Matt Dunn

will that release include the data logging?

With the release of the G4 ECU's, does that mean development has stopped on the G3's? or is the data logging still going to happen? And do the G4's have onboard logging and is is enabled from that start or will that be enabled later via an update?

We have a V5 ECU that was in an 8 cylinder Ford V8, and are upgrading to the new G4 so are fitting the V5 into another car, a Falcon 6 cylinder. The V8 used a dist with an optical pickup that produced one pulse per cylinder, and the L6 also has one pulse per cylinder as we have fitted an EA dist into the AU motor. I believe (hope) that this means that we will not need a sub board change. The question is, we ran a mitsi igniter on the V8, which was fine, the V5 put a +ve pulse out to trigger the igniter, but the EA dist/module setup needs a negative pulse to trigger the igniter. I think the older ECU's had an Inverse ign wire or something? Question is, does the V5 have this, are you able to change the pulse via PC-LINK, or switches on the board, or does it require to be returned to link for a modification? Matt

I see that in PCLINK help, it states that Launch Ign trim is only active when speed = 0. Is there a reason for this? What about using ign trim to help reduce power when slip is occouring aswell?

I would guess so, I ran toyota knock sensor on my knock link display and Knock block, and the Linkplus G1 i had looged knock numbers is the high 200's as normal, When I changed to a bosch sensor, I got high 80's as normal, and even decent knock would not bring up the first light on the knock display, So that would make me think, the different sensors have very different output characteristics.

Is there the possibility of making an external amplifier that could be used to make the curent tacho output of the g3's compatable?

If you were just after a quicker way to get it all running, are the new model links still able to run as a fuel only ecu running off a coil -ve signal like the older LEM's would?

Hi there, Just wondering what is happening with the on board data logging on the LEM G3's? I noted it was to be enabled later on the spec sheet when I bought the ECU, But was wondering how much later later was going to be? I wont run my circuit car with a laptop in it whild racing, but would be good to be able to have a log of what going on at times? Matt

Currently I am using the 4D fuel Table, and it is mapped from 50 to 200kpa on the vertical Axis. After playing with the program I have been able to change the start and table increments to get it to scale up further, as I am now going to need it to go up to 250kpa. The question is, Are you able to edit the values of the rows on the vertical axis, and add more rows than the current 11 rows? as i thought that was one of the advantages of the G3 LEM, over the older linkplug G1's etc? Matt

Have you guys already done trigger settings etc for a Suzuki Hayabusa GSXR1300 engine? We are looking at running one in a car application and are looking for an ECU to run it? Not too sure what they have for triggers at the moment untill the engine arrives.

Setting up my new G3 LEM and have a couple of questions? I am using PC link version 3.31. I wish to use Aux 3 to run the radiator fans. No problem set it up as normal. I want it so the fan comes on at 92 deg. Next i want to run an overtemp light on the dash so i connect AUX 6 to a dash light, 12V 4w bulb, And I set it up also as a radiator fan and set it a bit higher at 98 deg. Problem is, now when i go back to check AUX 3, the actual fan setup, there is no values or boxes for the values? Can you not run two separate fan Circuits? You seem to not be able to configure a GP output with a temp sw? Any suggestions? or am I doing something wrong. Also, I got the LEM with a 5 bar map sensor, but the only two drop down boxes are Link 2.5 bar or link 7 Bar? I presume I just use the higher one of the two, or when I finish the wiring and power up and connect to the ECU will it self sense? Matt

Hi there. I ordered my LEMG3 today with the 5 bar map sensor. I am hoping to be able to use a dash mounted variable resistor for boost adjustment as per the spec sheet. Question is, What resistance potentiomer should I use? 1K or 10K or somewhere in between. Matt

how about adding some more names for the auxillary outputs so that you dont have to kepp looking up which output you have wired to what. No need to change the function, just the same as GP output, but in the scroll down list maybe add, VVT, Shift light, or maybe user defined name where you can give it a name yourself.

From the diagrams it looks as though the two channel igniter has a tacho interface built in similar to the mitsi VR4 type ones. Does it put out a signal similar to coil -ve, or is it more like the signal that the link ECU puts out itself?

Is there a 3.0 bar option? or just the 2.5 and the 5.0? I see somewhere else you mention a 3.0 bar for something?

I am looking at a LEMG3 to run my new engine, But wanting some advise on what map sensor to run. With the earlier versions (LEMV3) etc that had a large PSI map sensor, if you ran 20 psi I dont think you could use all the rows available, and lost some tuneability. If I use the 5.0 bar map option on the G3, Can you change the rwow resolution so you can still use the full map. From what I read the two map options are 2.5 bar which is 21psi, or 5 bar. I am planning to run 20 psi most of the time, but will at times run up to 25psi. As I am running a multi throttle body setup I want as much tuneability as possible. Wil there be any disadvantage in getting the G3 with the 5 bar instead of the 2.5? Is there a 3 bar option? And if I sent it back at a later date is it possible to get the internal map sensor changed from one to the other?

I have had this problem recently too. I used a Dick Smith Adapter and it worked with the serial link I use to connect to Linkplus G1's and LEM V5's, But could not get to work with anything that did not use the Serial link, like the G2 stuff. The adaptor I use has the nuts on it so you can screw a cable onto it. I removed them from the Serial link so I can conect without a serial Extension cable, but was not keen to remove them from the ECU, It turned out that the serial extension cable I had that I used between the serial-USB converter and the ECU was the fault. Some of them must be wired cross-over style. Maybe worth checking one if you are using an extension cable that it is pin for pin.

Running a Linkplus G2, is there anyway we can get the fuel pumps to run for 40 seconds after the engine stops? At the moment the maximun we can get is from 3 up to 5 seconds. We want the lift pumps to continue to fill the surge tank if the carstall's while stopped for refuelling in an endurance race?

Not sure if the new ECU's have this or not, But is it possible to double switch one output? At the moment for my VVT cam control I use one output to turn it on at 1500rpm and a second output to turn it off at 6000rpm. this takes two of my outputs for one function.

I have noticed that the lambda menu had chnaged from V4 to V5 LEM so the narrow band oxy sensor cannot be used to tune the whole programe as it used to in the older models. has this feature also changed in the Linkplus G1's as the older LPV10 I have also has the older multi-zone type lambda options?