mapper

Adam I would like to have filter and anti aliasing setting in a future release. Is that already on the request list?

Any updates?

we add a fuel pressure on every second LINK ECU install. I never seen a constant fuel pressure. It's really usuall to see such a small drop. Think it has to do with the return line flow resistance, which is less at higher INJ Duty cyle. Brad Burnett, you can use a GP limiter to cut rpm if pressure drops to much. We usually allow a small amount of pressure drop and cut rpm to 3000 or something else if it goes below.

Thats usuall. What I've seen, on most cars pressure drops by 0,25 bar at higher injector duty cycles. Even with new fuel pressure regulator and big fuel Pumps. If you setup modelled fuel, you can choise FP as a load source, so pressure is compensated by the fuel modell.

Hi does have this bug influence a multi fuel setup, too? I just send a mail to tech.

Hi this is still not fixed. it has to be iso 15765-4 in configuration and documentation

Hi Does anyone know whats needed to controll a ACD (Mitsubishi Evo) diff? I would really like to see a generall purpose 5D/6D PWM output function. You can do that the same way as 5D/6D on boost controll as we discused in another thread. This allows G-force, speed, TPS and wheelspinn correction and even switch between maps on the fly.

I highly recommend the LINK CAN-Lambda. Much more precise as the analog ones. I've seen huge errors in readings on some analoge controllers. Especially the AEM uego to name one.... Simon no wrong inhibitions to recommend one of the LINK product. They are more than great! ;-)

Cell size was a criterion many years ago to compare ECU's. The VE modell Does a great job. Sometimes you want to move brakepoints arround, but I never felt that there are too less cells in a real world application. You can spent days to tune every cell perfect on the dyno (which needs anyway much more time if you expand the number of cells) and on the track you will find that transient AFR can vary alot depending how boost kicks in. I personaly found that I get more stable transient lambda readings (or less lambda error) if I tune TPS vs RPM in the main table and use a 4D overlay with boost compensation (MGP vs RPM). That virtually makes your Map even bigger than what Haltech has! And it will make a great job even with 10bar of boost.

Hi Simon That's a good Suggestion Scott for the possibilities we have now. But as you said, it needs addionaly installation work, which not every customer is willing to spend and it needs still knowhow to read datalogs and all the fault and limiter channels must be logged. So would be great if you can discusse that with the engineer for future release. In my eyes it's also a good sales argument, because (what I'm aware) no other aftermarket ECU manufacturer has such a functionality and i make the ECU even easier to use for the enduser. Maybe integration can be done with ecu statistic. Respectively the function is already here when PC link is connected. So should be easy to save this infos on the ECU storage. It shouldn't take much storage place too.

It would be great to have a fault code and event history. I often get customer that had a temporary fault or a a (GP-) Limiter was triggered. Most often they don't download the datalog in time and customer often struggels to interpret data. So it would be great if all events are saved with a time stamp like on OEM ECU's. This way the customer can easy see what was the reason for the temporary fault or if a GP-Limiter was activated. It would be also very usefull when the customer comes back to my workshop to check what was the fault. If the datalog wasn't saved before it is overwriten it's not possible to see what was going on. For example i had a customer this week, who had "misfires" during cornering. He knows how to connect and download datalogs but not how to interpret them. The GP limit (setup as an oil press safety function) was triggered because the oil level was much too low. If there was a text message with time stamp in the ECU event log, it would be quite easy for to find out what happened. Besides, there is no more need to log all limit channels to see in the datalog which limit was triggered.

Interesting idea. I see one big problem. If you change your VE Fuel Table, you change your ignition in the same time. Think that could be quite tricky to tune. And I'm wondering how consistent such a tune is. For example everyone knows the problem with heated up IAT sensor after a long idle period or warm start. Of course it should be possible to tune such a model, but i doubt that it saves you tuning time.

Hi Adam Thank you for the answer. Wery helpfull. Can't the position sensor adjusted that it cuts only if you pull some amount at the lever, so that it only cuts when some force is pulling the lever back? What shift times you see whith both methodes?

As i already suggested. Adding 4D/5D tables to boost, traction and maybe other functions would be a great way to do that :-)

Hi Simon In general is a strain gauge needed or suggested if you have a potentiometer on the sequential gearbox? Or can we just use the the position signal to start and end cut?

Would be great to have a button to save all log files in the logfile manager in one task. Or just doan option to save all datalogs automaticly. I've lost many datalogs because pc or pc link crashed.

Would also like to see that. For example one table for rotary switch vs gear and the other G-force target slip oberlay. Or TP based slip correction.

Good suggestion! Was something i was thinking about too for some time. I would suggest a table that with the follow axis option: one axis knock/time period vs free choise (boost target rpm, WG DC. This way user can set it up depending on his other settings and needs in boost control. Another posibility would be to add 4D and and 5D maps for boost control and add a parameter knock/time period. Time constant for this parameter should be set under knock control settings. Target boost(closed loop boost control) or WGDC (open loop boost) can be modified based on the knock parameter. The advantage of this solution is that 4D and 5D boost tables can be used for alot of other functions. As an example: main boost table axis are spaned RPM vs driver rotary boost switch. 4D is set for boost baro corection or an overboost function can be added there as a overlay. Finally you can set up knock control safety future in the 5D table.

I really really give you a good tip, it's about the most risky thing you can do on a SR20det! DON't use any ignition cut or similary thing which pops and bangs. You are going to pop out rocker arms which can lead to a huge engine damage!

If you ar happy just with a proportional control you could simply span PWM table differential fuel pressure vs rpm or injector DC. Set DC lower when pressure is to high for your rpm (or IDC point) and higher when it's to low. With a little testing you should get good results. Regarding pressure valve. It switches the pressure source for fuel pressure regulator to atmosphare during hot start. I'don't can think of why they just haven't increased InjectorDC?!

can you not just do this with a GP aux. Some old japanese cars have a valve to increase fuel pressure during hot start. This is controlled via an GP aux. If i remeber corectly the 300zx base map has applied this.

Wildwestaussi1 think best is if you just leave this forum. A forum is there to help out each other. Only thing you are doing is blaming products and other tuners. If you are incompetend to install and setup such a highend ECU, just don't touch anything and take the car to one of the LINK ECU Tuners you can find on the website. And before you are calling everyone an idiot; I'm a professional Tuner and worked with LINK ECU's on Subaru's for several years. I came never across such a problem you descripted. As you statet, there was alot going on with this engine/car before you have got your hands on. So go and search there for a fault, but don't blame a great ECU manufacturer!

Sorry wildwestaussi you just shooting against LINK for nothing! I use alot of plugins and run succesfull alot of different Subaru combinations (GC8 heads on Ej257, V9 blovk with V7 heads etc.) with which never would been possible with a OEM Ecu. I never ever had a problem with the trigger system, you just have to settup things right. If there are really some odd trigger system on your engine you maybe have to change them. A Plugin of any manufacturer are based on a universal standalone ECU, which can't work on any possible engine or trigger system you can think of. Link makes fantastic ECU which cover a great range of engine types and trigger systems.

Doesn't work it for you when you reduce the amount of retard per percent (don't have the right name in my mind yet)? In generall I found it quite difficult to disginguish between light knock and just higher Background noise. I also noticed that most time timing is pulled, it jumps straight to the max retard. Exactly what Adamw is descripting. Besides I would be very useful if knock can be logged with a few different filter settings at the same time. This way you can analyse the same knock event at different frequenties and choise very easy the setting which distinguish background and knock noise best. Have a look how this works on M1 Ecu's.

Just thought some more about it. Generally speaking an error parameter on any control circuit would be nice. Or why not add Math functions. This way, any parameter what you can think off can be realised by the user. For beginning basic for operations (+ - multiply, divide) would be okay. More advanced like integral, derivative, rate of change, averrage, summ, >, <, >=, =>, if, not, or, and, lower and upper bound, etc. could be added. On top of that, the possibility to use own channels as an axis would give near infinite possibilities.