Leiden

If your having trouble finding dead time information you can usually start with around 1.0ms at 14v, once you get the engine idling at a stable AFR unplug or disable the Alternator so the charging voltage drops to around 12v, tweak the deadtime information until your back at the original AFR. From there you can interpolate and get pretty close. The deadtime information isn't as critical as you might think, it normally only affects the low load areas of the fuel map.

If you are grouping injectors make sure the total current on each output channel does not exceed 5A. If you have 3 injectors on a single output channel the injector winding resistance should be at least 9ohms.

Seems like they are around 0.890ms at 14v. Short Pulse Width figures aren't too important and that information usually is only available for aftermarket injectors. You can leave it all at 0.0000 without any issues. Injector Deadtimes aren't too important as long as you have something reasonable. If I don't have injector data available I usually start at 1.0ms at 14v, get the engine idling smooth at say 14.7:1 AFR, disconnect the Alternator so the vehicle voltage drops to around 12v and check the AFR again, adjust the 12v cell until you are back at 14.7:1, from there you can extrapolate the lower voltage values, generally as the voltage drops you need more deadtime so you should end up with a bit of a curve, not a linear line.

Without a Cam Sync you can run it with Wasted Spark Ignition and Batch Injection or you can run it as a '3 Cylinder 2 Stroke Sequential' with Injectors and Ignition outputs paired for cylinders that are at TDC together (360 degrees apart in the firing order). I used to run my engine that way but had trouble getting the idle mixtures lean enough since the Injectors are firing twice per '720degree' cycle.

Cheers Adam thanks for clearing that up, are you using a stimulator rig to test these settings?

Just wondering if when using Semi-Sequential with Injectors paired in firing order (1&5, 3&6, 2&4) does the Accel Hold function count the outputs that don't exist on the ECU? Does the ECU count INJ output 4 even though it is not being utilised in Semi-Sequential mode, the only Injection Mode option is Sequential so I assume it would count #4 but not #5 and #6 because they don't exist in hardware?

Thanks for the reply Simon, I ended up swapping the Tacho over to Aux 1 and using the spare ignition drive to trigger the fuel pump relay, the tacho sweep seems to be a little smoother but its probably just my imagination. The engine is a RB30 with a RB25DET Neo head, I'm using a 36-1 on the crank and a single tooth on the exhaust cam for sync. Both sensors are ZF GS100701 Hall Effect and seem to be capable of up to 15KHz, I have tried adjusting the air gap in the past with no noticeable changes, its always had an odd lean spike here and there, I just assumed it was the Innovate LC1 wideband since they seem to be a bit unpopular and outdated, when I saw the manual state that the ignition outputs should only be used for simple switched devices I thought I was on to something. The dwell moving around seemed a bit off though, I've never noticed it before but then again I probably wasn't looking close enough at it. I was actually thinking about the triggering being an issue however I'm not seeing anything on the Trig1 or Trig2 error counters. Would these be a good indication of trigger problems or only in a worst case scenario? Log wise the timing appears to be stable but I'm guessing you a referring to actual ignition timing rather than what the ecu thinks is going on?

Hi guys, I was reading through the Link manual and came across a couple pages that mentioned the spare ignition outputs should only be used for simple switched devices (see attached picture). On the Auxiliary Output Wiring page it shows that the first three ignition channels can be used for tacho up to 300Hz but the fourth output isn't supported? (see second picture) I have a G4+ Atom on a 6 cylinder running waste spark off the first three ignition channels and have been using the spare 4th channel as the tacho output for the past couple of years, the Link software let me select Tacho as the configuration so I didn't think anything of it until reading the manual. So far everything has been fine except for having a strange issue with dwell times, I have it set to around 2.0ms but the dwell time jumps around a bit, anywhere from 1.85 - 2.10ms even though the voltage is steady, or at least the log isn't showing any changes. It doesn't seem to affect the vehicle in any noticeable way but I was curious as I also get lean spikes in the wideband reading when this happens (see third picture). Just out of curiosity I was wondering if having the tacho output on the spare ignition channel is causing some kind of interference with the dwell timing which causes a minor misfire and that's why I'm seeing those lean spikes?

I'm talking about calibrating it in the Link software so that its reading 0% closed. You can see from the log files that when you are off throttle you are reading 0.6%, this can cause some issues with TP lockouts which are often in the 0.2 - 1% range. Go to the ECU Controls menu and select TPS Setup then follow the instructions, its pretty simple. I can see from your logs that the timing is jumping around a little when you come off throttle but I don't think this is your main issue, I see that the pulse widths are quite low and you haven't got a Min Effective Pulse Width set in Fuel Main, also in your main fuel table there is a bit of a dip right in this area. The reason I asked for the most recent tune file is so I can cross reference the log file to the settings, I'm currently using the smoothed one I uploaded but if some other changes have been made its a bit hard to pin point it without the most recent file. I suspect the -70, -80, and -100 areas of the fuel map are a little on the low side. Calibrate your TPS and try setting your Min Effective Pulse Width to something like 0.650ms and see if that makes any difference Edit: I thought I should mention jerkiness can also be caused by worn driveline components, for instance a worn out dual mass flywheel, C.V shafts, gearbox, etc. One way to tell is to put your car in gear and rock it forward and back, if there is a lot of movement before you feel the engine loading up then this may well be your issue

The Aux outputs are normally ground based outputs (with the exception of Aux 5 - 8 which can be configured as high side drivers) Check the Polarity setting for a start and confirm that you have a +12V ignition switched power source on the other side of the relay coil windings. Check the Aux output is activating in the Runtime Values, from memory it should turn green when on.

Message or send an email through to Link Support with your ECU serial number and any other relevant details, they should be able to sort you out.

Calibrate your TPS so that off throttle is 0%, full throttle is 100% Is there any reason you are using Idle Ignition timing control? I see that you have a Idle Stepper Motor enabled on the Aux 5 - 8 outputs, if your unable to bring the idle down enough you might need to have a look at adjusting the throttle stop screw (to reduce bypass airflow) or adjust the idle bypass screw (if the vehicle has one). Can you do an up to date log with the changes you have made so far

Where have you tapped your vacuum feed from, on mine I found the most stable vacuum source was on the strut tower side of the plenum wall opposite the runners, you'll have to tap in a fitting. If your too close to the runners or in a location where there is high/turbulent airflow the signal can be inaccurate and unstable. You'll probably want to be using the Modelled Fuel mode since you are running Flex Fuel, also its required for the stock cluster CAN communication (probably not a problem if you aren't using the stock cluster) I'm assuming you have checked all the inputs/outputs are calibrated and reading properly? Can you post up your Basemap and a Log file of the fault.

+1 for what CJ said I try to do most of my idle ignition timing with the main ignition table, or at least have the idle ignition timing table somewhat close to what's in the main ignition table. Large jumps in timing can create the bucking/jerking you mentioned. If your looking for off idle throttle response you can set the cells above your normal idle vacuum cells higher than your idle ones, this also helps to create a smooth transition in timing. See the attached file for an example, I smoothed the timing a bit in the idle, cruise areas Leonid_smoothed.pclr

Thanks for the reply Adam, got it to work by modifying the inf file entries and turning off driver signing, I'll more than likely just stick to the supplied driver. I was having an issue where the Link software would be sluggish to respond for the first 10 to 20 seconds after connecting to the ECU. I only noticed this after 'upgrading' to Windows 10 from 7 however I just noticed it will do the same thing when opening a tune file offline so I think its just the crappy built in Intel HD Graphics having trouble with the OpenGL renderer? Seems to be okay if I open a tune while in table view rather than graph view. Also I'm not sure if this is a bug or not but if your in graph view and change one of the load axis's to 'None' the Link Software will crash. I assume this is because a 3D table graph is displayed with the OpenGL renderer whereas a 2D table isn't?