Andy Drummond

Hi Question I currently have G4 xtreme (red cover). I am thinking of upgrading to latest ecu. 1/ is G4+ xtreme worth the price of NZ$2200 plus need 2 options at $345 each, total of NZ$2890. The known benefits; better trigger rpm accuracy, selectable log parameters (option), naming of I/O, trigger scope, charge air temp (have developed system on older G4). 2/ Go for vi-pec i88 full options at NZ$3100, is there any other reason to go for i88 over G4+ xtreme? (don't need peak/hold, ethrottle) 3/ Or stay will what is working fine. NZ$0 Have looked at other ecu's, one of the problems is been able to control a electric water pump, and it is easier to stay with the devil you know. So Link/Vi-pec it is. Any ones thoughts on the discussion? Cheers Andy

Hi Is it possible in the XY Plot to highlight the current cursor position? Example cross hairs. Cheers Andy

Hi Simon This is very important to my car and me. I have sent a lot of time and energy looking for solutions etc. So please respect my request for a software change. It is all about the resetting of the Prime fuel control. Now the prime fuel works excellent, the engine fires and ramps sharply on the very first ignition spark. (It skips crank enrichment completely). From starter engaged to engine running is 0.4 to 0.7 seconds (depends on the engine static start position). A beautiful thing. I am running a electric water pump. Requirement is to run the water pump for some time after the engine is stopped (ecu must remain powered up). To date my wiring/setup works excellent. So my problem comes when I stall the engine and must restart as quickly as possible. Example sitting in the middle of racetrack corner, this can be life changing experience and not recommended. Painting the picture, the Driver needs clean underpants, battery is half flat, the prime fuel is NOT reset so the engine must crank & crank to start. Need a solution that the prime fuel is reset, other than powering down the ecu. Example, add new prime fuel control mode that uses combination of Ignition Switch digital input and the Start Position digital input. Please let me know comments, so we can progress to a solution. Cheers Andy Drummond. My setup; G4 extreme red. Individual injectors and coils, trigger 1 crank 60 minus 2, trigger 2 camshaft. Prime mode “Start position†Isolator switch for ecu power Driver ignition switch for injector, coil power etc Driver push button starter switch, starter controlled by the ecu. Electric water pump, controlled by ecu

What I am saying is: Since Link have stopped any bug fixing on the Link G4- for many months now and by the comments given in the web presentation of the G4+. We will be very very lucky to get any of the MANY bugs on the 'Bug list' fixed. My main problem is, If I decide to spent another $2k+ an purchase a G4+ now long is it going to be in support??

The question of the many users of the G4-, what is Link's future plans for the G4???

Hi Had the car (ECU red extreme latest firmware) on the dyno the another day and noticed the internal log missed 3 (in the middle) of the 10 available files. The log was cleared before the start of the day and there was more than 10 runs on the dyno. Logging trigged by > 50kph and >3000rpm. That is, had the same problem. Cheers Andy

Hi My setup, sequential Trigger2 is cam reluctor, Trigger1 crank reluctor 60 - 2 tooth. Then key off turns off power to injectors & coils etc, the ECU remains powered up. Was able to do the fault again today. Engine started and running at idle speed (1060rpm) all good & stable. Then turned off the key (Dig Input2), revs dropping until 516rpm within 350 msec. Then the next reading (90msec later) the rpm jumped to 33,967 rpm. the following reading at 33967rpm and the Limit Ign Trim set to -5 deg. PC log finished and engine stopped. Now the Limit Ign Trim will remain during cranking until the Knock Control over writes it, at rpm > 500. So to solve this problem, lets look the cause. Very high high rpm at the end of engine stopping. Possible noise/interference, 12 volt power for the injectors, coils and fuel pumps is removed it lease 2 engine cycles before the very high rpm reading. The only possible external running item is the electric PWM water pump and actually was not running at the time (engine cold). So as the trigger system runs very good and smooth over the rev range and there is no external devices running. Leads to state that noise/ interference is NOT causing the very high reading.  Another possibility? It is noted that the crank stopped about 90 degrees after the missing 2 teeth position. To get such a very large rpm number leads to a divide by very small number. So during the stopping the rpm is dropping very quickly and the crank trigger is passing through missing 2 teeth with very low rpm and/or rapid decreasing engine speed. Your thoughts Cheers Andy

Hi While working to improve starting on my G4 silver extreme latest firmware etc. On my last start run during cranking found the ign angle retarded by 5 degrees (ie -5), showed up as 'Limit Ign Trim' parameter. Once the engine was cranking the Limit Ign Trim started to decrease by 0.5 deg steps until its was -3.5 deg and rpm > (619 to 1033) then went to zero. Engine running. The ECT Ign Trim = 0, IAT Ign Trim = 0, Only Ign Table 1 active. 'Transient Ign Trim' = 0 , Decay Rate = 0.5 Degrees/Cycle 'Cyl (1 to 4) Knk I-Trim' = 0 'Knk Sys Status Lockout' < 500 rpm , Knock 'Advance Rate' = 0.5 degrees/sec, Knock Ign Retard Limit = 5.0 The question is where did this -5 limit ign trim come from? One possibility is that the first crank did not fire (Don't have log) and on stopping caused a limit?, then the second crank fired as above. Please note that sometimes when you stop cranking and/or turn off the engine ign the PC log records a very high rpm. As multiple start attempts do happen, should there be a software condition that if zero rpm then set 'Limit Ign Trim' to zero. Your thoughts, questions. Cheers Andy

Hi Have since downloaded the latest manual and noted that the pin-out states the connection as 'Sensor Ground Green'. How the new name makes sense. So assume it can be used as additional sensor grounding. Cheers Andy

Hi On checking my silver Extreme Pro, found missing on the B plug the 'Gnd Out Green' wiring not connected. What is this connection? Cheers Andy

Hi Have question for tech experts, Does a epoxy type coil need its mounting holes connected to earth?? That is the black body has two brass/copper mounting hole eyes and these two holes are electrical connected internally. These 2 mounting holes are NOT electrical connected to any of the other terminals on the coil. Currently have the coils mount by plastic tries (therefore NOT earthed) and runs ok with no problems. Do I need to earth the coil body and if yes, why. Cheers Andy

Hi Andrew Swap '/ Master fuel * 100' around so it is '*100 / Master fuel' or use NO brackets (). With 13ms Master, 6000rpm, Inj duty 75%, you get injector time of 15ms and fuel of 115%. If these are real numbers you will need to increase the Master Fuel value. Try Master at 18ms giving 83.3% fuel. The duty doesn't change just fuel table %. Any questions let me know. Cheers Andy

Hi Andrew I make no promises on this information. The equation you are looking for is Fuel % = [ Inj Duty * 1200 / rpm + (corrections in ms, like battery voltage, etc)] / Master fuel * 100 + (corrections in %, warmup, IAT, etc) Assumption is the Inj Duty DOESN'T take into account corrections, otherwise enter zero for corrections. Hope to see you at Hampton Down soon. Cheers Andy

Hi Have Extreme aluminum case and sun set sky, with latest firmware. Has the two wired in knock inputs. When on line the Knock setup turns OFF, still can have the tables visible. So you set it to ON internal, the setup page splashes up then disappears and the mode goes back to OFF. My other problem is with Aux GP PWM output, the SWOff Timer is limited to 12.7 seconds where the max shows as 25 sec. What is the max value? Is there a option to have it higher say 60 seconds. Any ideas on the issues? Cheers Andy

Hi Would it be possible to add the "Battery Voltage" to the list of selectable items. Cheers Andy

Hi Darryn Lucky it is nearly possible, would be nice if Link made it easier. To act like the Davies controller, you need the following. To give on/off @ min 5V PWM at low temps you have to use Timer 1, Activation = Virtual Aux 1, Max Time = 40 sec, Polarity = Reset When On. Then set Virtual aux output 1, Switch Logic = Cond 1 AND 2 AND 3, SW Cond 1 = Timer 1 > 39.99, SW Cond 2 = RPM > 600, SW Cond 3 = ECT < (Your Set Temp - 20). Use Timer 2, Activation = Virtual Aux 2, Max Time = 20 sec, Polarity = Reset When On. Then set Virtual aux output 2, Switch Logic = Cond 1 AND 2, SW Cond 1 = Timer 2 > 19.99, SW Cond 2 = ECT > (Your Set Temp - 20) For running after stopping the engine, I have a race car and the power to the LINK is always on. So you need to retain power on to the LINK ECU. With the above control and engine stopped the pump will keep running until the ECT drops below your Set temp - 20. The Link cannot do a shut off timer sorry, one option of fitting a external turbo cool down timer relay which controls the power to the LINK. How Setup the working aux output as GP PWM, Frequency = 80 Hz, SWOffTimer = 0, Switch Logic = Cond 1 OR 2 OR 3, Sw Cond 1 = Timer 1 < 10, Sw Cond 2 = Timer 2 < 10, Sw Cond 3 = ECT > Set Temp. SET the Aux PWM graph, as single axis X as ECT (axis y = none). Now the hard part, what values should you enter?? It will be trial & error method, but start with your ECT at (set temp - 5) & below = 20? (being 5 Volts at the pump) and ECT at (set temp + 5) & above = 100 (full voltage). The idea is the LINK will interpolate between and settle hopefully around the set temp. I heard you cry HELP, it should not be this hard. Just remember I any on your side. So Simon of Link what are your comments??? Cheers and good luck Andy

Hi Have a G4 extreme with the latest firmware. Want to use Idle Ignition Control (NOT using Idle Speed Control). I have a question, where is the 'Idle Target RPM' setting in PCLink? That is the idle rpm set point. Cheers Andy

Hi Jurgen Thanks for the reply. What I am looking for is to control a electric water pump that replaces the fan belt driven engine cooling water pump (ECT). What would be nice is to have standard Link function which controls a electric engine water cooling pump. Since that Link function hasn't happen yet, I have to develop the control logic to do it myself. In doing this the IC spray function gives some on the logic required. Except I think the IC spray function is not operating correctly. Cheers Andy

Hi Just configured a G4 using latest firmware to run electric water pump. Part of the logic at low temperatures (ECT) is the need to duty cycle the pump on (PWM). The IC Spray operation works as duty cycle based on time. Have aux output (Aux 4) as GP PWM which gives voltage (PWM) to the pump. Its logic is If ECT > 55 or IC Spray = 1 then operate PWM from graph. Switch off delay is 0.1 seconds So have setup IC Spray as an virtual aux output(2) and another virtual aux output(1) as switching on function. Would only operate once or not. Engine rpm > 450rpm Found work around To get it to run as continuous duty cycling, made the condition of switching function aux output(1) NOT equal to the IC spray virtual aux output(2) ON. That is looped the 2 virtual aux outputs together. With the switch off delay set on the working aux output the duty switching worked. Is the IC spray been designed to operate continuously or as one shot?? Enclosed the link file so you can see the setup. Not the easiest to put in to words. Cheers Andy Ermolli20100718.pcl

Hi Ashley For my electric water pump control I need to move to plan “Bâ€. Using the ISC open loop control the link will give a %DC (PWM) output proportional to engine temperature. Setting other parameters steps to zero (fan step %). With base pattern table setting the % at the higher temp to 100% (opposite to rear ISC control). See example table below. Next problem, as the electric pump needs a min clamp voltage say 30% but doesn’t want to operate below engine temp of say 50 degrees (allows for engine warmup). The solution is to add a GP output that actives an external relay when ECT is above a value (50). This GP output external relay enables/disables (interrupts) the ISC PWM output. Tuning the system, need to vary the base pattern % around the engine temp setpoint required. See table below. Example base pattern values: Engine temp 40 50 60 70 80 90 100 Duty cycle 30 30 40 50 75 100 100 PS. as it is a race engine it is NOT using ISC. It would be much much better to have the generic control as previous discussed, but?? The Link’s already has all this control in it, just needs a different presentation to the user. Life is easy, yeah right. Cheers Andy

Hi Would like to install an electric water pump into my race car. The pump speed (voltage) is proportional to the engine setpoint temperature. Specification of pump motor is 5 to 12 volts DC operating range, upto 2 amps. As the load is high, will need to install a solid-state relay. The solid-state relay will allow for PWM control. Is it possible for the Link to control the electric water pump? Need PWM control that has the following conditions, 1/ Proportional/Integral control, PI (don't need D its to hard to tune with little benefit) 6/ Time base or frequency (Hz). 3/ Selectable process variable (PV) (eg engine temp, rpm, IAT, etc). 2/ Setpoint parameter value (SP). Must be in the same units as the process variable. 5/ Control action either SP minus PV or PV minus SP. 4/ Output limit low (as %) and output limit high value (%). 7/ Enable PI control (on/off) (selectable) (eg continuous, Auxiliary output 1-11, Digital input 1-12, Internal output, etc. If the input or output is high then operate the PI/PWM (on) with the above parameters otherwise turn off PWM control (zero the PI output and disable PI equation). 8/ The control variable (CV) is the PI output as % of the time base (frequency). That is proportional PWM. All the above is generic and can be used for other devices now and in the future. Also you may consider adding some internal outputs that are used internally only (within the Links software only). These internal outputs can act like a normal general output with the standard operating conditions and then these internal outputs are selectable as part of the other outputs operating conditions. Benefit to you and the user is many different conditions can be cascaded allowing for multiple conditions without adding all the fields into one output conditions window. Regards Andy