blaine@carmenaperformance

I have just finished wiring in a Storm ECU with a Haltech Racepak dash. I will test this tomorrow and see how it works. I also have a Pre-Haltech IQ3 at my disposal. The Pre-Haltech unit was working just fine on a Haltech Sport 1000 ECU without an interface module so I imagine they are the same electronically.

If you are not using the ecu hold power you also need to remember to change the stepper motor reset function to Key ON. This is in the idle control settings.

Glad to hear you caught that. Those 3SGE BEAMS Blacktops are great engines. That will be a fun car.

Also curious which air valve you used from the CA18. There is the actual IAC valve which is pulse width modulated and there is an auxiliary air valve which is simply a bimetallic valve which slowly closes the longer constant 12v is applied to it similar to a carb choke. The IAC actually bolts to the side of the upper manifold where the AACV has a barb on each side and is plumbed to the manifold with hose. The AACV will not work for idle control as it is not fast enough to react to changes in RPM.

Good to know Simon for future troubleshooting. Glad you got it sorted Nettlez!

Simon, have you had a chance to look at his log? He is getting momentary RPM spikes up to 14,000 rpm. I was figuring he was getting false triggering due to voltage threshold being too low. Would sync position cause this as well?

Is the scope image from before the sensor swap? It does show correct. I cant see a replacement sensor having an alternate polarity. Polarity should not cause massive rpm spikes as it would only add 1 pulse per revolution which will upset syncing but not rpm to a great degree. RPM spikes are usually caused by interference causing the trigger to exceed the voltage threshold creating false triggers. Have a look in the runtime trigger page and see if the ecu is now registering trigger errors. Regardless I would return it to its original configuration and increase your trigger voltage threshold for trigger1 by at least a couple of volts everywhere above 2500 rpm.

Maybe its too early in the morning but I disagree about the polarity. The scope shows correct. The long upward sweep is the missing tooth. If you reverse the polarity the ECU will count the missing tooth as a trigger pulse. Looks like you could have some interference on the crank signal. You appear to have a very strong reluctor voltage. You could up your voltage threshold on trigger 1 and that will likely help. It is set fairly low in the .pclr.

Blink, It is a hall effect sensor and really only needs the 12v for power. Some are sensitive to voltages above 12v. I have had 12v sensors burn out from seeing charging voltage. I would recommend trying a 5 volt input instead and see if the trigger works off of that. There is usually a pretty large input voltage range they will work off of which is why 8v works to power them as well.

Hi Blink, Your sensor loadout will be fine for running the engine. Fuel Pressure and fuel tempreature could be added to improve fueling stability however you have the met the standard requirements. The stock LS cam and crank use 12v for high reference. There is a trigger preset in the Link software for an LS1 engine. This is in the triggers tab and under trigger setup and finally trigger mode. You can scroll through the trigger list to find LS1. All of your trigger parameters will be automatically set for a startup. If you open the help file in the software there is very good information on what else you will need to set p in the software to get the engine running. Early G4 Atoms did use a different connector than the later G4-G4+ atoms. The new Atoms use the same A" connector as the other G4+ ecus and with the exception of the CAN bus pins and less inputs/outputs the pinout is the same. I will be away for the rest of the day but the Link guys should be up and running soon as they live in the future and its Monday there. Blaine Carmena Carmena Performance

Thats absolutely NUTS! Kudos to the team involved with building and tuning that beast.

Just trying to keep you guys on top of the competition!;-)

To add to this request, it would be nice to have the option to use the ethrottle h-bridge as a generic closed loop system based on parameters other than throttle position.

Timing at idle does not necessarily need to be stable. The idle ignition feature in the Link ecus is many times necessary to keep an engine stable at idle. Many times the IAC is not fast enough to counter fluctuations. If you have a surge at idle and are not using idle ignition timing I would recommend giving it a try. Bobec, you also may want to try adding 5% of fuel to the base fuel table in the active idle cells to see if it stabilizes. If it helps you can always alter your post start table to suit.

The one thing I notice is a large immediate swing in your idle timing. It is bouncing directly from 0 to 15 at every fluctuation which could be either causing or exacerbating the surge. Have a look at your idle ignition settings and make sure it isnt kicking in and out of the idle ignition table and also make sure that the idle igntion table has at least somewhat of a gradual increase/decrease as well as the correct direction. It can be confusing if you are using idle target error as an axis. If you plug in your - and + numbers the wrong way it can cause instability. If you can post your .pclr I could have a look at the settings. Blaine@Carmenaperformance

Sorry for the late reply. Had some password issues. Not a clutch, more akin to a sequential/compound turbo valving setup.

Hi Guys, Has anyone done any mapping to see what metering pump stepper position yields the highest flow as well as ranges in between?

Scott, I am working on a turbo project that requires some valve control based on turbo speed and some other inputs. I would like to have very tight control over the valve actuation. It would function similar to a boost control setup.

I was wondering if it would be possible to add a boost target error parameter easily. Also, I am not an electrical or software engineer but I was wondering if it is at all possible to add closed loop functionality to the generic PWM outputs? I have a few projects in mind that could use such feedback. Thanks guys! Blaine Carmena Carmena Performance

This was my intent. I would prefer to use an external controller until I have a safety though. At least some of the aftermarket controllers have safeties for motor shorts and opens. With a safety table in the link it wouldnt matter what failure it had as it would be picked up by the flow range. Blaine

That That is exactly what I was thinking Scott. Sorry, I should have been more clear. Many of the kits use quick disconnect fittings that once removed once are prone to blowing off. Not good if the engine is tuned for the Water/Methanol. Blaine

Hi Guys, Is it possible to add some sort of Methanol Injection flow Safety? Two 3d tables would be required as you would need a low flow safety as well as a high flow safety to cover all bases. As an alternative, a single table with an expected value then a single percentage out of range setting. That would save a table. This would then be able to apply a boost target trim if flow fell out of this range. A methanol flow rate input would be nice as well with a CC/Min unit. This would allow use of methanol injection completely controlled by the Link ECU. Im sure there are ways to make this even more elegant however this gives a general idea. Blaine Carmena Carmena Performance

I also would like to see a 10 cyl or even better, a 12 cyl sequential option. I REALLY dont like using anything other than Link. Blaine Carmena Carmena Perfoirmance

Thanks for the quick reply Simon!

Hello all, I am currently running a V-88 on my coyote engine but will be switching to the G4+ Extreme in order to use some of the new capabilities of the new generation of ecu. The Coyote is very intensive on output usage which only leaves about 4 outputs for use with non-engine management things. There are several body control items that I would like to incorporate into the ecu. My question is this, Is it possible now that we have CAN configurability to use a second Link for said control. The main thing is whether the ecu can utilize an RPM CAN channel without a trigger. I know engine position will not be transfered but it is not needed. I just need the RPM as a switch for certain Items such as A/C. Could it perhaps be possible in the future to offer a secondary firmware for the Atom or Storm ECU to turn them into I/O expanders. Seems like a good option for those looking for additional outputs. Thanks! Blaine Carmena Carmena Performance