Scott

The knock system is able to use as many trim tables as you have ECU ignition drives being used. So for a single distributed setup this is one trim table. For a V8 direct spark setup this is eight trim tables. For a 4 cylinder wasted spark setup this is two trim tables. You can also use less trim tables if desired. Scott.

I'll see what I can get happening on this. Scott.

Thanks for sharing your thoughts, I have sent this thread to the engineers so they can consider this also. Scott.

Hi, There are a couple of ways to go about tracking down the problem. The first is to use an oscilloscope and check the signal is coming out of the ECU, and then out of the ignitor. The second way is to swap the ignition 1 and 2 pins at the ECU connector and see the result. You could also try swapping the outputs from the ignitor. This is only for testing components and connections, not how you would leave it permanently. Scott.

Hi, This looks to be a problem not with setting negative values on the axis, but that MAP delta has not been setup to go negative. When I look at the parameter info it looks like the lowest possible value is zero. I will ask the engineers about this. Scott.

Yeah the Atom doesn't have the '+8V out'. I don't know if the LS trigger sensors can operate from an ignition switched 10 ~ 14V supply. Given that the LS engine is pretty common hopefully a tuner will chime in and share their experience on this. Scott.

Hi, This is the over-run fuel cut activating: Scott

Hi Tony, Thanks for the files. Looking through the log file I can see the VVT is working without any errors being generated, this is a good starting point. I did notice that when VVT is active the wideband reading goes very lean. Comparing your fuel table to one from our dyno engine it looks like your fuel table values are a fair bit lower in the same area. If you increase your fuel table values to be similar to ours, does this help? the difference in fuel tables could also be due to something like injector size differences. Here is a screenshot from the log file showing where it goes lean: Here is your fuel table: Here is the fuel table from our base-map: One other thing I noticed is that the cam position is not tracking the target as well as it could. If you are willing to give it a go it may be worth adjusting the VVT PID values in an effort to get the system more responsive. However I don't think this is the cause of the problem you are seeing. Scott

Hi, Where are you reading this? The only place I can think of that this shows up is on the CAN or serial stream outputs of the ECU. Scott.

Which G4+ ECU do you have? Currently all the ECUs except the Atom have a +8V output. This could be worth trying. Scott

The controllers will have have at least 1 analog output that needs to be connected to an Analog Volt channel on the Link ECU. Often you can re-program the controllers to output a particular calibration, but as Link ECUs have some built in calibrations, and also contain custom calibration tables there is probably little point in doing this. Scott.

It does depend on your requirements. Our previous generation of ECU only had 12 general purpose tables, and this was a limitation that tuners could certainly run into. However since the amount of general purpose tables went up to 30 on the current ECU series I think I've only ever had 1 person complain about there not being enough. Scott.

Adam is likely right. In version 5.5.6.2926 we added the idle park/neutral step, the release notes include this: Scott

Yes, it's fine to share the 12v+ supply to different devices, so long as the wire (relay, and fuse also) can provide sufficient current. This is often how the OEM wiring is organised also. The downsides of using 1 source for multiple devices: If a short circuit happens in one device, the others devices will lose power also.It is more difficult to control the devices separately from each other, you will normally have to control the ground to each device to do this.Advantages of using 1 source for multiple devices include: Less cables, so a more simple system.Less cables, so reduction in weight and cost.Scott.

Hi David, The system you're describing for low load areas reminds me of how our Closed Loop Lambda auto mode works. In it there is a 'Gain' table and a 'Rate' table. The gain table controls the sensitivity of the system based upon the difference between the target and actual lambda difference. The rate table controls how often the system evaluates the difference. Maybe something like these two tables, but in 3D, could be useful for the Knock control system. Is this along the lines of what you're thinking? Scott.

Hi Cam, You're right, something like this is possible, good thinking. Scoitt

It came back to me, 'GaugeART'. Scott.

There are a few options available, the most commonly used is the Motec E888. There is another one that I can not remember the name of right now, we assisted here on the forums to get it going. Someone else will likely chime in with the name of it. I also spoke with a customer recently who was intending to use an arduino to do this, it would be a cheap solution, but probably not the quickest to implement. Scott.

Hi Protoon, I don't have any information on the L15A trigger setup. If the K20 mode works then good, keep using it. I have trigger information on the L15B and it looks to be different from the K20. Scott.

Hi Dan, The Air con table value will be applied on top of your base position table value. So if you had 30% duty cycle in your base table and then your A/C switched on and you had a value of 25%, you solenoid would now be at 55% duty cycle. Regardless, there is a solution though that doesn't involve us having to change our ECU firmware. On the latest PCLink and Firmware you can set the Idle base position table to 3D, this allows you to set the Aux output status of your A/C compressor relay to the additional axis, and you can then apply whatever value you want when the A/C clutch engages. If you do this I recommend setting your current A/C step value to zero. Scott.

The intake cams will not go below 0.0 as this is the most retarded position, and they advance when activated. You could double check that you have the correct VVT solenoid wired to the correct aux output. Scott

The ECU will be ok with no resistor or diode. This is possibly what is happening. The relay may be pulling down the amplitude of the tacho output. You would want to examine the signal with an oscilloscope to know for sure. Scott

When running multi-group injection the injectors fire in two groups. Normally the odd numbered injector drives get wired to the odd numbered cylinder's injectors, and the even numbered injector drives get wired to the even numbered cylinder's injectors. So on your G4 Blue storm inj 1 and 3 would get wired to injectors for cylinders 1, 3 and 5. Inj 2 and 4 would get wired to injectors for cylinders 2, 4 and 6. Each injector drive can supply up to 5 amps of current, if your injectors are of sufficient impedance then you could run 3 injectors on injector drive 1, and 3 injectors on injector drive 2. This would then leave you injector drives 3 and 4 for other functions. Scott.

25% is the maximum currently allowed for these tables. A step of 25% is very large for A/C or startup. When working offline you should also only be able to enter 25 as a max value, I will ask the engineers to fix this. Scott.

Hi Kerem, If it is 12 watt, and receives a 12 volt supply then the ECU will need to supply 1 amp to control, this is within the limits of the Aux Output drives, so could possibly work. You may have seen this link already: http://www.meeknet.co.uk/E38/M62 Engine Details.pdf It looks like the ECU applies +12V based upon certain temperatures. The link doesn't give much info on what the signal looks like, but reading the description of how it operates it looks like the position of the thermostat is variable, so maybe it is a variable duty cycle output from the ECU. If is is required to be +12V rather than ground that the ECU applies this could make the control more tricky. Scott.