Chipset

Anyone please ?

I want to ask about the timing calibration , first you lock the timing in a fixed value then you check with the timing gun and change the offset to match the locked value with the timing gun , this is nice and clear but what im curious of is the second feature . The : "Adjust delay so ignition timing is constant over the entire rpm" , what that suppose to be ? to have a rock solid stable value on the timing gun as you are raising slowly the rpm let say form 1000 to 6000 ? Cause what i saw is the when you are varying the rpm its not that easy to watch the mark and looks like that mark is dizzy but if you take steady steps holding the car stable to let say 2000 3000 4000 etc then the ignition value of the gun is the same with the locked one . It takes the car about a sec to see the mark steady on the gun when varying the rpm from on value to another. Thank you .

Ashley that wasnt the only problem though i noticed that my calibration for the ignition advance was grey out too and got some out of bound error exctly after the update , so i did what i did as a precaution plus that i didnt know that i can use 4.7 firmware with the 4.8 software. Thank you for your quick response after all ( i was just unlucky )

aha ! I think my questions reveal all this small neat secrets

My work around was to load a base map from the new 4.8 ( silvia s15 ) and then i started a 2nd pc-link load my running setup from the 4.7 version and changed every setting one by one ..... with table export import or even manual where the are no tables. ...... My eyes are bleeding and my small oddysey battery is on charging now Every time in a major update something always happens and i have to re-set everything from zero ... i hate this My car is a silvia s14a and you dont provide a base map so its a pain ( s14a is completely different from the s14 long and s15 short base maps that you provide ) Im including a print screen of how you have to set auxiliaries etc for the s14a so that someone in link may provide in later versions a base map for this car and save other ppl all this dirty job

Here is the picture as an attachment in case there is a trouble with dropbox

Please take some time to fix the Forum problem that dont take paragraphs cause this is starting to be bad for our eyes

I just update my software form PCLink V4.7.1.804 Setup to PCLink V4.8.0.994 Setup after that i did a firmware update to the ecu and the result is a strange table that have no sense and wasnt there before http://dl.dropbox.com/u/24436243/strange%20table.jpg please help to solve this one i want this to be removed

One last question about the limiter is : Whats the difference between having the end cut = 100% and having the hard limit enebled ? Hard limit suppose to be 100% fuel , ignition , or both cut ( source link manual ) Thank you

Thank you Phill

Ashley normal users dont have an Edit button ;/

For some reason in my previous post all the paragraphs mixed in one sry

Thank you Kieran I can understand the part for the hard limiter accel /decel but as for the fuel cut limiter and detonation i think that detonation occur when ( let say that our ignition advance is right ) burning very lean mixtures , so the question here is how exactly does the link limiter is working when you have it set it up as Fuel cut ? Does the soft limiter allow the engine for some time to burn lean mixture ? Or is it only changing the rate for completely shutdown the injectors ? The only thing that is sure is that when you shut your injectors and you have only pure air going in there is no chance of detonation. As for the Ignition limiter i still don't know if it is so good especially in drifting that you spent time on limiter cause of the extreme temperatures that gonna build on your turbo , manifold from the unburned fuel that ignite and the excess fuel that may wash you cylinders and find his way to the oil pan . I'm hoping for an answer from someone in Link that know how exactly is the fuel cut limiter working , that may help me - us decide Im also wanna know about the Fuel + Ignition limiter mode that is described as ROTARY ONLY there has to be a reason Thank you

I wanna add that it seems tha the stock ecu first cuts ignition and after that the fuel cut take over , but in link ecu the type of rpm limiter that is " ignition + fuel cut " described in the help file as A ROTARY ONLY and i feel confused , please can someone explain about this . Thank you

Sorry for my mistake i didnt noticed the following topic http://www.linkecu.com/forums/LinkWishList/467177904 Everything that i want is described there even better by Lawrence martin

I would love to be able when loading and playing a log file to see a live trace on my fuel and ignition tables like when you are monitoring-tuning the engine . I think it much better to have a visual trace of what cells your engine was working at and fine tune from there than trying to find the cell that you have to fix when working with the current logging layout . Thank you

I wanna ask about the rpm limiter before i fine tune mine . ( Car = Silvia s14a - sr20det ) What i noticed after tuning my car with my new link ecu is that the limiter ( the default one not with the advanced options enabled ) is much softer that the stock my car had . In sound terms the stock rpm limiter sounds like a very loud TAK TAK TAK ( like a weapon is firing ) and the default Link one is more like a smooth FROOP FROOP FROOP if you get what i mean. After searching about how the stock limiter which i think its safe ( it has to be as its the stock one ) i found this : -------------------------------------------------------------------------------------------------------------------------------------------------------------------------- There are actually 2 rev limiters in the stock ECU (3 counting the stationary rev limiter, which is converted to a launch control rev limiter in TunerCode). One is a hard fuel cut rev limiter that cuts all 4 injectors at the limit with a stock hysteresis of 500rpm. The other is a soft cut rev limiter that cuts 1 injector at 150rpm below the limit, 2 injectors at 100rpm below, 3 at 50rpm below, then all four at the limit. The resolution for the limits and hysteresis is 12.5rpm. -------------------------------------------------------------------------------------------------------------------------------------------------------------------------- I don't know if this is exactly the way the stock ecu handles the limiter , but im curious about how is it possible to make my rpm limiter to work as the stock one and if there is something that i must afraid of ( i was spending too much time on stock rpm limiter due to drifting and never had any problem ) . Some rumors speak about broken rockers cause of hard limiter during launch control or even the normal rpm limiter. ps : Im using the default fuel cut rpm limiter without any adjustment of the advanced options yet. Thank you

Hi i want to ask the experts about the basic steps - tricks for the proper tune . My car is a Silvia s14 (sr20det) and i have all rdy made it to nice point where most of the map is good but because the whole tune made by me alone on the road , driving - logging ---> fix the tune and repeat i manage to make my tune perfect only on those places-spots on map that im usually while driving out. What i mean is that my afrs are rock solid under constant coast and wot which is easy but are so unstable ( lean rich ) in places that i cant hold long the engine on the road ( almost full vacuum etc ) So i decide to go to a dyno and make let say my map (s) in 500 rpm steps until i reach 0.5 bar boost and then complete my 0.5 ++ map by logic (so that i don't have to stress my car too much on the dyno) . What i want to ask is what most of you do when you are on a dyno and more precise how do you handle the correction maps like IAT correction. As we all know on the dyno the temperatures are much more higher than on the road. Do i have to temporary disable IAT corrections and tune on the dyno in small steps ( let the car cool down and restart ) or do i have to tune using those correction maps ? Thank you very much for every answer that i may get

I wonder if you have any progress on this ? Its crispy clear that those two have different ressistance VS temp curves and we need the right calibration to get the max from the open type sensor Bosch 0 280 130 085 Thank you in advance

22 AFR is lean as hell i think you are confused

Thank you for your answer . Maybe you or anyone else that have the tool and time can measure this cause from what bosch says those are different ;/

Someone must know about this ? Do we have to use the first profile for both of them even thought they are different? Im confused

As mensioned in the help file - manual of the ecu the are 2 prefered Bosch IAT sensors wich are : 'The recommended sensor for turbocharged is a Bosch 0 280 130 085. On naturally aspirated engines this sensor may be substituted for a 0 280 130 039, which is cheaper and easier to fit.' But when you are going to setup an analog iput as a IAT sensor there are only the following choices -Std Bosch NTC -Bosch 0 280 130 017 -Hella 6PT 009 109 041 -Delphi AC -KTY83 -Cal Table 1 -Cal Table 2 -Cal table 3 - And 2 more for Yamaha FX/FZ My question is which of the previous recalibrated profiles are the right one for those 2 prefered bosch sensors, cause from what i can see in the specs datasheet those two have different characteristics ( Different temprature VS resistance ) so there must be 2 diff profile .. But i cant see none. Here is the screenshot for the details of those two (From the official Bosch datasheet) http://img213.imageshack.us/img213/9554/tempsensor.jpg I also attached the official datasheet for better reading Thanks in advance sensors_temperature.pdf

Its under Fuel named as 'Fuel Table 1 Active' if there arent any other active ....

In every other ecu that has the support of base maps the setting of the injectors was a very simple and straight forward procedure . Let say that you allready changed the ms vs BatVolt then the Fuel trim is : ( Old injectors CC / New injectors CC ) * 100 = Fuel trim e.g ( 370 cc / 740 cc ) * 100 = 50 Fuel trim. (For a base map with 370cc fuel settings ) How can we translated the above example in 'link Ecu' terms ? Are the base maps provided made with the stock injectors in mind ? * If yes how do i calculate the new Master Fuel ms ? And the new Master Fuel trim feature does have anything to do with the Fuel trim that any other Ecu use ? The example in the Link help file made the things even more complicated for me ;/ * If yes then why the base map of the Silvia s14 ( 370 cc stock injectors ) is the same with the base map of the Silvia s15 ( 480 cc stock injectors ) ? Thank you very much