Vaughan
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Posts posted by Vaughan
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The "Injection Mode" setting in Fuel -> Fuel Setup -> Fuel Main combined with the Configuration -> Cylinders setting will let you setup how the injector pins are used for injection. You cannot use the Injection pins for anything other than injection in a G4+ Atom or Monsoon.
What is the issue with your G4X and what are you trying to use the injector pins for.
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4 hours ago, ababaz said:
As it will be a semi sequential setup,
It can't be semi sequential as no camshaft senor, semi sequential requires 720deg sync. It will instead be a single or multi point group injection setup.
The options for how many injector drives you use are either 2 or 4 injectors on an atom so probably select the option, wire them up however you want and use the single point group injection mode.
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We do supply two different sets of layouts each in two different resolutions with G4X PCLink, if you setup a display to suit a larger screen you will still run into the same issue with putting it on a smaller screen regardless of whether it is continuously variable or several specific options. The best way to have one layout to suit several screen sizes is to make a layout to suit your smallest screen and use that on all screens.
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What are the settings in the ECU Log Setup window?
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11 hours ago, Damian Della said:
The problem I have is I can't get the injectors to show as auxiliary output
G4+ Atom and Monsoon don't support using the injector pins as Auxiliary outputs like the G4X do.
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My concern with this as an idea would be whether or not the text size is supposed to scale with everything else, if you have a big layout on a big screen and try to reduce it down to a smaller screen you can either scale the text to fit at which point it could become unreadable or if you don't reduce the text size then you can't actually reduce everything down without text overlapping or being hidden behind things.
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So the help manual only mentions Link CAN Lambdas but that's due an update.
The CAN Devices tab search function can find:
- Link CAN Lambdas
- Various Blink and Grayhill Keypads
- Link Razor PDM
- Link DI Driver-4
It does not find:
- Aim dashes
- Gauge Art gauges
- AEM X series UEGO
- etc
It does require the devices to talk back, it can't identify just from a generic received CAN ID hence why it only works on specific CANOpen devices and devices that we explicitly write the code for.
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If you tell the PDM to turn the output off and then tell it to turn it on again the fault stuff is reset, so maybe feed your control of the pin through a gp logic with the gp logic condition being your existing logic AND the keypad button is not active.
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On 4/14/2024 at 9:41 PM, JonM said:
Yes the three weird values were from vacuum (-20PSI) autotune seems to hugely bump up the numbers in that area, is there an easy fix for this? I was just thinking of setting them to a more normal value
I would start by trying to hold it in steady state in one or more of those cells and seeing how much fuel it actually wants, if it is missing that will read lean which will make it want more fuel, if you are missing under high vacuum and want to prevent that then consider running a wider spark plug gap and more spark energy.
To just prevent quick tune from attempting to tune those cells you could use the "Load Lockout Lower" setting to prevent quick tune from working below a certain point.
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Can't check the schematic right now but pretty sure the Aux is supposed to be driven low and that there is a FET on the bottom board to make the actual output high side.
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Your Intake VVT target table is entirely based on ECT which is very odd, normally this would be dependent on RPM and TPS not Coolant temp.
Will need to see a log to determine why it is bucking.
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41 minutes ago, r2d2 said:
- This ECU doesn't support factory E-Throttle Models
To clarify that is in there to say that the ECU doesn't support the E-Throttle AP2 models as they have different pinouts to suit the E-Throttle and different requirements around CAN etc. The ECU does support having E-Throttle added but it doesn't support vehicles that have the Loom from an E-Throttle model.
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On 4/13/2024 at 3:41 AM, r2d2 said:
Anyone know why LinkG4x will not work with the later AP2 throttle body?
I don't see why it wouldn't unless there's something particularly unusual about the AP2 throttle body. Where did you read that it won't work with that throttle body (with appropriate wiring done to connect it)?
There is an expansion plug on the bottom board setup with all the inputs and outputs needed for the E-Throttle and pedal.
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Is it an X series gauge? If so I would recommend using the CAN instead of the analog voltage signal. Regardless of that though what voltage is An Volt 2 showing and what setup have you done in the ECU to set Lambda to AN Volt 2?
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It would give you 8 additional Aux outputs yes.
The Link terminology is DI for Digital inputs (switched on/off and frequency signals), An Volt for voltage inputs (pressure sensors etc), An Temp for voltage inputs with a pullup to 5V (temperature sensors), Aux for outputs and we use Aux Inj and Aux Ign on our plugin diagrams for Inj and Ign pins not being used for Injection or Ignition. The Ignition and injection pins don't have weak 12V pullups on them when being used as general outputs like the Aux outputs do and they won't backfeed power into the ECU so if you have to switch something that still has power to it when the ECU is off use a spare injection or ignition output for that.
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CAN widebands will be connected through the CAN input which on the storm is pins 27&28 on the B plug. You can have multiple devices connected to the same CAN bus as long as they are all set to talk on the same CAN Bus speed. CAN Widebands do not use any analogs, wideband controllers that send the lambda value out as a voltage instead of out over CAN would use an analog. CAN is much better than using voltage signals for Lambda as it has a wider range of possible values and isn't affected by electrical noise or ground offsets like voltage signals can be.
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If there is no light on the ECU then the ECU is not powered up.
ECU power comes in from the ECCS Relay on pin 38 & 47. The ECCS Relay coil is grounded by ECU pin 4 when ECU Pin 36 is fed power.
ECU grounds are 6, 13, 39, 48, 107, 108, 116
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First step is to check if the blue light is on in the ECU
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There is currently no way to take in Ethanol% over CAN, you could feed in the percentage via a CAN Analog and use that CAN Analog value in the multifuel table and anywhere else you want it. The Ethanol Temp could be fed in as a CAN Analog and then put it into the Fuel Temp fucntion.
Pressures should be brought in with CAN Analogs.
Note that anything you're sending in will need to be converted to Metric units (kPa for pressure and Deg C for temp), you could use either the Multi/Div/Offset values for this or use calibration tables to have the CAN Analog values in PSI and the actual pressure runtimes in kPa.
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Have you checked to see if your timing is 360deg out? maybe try a trigger offset of -120
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If you're using 3d deadtime tables then just change the axis variables. Or even easier Right Click -> Import/Export ->Export to Clipboard in G4+ and then same in G4X but import from clipboard.
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1 hour ago, Boxman said:
I should have said, I tried doing a linear calibration table and keep getting the error "<5kpa or >5kPa of baro reading". So that's why I was wondering if that offset had anything to do with it? Thank you though!
What pressure was your MAP and BAP showing when you tried to calibrate? what voltage was the analog input pin?
2020 MUSTANG GT link G4x shutting off randomly
in G4x
Posted
Looks like it just needs more idle position, the idle ignition timing going to 25deg is because the idle speed is getting too low and it is trying to hold the engine speed up, if you give it more idle base position this should both hold the engine speed up and reduce how hard the idle ignition control has to work to hold the engine speed up.