (volume) knob. And to do ignition tuning in steady state I add usually 2 to 5 deg at once. This way it is easier to see a change in torque if you are near MBT. So I'm not sure how usfull such a tuning box really is.

I just came across this universal boxes. https://palettegear.com The knobs can be assigned to any keyboard key. Could be a nice solution.

I would use the LINK Knock block. It's handy and well priced.

As fare I remember the old Nissan knock Sensors make groudn through the block and one pin makes contact with the mounting surface. You can Check that with a ohm meter. Bosch knock sensor doesn't have contact between pin and mounting surface.