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Josh Burt

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Everything posted by Josh Burt

  1. Thanks for the clarification. Odd, I would think if you had to pick between having the oscope feature in a plug-in or wire-in ecu, it would go in the wire-in ecu. This is due to the wire-in applications generally having to do more troubleshooting in the initial setup than a plug-in user. So basically other than minor software variations, there is no difference between a wire-in Silvertop Extreme and a V88? Â
  2. That's nice, when I was tossing around getting a Link or Vipec, one of your USÂ Distributors said the only difference between the two was Link had more "US support". Are there any other features the V88 has that the Xtreme doesn't?
  3. I'm assuming knock control is disabled if you do not allocate any tables to each cylinder. It would be cool if you could allocate no tables to each cylinder, and just have short term individual cylinder knock control. In other words if it sees knock in a cylinder it will attack that cylinder until there is no knock, then ramp spark back in with no long term knock retard storage (kind of how it does it now but without using tables to store the knock retard values). I'm assuming this can't be done with how the current software is written but I figured I would post and ask.  Just looking for a way to justify purchasing a knockblock.
  4. This install is on a non WRX vehicle. I did make sure my injector duty setpoints were pushed out of the way and the pump still runs at full duty cycle after startup for 30sec. It is acting like it is hardcoded like Dave said, thanks for the info!
  5. Mine does the same thing, I have made it a habit to key off and back on after storing a new map. Still scares me, I'm waiting for the day I forget to key off/on...
  6. Just finished fitting the WRX one, so far so good. It seems the WRX community runs high flow pumps off of their factory controller without issue so I'll give it a try. Â Also this unit is a 3 speed controller.
  7. I just installed a WRX fuel pump controller in my vehicle to control an Aeromotive 340lph pump as the pump was overpowering my fpr at full flow during idle. Â So far this setup is working as expected except for one thing. Â After my startups the Link ECU is commanding the fuel pump controller to run the pump at full speed for about 30sec. Then it responds normally. Is this on purpose? Is there a way to disable that? Â Thanks
  8. I just installed an Aeromotive 340lph pump in my vehicle. It is overpowering my fpr so I'm looking into picking up a pwm fuel pump controller. I see the Link software supports the WRX controller which has 3 speeds which should work out real nice for me. I am just worried about the controller being able to handle the increased amperage of this pump. Any thoughts? Thanks Â
  9. Not to pile on, but I am about to be in the same situation. I really want to pick up a knockblock and utilize individual cylinder knock correction. I also would like to run an E85 sensor which will need 4d fuel/spark maps. Can't do both together though
  10. I am also running an M52 2.8L, I am running a CDI ignition so dwell setup isn't needed. I have heard the correct way to determine coil dwell is to use an oscope to see how long it takes the coil to charge, though I have never done that. Â O2 sensor wise, I would ditch the narrowbands and either run a single wideband that reads all 6 cylinders or put a wideband in each bank. I am running a turbo and have a single wideband post turbo.
  11. I have my maximum knock retard cal set to 5deg. It works on all cylinder except for Cyl2. For whatever reason that is pulling as much as 8.4deg. Running the latest firmware.
  12. With the old V2 code we had a table where we could define the gain based on afr error, now we just have a single value. We also had a fuel correction rate table based on rpm (I really miss this one). Now all I have is a single gain value. I am failing to see how this is "much improved" can you explain?
  13. In an older firmware we had this option, somewhere along the way it dissapeared but is still in the help section. I miss having the closed loop control rate table. Without it I either get a loopy idle and good high rpm correction, or a smooth idle with a lazy high rpm correction. Â I'll "fix" it in the meantime by just going open loop at upper rpms... Â Are there plans on bringing this feature back?
  14. FYI, controlling only 2 of 4 cams isn't a necessarily bad thing. In all of the setups I have seen thus far, when you are not controlling the cams (0% duty cycle to the solenoid) the cams sit at lockpin. Â Now what is the advantage of advancing cams? Exhaust Cam: EGR for better emissions, and there is an argument that you can get a little bit of faster turbo spool but from my experience it is negligable. Intake Cam: Power! Especially midrange. Â In summary controlling only 2 cams isn't necessarily a bad thing. I would leave the exhaust cams alone (no control) and just control the phasing of the intake cams. Or yes you can drop another $5k or so on a Motec and phase your exhaust cams during cruising to be nicer to the environment I personally would not.
  15. I figured I would give an update. I am running the G4 with internal detection with a microphone mounted in the engine bay ran into my stereo to listen for actual pings. The G4 seems to do a good job of detecting knock but if I induce it on a single cylinder (ie. have a very conservative base spark map and add 10deg to a single cylinder), it detects it on all cylinders. I know Motec ecus have the same problem which is where their digital box comes in which does a great job of individual cylinder detection, I'm guessing the same applies here. Â Down the road I'll probably pick up a knockblock to really push the limits.
  16. I was combing through some old release notes and found Trigger Scope. Note: Not available for all ECU types.END Â Which ecu's does this work on? And where do you find it in the software? Â Thanks
  17. They are still visible in .1033, also the advance closed loop lambda functions are gone!
  18. I am browsing through the knock calibrations since upgrading to firmware 4.8.1 and noticed the Freq Channel and Gain Channel are listed twice. The original parameters still have the same values from my old .pcl file. The new ones are set to OFF and 0 by default, and it looks like they give more options on the duplicates than the original had. So what the heck should I do with these?
  19. Just thought of a way to sort of get this to work in the meantime. I'll keep the actual ac clutch control on a GP output which triggers on the AC request switch and the evap temp sensor > 35degF. Then I'll find another output that isn't physically wired to anything and make that the AC Clutch output which is triggered by the AC request switch. Then when I turn the AC on, the AC idle logic will still work.
  20. Since installing this ecu I have had issues with my evaporator core freezing while cruising on the freeway. Currently you can release the AC clutch via TP%, FF% and a few other things. I would like to be able to release based on another input. I wired in the factory evaporator core temp sensor into the ecu and would like to use that to release the ac clutch when that temp gets too cold. Currently to get me by I am triggering the AC clutch on a GP output based on the AC switch and the evap temp sensor. It works great except I don't have the idle compensation that the AC logic has
  21. I just loaded the new firmware on my laptop and had a go at adjusting my fuel map. I used to be able to select multiple values in the table, right click, and interpolate. Now when I right click the multiple values I have selected it only selects the single value I right clicked on. Maybe I am retarded, is this happening to anyone else?
  22. I had my prior post spaced out to separate my thoughts. I hit post, and it jumbled it all together, grrr. Sorry if it is a rough read.
  23. Ashley, Thanks for the response. There are many solutions to the problem, I figured a min pulsewidth cal is an easy implementation. The problem was I didn't have the flow vs. pw data for the injectors that I was running. I ended up purchasing the injectors shown in the link which are linear down to 1.2ms. Idle is silky smooth now at a 1.7ms pw. Yes you can go through the math and make sure your fuel map and comps don't ever get you below a certain pw, but that is a bit of a pain. And yes like you said, if you get into a condition say a heat soaked idle, you might run real rich with a min pw cal. In some cases I would rather have a pig rich idle than a stumbly lean misfire idle. Also something I don't need at the moment, but is a nice feature a competitor's ecu has is the ability to take your target afr table and put zeros in cells that you want to be open loop in. Thanks staff for your replies, I don't want to come off like an ungrateful cry baby in these threads So far this ecu has gone above and beyond my expectations. Bang for the buck, it doesn't get any better.
  24. I did some testing with factory wheel speed sensors on a BMW M Roadster. Tried running one of them to a digital input with pullup on and off, the G4 isn't reading anything from it. Do I need to have hall style sensors for this to work?
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