blaine@carmenaperformance

Sorry to chime in late on this. We have used a G4 on a Raptor several years ago with some results. There were many problems with integration that were not related to the Link. The ecu seemed to run the engine just fine. It was the CAN system that made the project a bit of a bear. I have no doubt that running the engine alone will not be a problem.

The car I was going to do this with ended up going with a single due to the twins failing on his car. That being said I did recently get this working on another customers car. I wired it in as per your snippet Marty and it seems to work. I do need to do some tweaking though to see if I can tame the dip between primary and secondary. I'm going to try changing some engagement settings on the non-pwm solenoids to minimize the pressure dip as the pre-control seems to be doing its job well.

Yes, I did notice that when I started playing with the tables afterwards. It would be a useful feature for sure.

I was wondering if it would be possible to add PWM table functionality to virtual auxiliary outputs? I would like to utilize them for pressure differential measurement so I can have basically a single output value that can be used on one axis of an ethrottle table or any other table for that matter. Alternatively 4D mapping on the ethrottle tables would also work equally as well. Blaine Carmena Carmena Performance

I managed to get a Haltech dash running with the Link but it had to be sent back to Racepak and have the V1 Firmware flashed back onto it. Never had any luck with the V2 Firmware.

Very cool!

Looks like that will be a fun one!

Great read and a great project! Love these motors. Wanted to swap one into my Celica GT-Four. Never quite made the time for it. Getting a Caldina GT-Four soon. May have to revisit that project idea.

Great news! We will eagerly await results. I told Simon that if you need a beta tester for firmware I am more than happy to help.

Exactly! The Gen 1 motors didn't run poorly in their park position but they sure did lose some power. I did send the tech team some scope images and some duty cycle data on how the mid lock phasers operate. They are a fair bit different in what the want for duty cycles but I have complete faith in the Link team. Hopefully they don't lose too much hair on this one.

This is the Gen2. Currently working through the cam control issues. Fortunately the car still runs well with the intake cams locked.

Hi guys, We just completed the first that we know of Coyote Aluminator swap into a 1989 Porsche 928. For good measure a Whipple 2.9 supercharger was piled on top with a 20% overdrive pulley setup. The power is transmitted to the wheels via a Corvette Z06 transaxle and torque tube assembly with an oversized Driveshaft Shop driveshaft and upgraded axles. To control it all we chose the powerful Thunder ECU. We will also be running a form of boost control via supercharger bypass valve to keep the car under control in the first few gears. Once we get it to the dyno and tuned we are expecting around 800WHP at around 15 psi. Looking forward to playing a bit with this one. Blaine Carmena Carmena Performance

I had a similar issue on a Thunder ECU. It ended up being a failing O2 sensor in that case.

Some new alternators use PWM for electrical load measurement as well. Wouldn't hurt to be able to use this.

I can confirm the Mazda 3 trigger works. Used this last week on an NC engine. Blaine Carmena Carmena Performance