Smity42

Thanks @Adamw!

Hi, Just a quick question: Both PC Link and PDM Link say they run on "Windows based PC's, laptops and tablets". Does this include Windows Tablets with ARM processors, or does it need an x86/x64 processor? Thanks.

Thanks @Adamw, that clears it up! I should have read the manual better. Based on that I think I will power the PDM VIgn from Accessories and just accept I'll need the key to Acc for headlights/hazards/etc.

So I bought a Razor PDM to replace some fuses and relays. Some the circuits are ignition based (i.e. fuel pump) and some of them are battery based (i.e. headlights, hazards, etc.). No worries, I thought, I'll just change the "Global Enable" Setting to "Power Enabled" so the PDM is always on, and use logic to enable the Ignition based circuits. However, I was surprised to find there is no parameter that can be used in the GP logic to determine if the Ignition input is active or not. It seems the ignition input is only used for the global enable setting and can't be used anywhere else in the PDM, is this correct? I could always duplicate the Ignition input to one of the ADIO pins, but this would cost me a pin so isn't ideal. Is there any chance we could get the "Ignition" input value as a parameter in a software/firmware update? Also, what is the 'idle' current consumption of the Razor PDM if I leave it as "Power Enabled" (i.e. always on)? I.e. the current the PDM itself consumes, assuming none of the output circuits are currently 'on'? Thanks in advance.

Great! Thanks again @Adamw

Hi @Adamw, thanks for your reply. I assumed that was the case with the 12V limit, thanks for confirming. In regards to the HIDs, can I assume that one of the High Power outputs could handle 2x HIDs with no issues?

Hi, I just have a couple of questions about the ADIO pins. 1) Could I use an ADIO pin as an output to power a single 35W or 50W HID? Obviously a 50W HID is only about 4.2A (less than the 8A maximum of the pins) but I am not sure what the typical inrush/startup current is, or the duration of the inrush. Would an ADIO pin handle it OK? 2) For ADIO pins in input mode, the manual says "Max input voltage 12V, max measurable voltage 5V". So I assume this means I can connect one of these pins to my headlight stalk and determine if it is 0V or 12V for headlights on/off? Even though with the car running, the ON value will probably exceed 12V (i.e. 14.4V or so). Will this damage the PDM? Thanks

Thanks @Adamw and @mapper, that's great information. Cheers,

So I've noticed there have been no updates to PCLink or Firmware for the G4+ generation in over 2 years (v5.6.8.3669, released 10th November 2020). Has Link essentially abandoned this platform to focus on G4X? Or are there going to be updates to the G4+ platform in the future? It would be nice, for example, to see a firmware and software update to support the Razor PDM for G4+ ECUs. Otherwise, it's a shame for customers that have invested in the G4+ platform.

Getting close to pulling the trigger on a Razor PDM for my road car (not to replace all the OEM fuses and relays, but to replace some aftermarket fuses and relays like headlights, fuel pumps, etc.) However, on reading the manual it seems that the "OOTB" support for the CAN communication between PDM and ECU is limited to the G4X ECUs, and my car is running a G4+ ECU. It seems I can probably configure custom CAN stream(s) to allow the ECU to communicate with the PDM, but I wanted to double check here before I pull the trigger. Can I do the following using a G4+ ECU? 1) Use ECU inputs and/or runtime values to control outputs on the PDM? 2) Use spare PDM ADIOs as inputs to the ECU (i.e. Oil Pressure, Oil Temp, etc)? Thanks in advance

Updating an old thread - finally got around to replacing the LSU 4.9 and it solved the problem. Just in case anyone else gets the same problem.

Status changes between "Diagnostic" and "Calibration". Error changes between "15 Heated Too Long", "48 APE Over Voltage", and "2"

Update: Tried adding an electrolytic capacitor as per the quick start guide, and also tried powering it directly off the battery as suggested in this thread. No dice. :( I guess the next thing to try is a new LSU?

Apologies. It says "Staff" under your picture so I assumed you were Link staff.

Thanks for the suggestions everyone. I will try powering directly from the battery when I get a chance (probably not until the weekend) and see if that makes a difference. I have not added any new loads (inductive or otherwise) into the wiring. No, I do not have an electrolytic capacitor connected... as per my comments to Adamw below. Perhaps I need to add this. I get that you need to defend your product, but can' help taking some offence at this comment coming from a member of Link staff. I did read the manual. You know, this one: http://linkecu.com/documentation/canlambda.pdf Mine is wired up as per the single wiring diagram in this manual. Which, by the way, does not match either of the two wiring options in the 'quick start' guide, which is a document I only became aware of now that you mentioned it. It seems to be the same as the 'Alternative' option, but without the Electrolytic capacitor. I'm not sure if the quick start guide even existed when I purchased and installed my CAN Lambda. It may have, but personally I tend to gravitate more towards full manuals rather than 'quick start guides' as I expect them to contain more complete/comprehensive information. A poor assumption when dealing with Link, it seems. Additionally, neither document mentions anything about sensitivity to inductive noise at all. So, perhaps instead of blaming your customers for 'not reading the manual' you should ensure your documentation is consistent and your manual is actually correct. I have been a big supporter of Link products up until now but to be honest this has now left a sour taste in my mouth. Anyway, it looks like I have a couple of things to look at now. I am glad I asked here and didn't just go dropping $100 on another LSU. Thanks again for the help everyone.

Can anyone tell me what is wrong with my Link CAN-Lambda? Up until recently it was working fine. Now it no longer gives me a lambda reading. First, it starts with Status = Calibration, Error = 1 (OK), Temp = 0. After about 15s, the temp starts climbing from 0 to 85 for around 5 seconds. Then it goes briefly (for about 1s) Status = Diagnostic, Error = 15 (Heated Too Long), Temp = 0. Then it spends about another 20s with Status = Calibration, Error = 15 (Heated Too Long), Temp drops from 35 back to 0, sits at 0 for a while, then climbs from 0 to 185 over 10 seconds. Then another couple of seconds Status = Diagnostics, Error = 16 (Heated Too Long) then 48 (APE Over Voltage), temp = 0. Then it basically repeats this in a loop every 22s, except for the 20s while status is Diagnostic the Error is 2 (I don't know what this error is). Error flicks briefly to 16 (Heated Too Long), then 48 (APE Over Voltage), then it repeats again. Dead LSU? Or could something else be causing this? Thanks, Martin

Additionally, it would also be great if we could copy cell/selection/table values from the compare file to the main file.

Me too

This is a feature request for something that I think would be really handy. When in compare mode and looking at a table in 'graphic' mode (e.g. a chart), especially for 2D tables, it would be really handy if you could overlay the two charts. That way you could visually see the difference in the map. Currently it highlights red points that are different, but the only way I can find to see the difference is to switch back to table view. I realise this might be fairly difficult for 3D tables, but for 2D tables it should be quite easy to graph the 'comapare' values on the same chart as a different colour line or something. Update: Additionally, it would also be great if we could copy cell/selection/table values from the compare file to the main file.

Hi Nick - No update that I have heard. I still have my Cal table divided by 10 as a workaround. Cheers, Martin

Thanks Adam!

Thanks Adam, I noticed in the CAN setup "Test Calculator" the RTD EGT only has a resolution of 10deg, presumably to allow the much larger range necessary for exhaust temps. I suspect there is just a "divide by 10" missing from the calculation somewhere. Can I get a copy of the MicroTech "Automotive CAN protocol V2.0" datasheet? The dash seems to be capable of receiving a lot more inputs than those listed, so maybe it is a newer version of the protocol. If I can get the datasheet, I will try to reverse engineer the additional values I want to send (EGT, Oil Temp, etc.). But I can't seem to find this datasheet online. Cheers, Martin

I am currently wiring and setting up my VL Link plugin ECU. I have an AEM RTD EGT (http://aemelectronics.com/files/instructions/30-2050 RTD Temperature Sensor Kit.pdf) wired to AN T4, and entered the calibration table to match the one in the document (Cal Table.png). However, if I set AN T4 to be "RTD EGT", it seems to take the calculated temperature and then multiply it by 10. The picture EGT1.png shows the value with the engine off (cold) and a resitance of about 222R across the sensor, and it is showing 300 degrees. I expected to see about 30deg. After a lot of mucking around I figured out that if I set AN T4 to be "Fuel Temp", or any setting other than "RTD EGT", then it displays the temperature correctly (EGT2.png). However, setting it to "RTD EGT" just seems to multiply the calculated value by 10 for some reason. I have worked around this by dividing the cal table values by 10 (Cal Table 2.png), but I would prefer not to have to do this if I don't have to. Is this x10 functionality by design? Why? I couldn't find anything in the doco about it. Or is it a bug? Secondly, I have a MicroTech LTC display dash connected, and the RTD EGT temperature value does not seem to be sent to it. I expected to see it as "EGT-1". Can this be added in the next firmware version? Or can it be configured using a "Custom CAN Stream" as mentioned in the doco? Any help would be appreciated. Thanks, Martin