Rich RDE
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Posts posted by Rich RDE
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Hi Mark H,
Pretty much anything you need will be on the contents page of the Help tab in the PC Link software. There is a lot of good information that is directly related to your car and information regarding tuning. Hope this was helpful.
RichRDE
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Hi Guys
I was running the above setup about 6 months ago, Had the same problem the VE fuel tables values were very small. So compared air per cyl values and found by reducing the engine capacity from 1752 to 250 cc was able to have VE table around 70% WOT.
What setting makes this happen is "Equation Load Source: Load = BAP"
Have since changed to Load = MAP and all is good.
Solution for you is wait for correction from Link, or change your engine capacity value, or if possible switch to "Load = MAP".
Hope this helps and best of luck.
Cheers
Andy
This is very good information. Great to know. Thanks Andy!
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I disagree... This is a NA ITB engine. FRP would not normally be MAP referenced in this case, fuel pressure would just be static. Yes, diff fuel pressure will vary a bit over the engines operating range but not enough to make crazy VE numbers like Fant is observing.
I agree that Fant's settings are a little odd (For NA with ITB's I normally still have a MAP sensor and FPR connected to airbox to compensate for aerodynamic effects), but what he has set should still work and give believable numbers. Since it doesn't my feeling is something is wrong in the modelled fuel equation - probably only apparent due to his choice of load =BAP, F system type = none and inj rate = 1/2 but still these are valid choices for his setup and should work
The reason for saying this is just that. Maybe the ecu does not know anything, in the case of it should, but does not is where I was trying to get at. I do believe that there is something wrong with the modeled fuel equation right now as it has been acting up for me. But typically he should shoot for Alpha N tuning on this and the numbers will most likely be a lot better. I have not looked at the base file. Seems as you have inspected it. But I agree to disagree on this issue. I would bet on the fact it is a bit of both issues. Have you seen logs? I don't disagree with your math. But something is definitely funky here. Single point injection was my main agreeing upon. In this mode 1 or 2 injectors is used to supply the whole engine with fuel. In the case it's usually before the throttle body. So it all is not making much sense if you can see where I am coming from? I have tuned a handful of ITB engines. This is not the way I would approach the base map setup.
Cheers,
Rich RDE
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I would 100% agree with Simon here. The ECU needs to the fuel system type to determine the differential fuel pressure. The fuel pressure must move around at some point in the RPM range of this particular setup. With NO FP calculation the injector rate is used with no compensation to pressure. I would assume that the pressure is increasing to a point where it is actually making a difference and the ECU can not calculate this. Try switching to traditional and see if it changes. I have been meaning to bring up that the modeled fuel equation mode lately has been acting up for me. It would not even run the car the other day. My base was on a similar vehicle I had tuned like 3 months ago and the car would not even run until I switched back to traditional.
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I would assume it does not see wheel speed like mapper has mentioned. You could also be hitting a limiter somewhere else. Check to make sure that this is not interrupting the launch control. I.E. you think it's launch control when really it is a completely different limit activating. Most likely wheel speed but can never be too sure.
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PM'd you Steve. Let me know if you would like to set this up. I can get this handled no problem. Will be out of the office here in a couple hours. If not today I can get you squared away tomorrow.
Rich RDE
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Possibly you have a limit that is set for ECT temp and you are not noticing this either. I would assume it is something silly and you will find it very soon.
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Sometimes it does take time to convince certain individuals. I sometimes have to approach them with the, " Please understand this will result in many shop trips to troubleshoot tuning hardware issues. I prefer peace of mind for both of us!" or "Sorry your tuning solution is not worth my reputation!". I prefer both and usually the second one gets them every time. LOL If you need any help feel free to email or PM me here. I will do my best to get back to you.
#LINKARMY
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Yes I can get this information to you. Please email me and I will send you the proper schematics. [email protected]
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Hello AbbeyMS,
I actually have been tuning cars now for people with E46 DBW setups and supplying the harnesses. If you would PM or email me at [email protected] I can assist you with whatever it is that you need. Each setup seems to be a little different when entering values for DBW.
Cheers,
RichRDE
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This is very tuner preference. I prefer for example to look at my map in 3d and do wish that we had a option to zoom.
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You may want to look at the sync and see if it is correctly reading the Trigger one and trigger 2. Adamw is correct that you do need to do the Trigger Calibration. If it is not reading the trigger correctly. You may need to swap some wires. I can walk you through this.
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LOL Correct I meant to say that you may only be able to view some of these parameters in a value list format. They will all be added to one group with possibly only being allowed to add 100 values at once. Some runtime values will only be displayed if the parameter they are displaying is activated. Also, some items may not be available on all ECUs. . The runtime list you essentially create yourself once the log file is saved. You can export this file as well.
To answer the Runtime window with Tabs will only be accessible through live connection.
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Hi Davidv,
You can see the values by adding them to the log file as you start to play your log. You will not be able to view them in the run time values menu as they are "run time" in live form. There are over 100 values here i believe. So it would be quite difficult.
RichRDE
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new GDI ecu
in G4+
I would assume with the proper setup and using an aftermarket injector driver control unit. You could control 4 additional Hi-Z injectors. We will be testing this shortly on a newer BRZ setup. Hopefully this answered your question.
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Hi Scott,
We found that the trigger wires for cam and crank need to swapped. We also found that the inputs and outputs need to change. They are not on the same pin location and just swapping around in the software and calibrating these makes it very easy. The ignition setup all needs to change as well unless using the SR20 COP system with the KA24de engine. We will post more shortly.
Rich
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Hello, any info on the status of this?
Thanks
Hi Pitbull,
I am sure the engineering team is working on this. There have been a lot of updates and things that are constantly being updated. With all the new changes with branding and stuff. I am sure this will be resolved shortly. Sometimes not always as fast as we would like but it will get done. Hang in there.
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Try to reinstall the latest version of software and do the firmware update again. Make sure you com settings are correct. If this problem persist after a couple tries after reinstalling the latest software and drivers again. I would say it's safe to send this Unit in with a tech support ticket you can open up and the guys will get you up and running in no time.
Keep us posted.
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Ok everyone. We have confirmed KA24DE running on a Link PNP S15 system in a S13 chassis. These have become very popular over here in the States. People are turbocharging them and realizing that these dual cam engines can make some great power boosted. It is even better running a Standalone Unit with these to control the fueling equation in Speed Density VS swapping factory MAF's for bigger Nissan sibling MAF from say a Z32. We will have a build of this project posted soon hopefully on the website for you guys to take a look at.
This just yet proves again that the Link Platform is absolutely amazing and versatile when even in factory PNP form. One engine to another in the same chassis utilizing the same ECU! What a plus for multiple people out there. Here in the US it is my goal to offer these findings and test these units with the proper setup procedures and base maps. Some things do need to be changed. But very minor.
Thanks Link and the engineers for making such an awesome product!!!
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What you need to do is very simple. Touch the battery positive and negative together with ECU connected for 30 Seconds. Then place a battery tender on the car. Open the software and start the firmware update immediately. This should work. Then load a new base map. Do not use the old base map/ saved file. I have seen a few corrupted for some reason or another. I have also seen loose connections at the ECU for the USB cable and the USB at the computer. Try a different com port.
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I believe that this sensor has a special control unit you can purchase from Bosch motorsports and then run a CAN to your ECU. Check on their website for more information. This will allow you to use this pre-turbo sensor.
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Sounds like there could be a possible wiring issue. But like Gojira said. We would need a log post so we can take a look. Pull up the run time tab and look at the DI input the switch is wired to and confirm it is actually changing. If so and the map is switching over. Then you might have an issue where load has changed because of multiple conditions and you would need to setup CL boost control.
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Check to see what the Limit control range is set to. If it is set to like 300 or 400 rpm this is most likely why it is cutting early. It will vary time to time as it controls the rpm range that the limiting operates over. This is most likely what is happening.
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How is you gauge wired? You grounding through the ecu? Analog signal can be funny sometimes and getting the right ground and proper voltage is crucial. LC1 will definitely work with G4. Try using a CAL table to get the offset's dialed better.
Closed Loop Lambda without MAP
in G4+
Posted
Fant,
I would set this to stoich value and leave it there as it will never activate. You should use the RPM lockout high and low settings for your application. Just see where it is you want it to be controlled. I usually like to set rpm activate a little lower when in TP load based equation.
Rich RDE