Gctech
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Posts posted by Gctech
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On 2/27/2024 at 6:05 PM, Vaughan said:
You will need to scope the current and voltage curve of the injectors and Fuel Pump Solenoid as the factory ECU drives them so that you know the correct settings to use for that.
I would assume the trigger pattern will match something we have already done or that it is possible to do with our generic settings.
From memory the wastegate on those motors is a H-Bridge controlled electronic one, the ECU can supply enough current to drive it and you could control it as E-Throttle 2 in the ECU with some success but I have heard they can be a pain with having to recalibrate the zero position on the go due to expansion and contraction of the linkage from the heat.
Do you know if they have any other particular odd or different hardware on those motors?
That I can do , camshaft has 4 lobe for the fuel pump dual vvt 4 window cam hall sensors with a 60-2 crank other than that nothing special
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Would Voodoo be able to run K20c Di engine it uses I think a Bosch hpfp unit , and when is the Di Driver 4 will be available for purchase
thanks
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c6 corvette
in G4x
Is CAN supported for this C6 Corvette?
thanks
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Would a new voodoo be able to control VW di and hpfp on 1-2g ea888 tsi engines using the new di control box?
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36 minutes ago, Adamw said:
The pinout is in the help file or in the PDF manual on the WRX11 webpage. It is quite different to the USDM.
Im fairly certain the CAN will be ok for the 2015+ USDM cars, I have done some basic testing on a couple of USDM cars successfully already.
We are working on a plug-in for the USDM models now, I believe we should have the first batch of prototype boards fairly soon. Do you have access to a car you can test on?
Yes I have one test car 2018 sti fully built just chilling on cobb right now and a happy christmas tree on the dash lol, with the pin out and the usdm pin out I was going make a repin diagram to use v11 and get rolling this car need power
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Im in the market for a PnP for a 2018 Sti but is USDM, the notes on link website said 2015+ Euro Jdm markets are supported, according to what I researched the CAN is the same global for this vehicle ecu pin changes, do anyone here has the Euro/Jdm ecu pin out that way I can see what it would it be involved to make this work, is a high power car and as everyone knows Cobb and Ecutek fo US market is crippled.
Syvecs offers a unit but they mention I would need to make my own jumper harness to make it work, since Im already a Link dealer and tuner might as well give it a go.
thank you
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5 hours ago, Adamw said:
The fuel table represents % volumetric efficiency. Typical would be 50-60% at idle, 100-120% at peak torque. 70-80% at idle and 150% at WOT suggests the engine is receiving less fuel than the ecu is calculating.
Most of your basic setup looks ok now, the injector deadtime is a bit longer than typical for an EV14 based injector, generally they are less than 1ms at 14V, but making that smaller is only going to make things worse so I dont think that is the major problem at this time.
What fuel is being used? What fluid is being used to test the injector flow?
Fuel is 93oct, if im not mistaken he uses n-Heptane C7H16 fluid
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9 hours ago, Adamw said:
There are a few issues in your map but I dont think any would be significant enough to explain your need for 400% longer injector PW than expected.
- Your fuel press sensor calibration is wrong "7 Bar" is a MAP sensor cal.
- Your deadtime table has fuel pressure on the Y axis, it should be differential fuel pressure.
- IAT trim table should be off.
- 4D fuel table should be off.
Does the MAP sensor read the same as BAP with the engine off? Most G4X plug-ins have a 7Bar MAP sensor but yours is set to 4Bar.
What is the resistance of the injector? What brand is the injector?
Here is Calibration and datalog with data changed as suggested, idle 1-5 gear cruise and wot pull on 5th notice VE number are higher I set them that way to see how much I need to increase VE to properly set flow, now it sits at 1100cc. the part that does not quite make sense to me is idling at 70-80 VE numbers when mostly i am used to see anything from 40-60 max.
Does VE actually represent the volumetric efficiency in terms of percentage or this is an arbitrary number that should now be paid attention to as long fueling is on target?
If I put data to 1400cc I will need to bump VE close to 150 of which is the maximum number that is a red flag in my books
Turbo 1400cc Fuel1 injectors psr 3582 v1.04.pclx
link for data log could not attached it
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9 hours ago, Adamw said:
There are a few issues in your map but I dont think any would be significant enough to explain your need for 400% longer injector PW than expected.
- Your fuel press sensor calibration is wrong "7 Bar" is a MAP sensor ca. i'll correct and define it
- Your deadtime table has fuel pressure on the Y axis, it should be differential fuel pressure. will change it and test
- IAT trim table should be off. was not aware but even so there was very little correction only at specific areas
- 4D fuel table should be off. i use 4d to compensate fuel for high cam vtec
Does the MAP sensor read the same as BAP with the engine off? Most G4X plug-ins have a 7Bar MAP sensor but yours is set to 4Bar.
im using 4 bar none of the honda PnP have 7 bar internal option
What is the resistance of the injector? What brand is the injector?
12ohm high impedance brand is fuel1 local trusted injector shop which uses bosch motorsports cores never had an issue with their injectors ever the data is always on spot
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On 9/20/2023 at 6:16 PM, Vaughan said:
Attach a log of it idling. Does it sound like it idles properly or does it sound like it is way too lean (trying to rule out incorrect lambda reading due to an exhaust leak or other issue)
Quick look at your tune shows engine capacity set to 2.4l, injector flow set to 300 cc/min at 300kPa.
You also have values in the warmup enrichment table and IAT fuel trim tables when these should both be covered by the charge temperature.
I assume it has regular gasoline in it? not Ethanol of some form?
Your Fuel table is setup with values that look like they are for a traditional tune not a modelled, would expect 60-80% at idle not 20%.
just have some time to get back on this , had some transmission issues anyway I put her on the dyno here are the new generated calibration and data log
dyno WG spring pressure.llgx Turbo 1400cc Fuel1 injectors psr 3582 v1.02.pclx
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Hello Guys
So the problem is as follows PnP Link K20 running 1400cc injectors , when I input the data on all injector setup tables flow , offset , low ipw etc, I can not get the vehicle to idle with proper lambda very lean, even if I max out VE table wont do it, only way I can get to fuel is by decreasing injector flow to 300cc.
I contact US support since im a dealer and Scot and Jose took a look and they can not pin point as what the cause could be, figure i'll post the issue and file here hopefully is something simple I overlooked,
All link ecus we tune are on Modelled never had a similar issue.
Thanks
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Are These are exactly the same as AiM MXG, meaning They can work with a wide range of other ECUs ? Or is this dash specific for Link’s ECUs?
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Im working on PnP kit for a 2005 dodge srt4 I have sniff and define all Bus PCI communication for Dash,ABS,AC communication like RPM,Speed,Temp,TPS just to name few , now this system is a SAE J1850 VPW, an transmits data at 10.4 KBps, Can any of the G4X units able to transmit in that low rate?
thanks
A brief description of how the Bus PCI system works;
Introduced in 1998, replaced CCD as a Body Protocol. A vehicle will have either CCD or PCI, not both and PCI is a Single Wire Network. PCI Bus Speed 10.4 kbps and can support up to 32 modules or nodes. It is used as a global OBD-II scan tool interface.
PCI Bus
A PCI bus shorted to power or ground will cause a total loss of bus communications
A loss of power or ground to an individual node should not affect bus communication. Only that module should be effected. However, an open ground could cause a back feed of voltage to the rest of the bus, potentially interrupting communication to the whole bus. Resistance values determine the module’s dominance on the bus. The lower the resistance, the higher the priority of the module.- PCM 1000 ohms
- SKIM, ABS, SIR, EVIC 10,500 ohms
- DLC 11,000 ohms
These are typical values and should not be used for actual diagnosis. Actual specifications can be found in your service information system. Here are some tips to remember when testing these PCI circuits.
- Some applications use conventional splices to connect modules to the bus
- Splices can be located anywhere on the vehicle
- In some applications, the BCM acts as a hub for the bus
- Unplugging BCM connectors can help isolate problem modules
- Some applications use a Diagnostic Junction Port (DJP)
- Acts as a centralized splice for the bus
- Every module connected to the DJP can be diagnosed from this location
1. Frame
2. Start of Frame
3. Header Message
4. Data Byte(s)
5. CRC Byte
6. In Frame Response bytes
7. End of FrameEach module can transmit and receive data simultaneously.
A PCI Bus message typically has the following four components:Message Header - Is one to three bytes in length.
This contains the message type and length, priority, target module(s) and sending moduleData Byte(s) - This is the message that is being sent
Cyclic Redundancy Check (CRC) Byte - This byte is used to detect errors during message transmission
In-Frame Response Byte(s) - If a response is required from the target module(s), it can be sent during this frame
The PCI bus on which we’re focused in this article replaced Chrysler’s earlier two-wire CCD network,
which communicates at slightly less than 8 Kbps.The PCI is a one-wire network (usually a yellow wire with a purple stripe or vice versa)
that utilizes the slower of the two SAE J1850 protocols (about 10.4 Kbps) switching
between low and high voltage levels to generate signals.PCI bus low voltage is around zero volts, and high voltage is around 7.5 volts (half of charging system voltage).
The low and high voltage levels on a PCI bus are generated by means of variable-pulse width modulation to form signals of varying length (see illustration).
Each up or down square is a “bit,” and the bus can communicate with up to 10,400 of these pulses every second.It’s almost insulting to share the obvious fact that you can’t measure these signals with a meter;
use a good fast O-scope set to the 20 volt scale reading in milleseconds.
If the bus is shorted to power or ground, the scope trace will tell the tale with a dead flatline, either at 12 or 0 volts.PCI Bus messaging uses Variable Pulse Width Modulation (VPWM).
What that means is that both the state of the bus and the width of the pulse are used to encode bit information.
A zero"bit is defined as a short low pulse or long high pulse.
A one bit is defined as a long low pulse or a short high pulse.
A byte is a series of bits. Imagine bits as letters that make up words and bytes as words that make up a message. -
5 hours ago, Vaughan said:
As far as I'm aware the 2.4 Dodge Neon SRT-4 triggers are the same as the 2.4 Chrysler PT Cruiser which we do support on the G4X platform but not on the G4+ platform
So none of the G4+ have support for Dodge 2.4 crank/cam patterns?
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Are these triggers supported by link?
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Hello, can a Fury work with a 2010 6.1 hemi engine and communicate CAN to dash and TCM? I see the triggers on the list but im not sure if CAN will work?
thanks
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Hello does the plug in versions support direct wideband or do I need a controler to feed 0-5v to the ecu?
Is a 98 civiclink system im using
thanks
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Hello does the plug in versions support direct wideband or do I need a controler to feed 0-5v to the ecu?
Is a 98 civiclink system im using
thanks
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Yes is a 2grfe swap mr2 but all AC still MR2 Factory ,in the manual it shows some options to turn off the AC base on load rpm ID duty etc but I can find those options
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Hello ,
Has anyone configured the AC CCS tables on one of these? im missing a few tables from what the manual displays I wonder if is each model has different available maps? system im using is a Fury
I have Attached my Calibration File
Thanks
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Hello
Has Link reverse engineer this subaru chasis CAN communication for the dash yet?
I want to use a Fury or Link in one build im working on but have not seen any information on a pnp for this particular model.
thanks
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Hello
Im trying to setup CAN communication from G4+ Fury to Aim MXG dash , The MXG only supports the old G4 and Vipec systems , I managed to connect using the g4 500k option with in the MXG and setting up CAN2 to 500k generic dash 10hz and id of 1000 as describe in the manual ,data does display but the values are wrong other than RPM, Does the new G4+ still use the same CAN protocol as the old units?
thanks
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3 things I notice soon as I open the file:
Solenoid frequency is set to 12hz
Max clamp is set to 12%
And your base position is set to 0.
set frequency to around 200
raise max clamp to 90
put some kind of reasonable values in the base position table.
Also, please read the ISC setup in the help file. The help file in the software is fantastic and will help 100% of the time.
Fixed Thanks Bud!
FK8 Type R control
in G5
Posted
Yes that is what I was thinking, I have access to a stock one so i'll take a scope of cams with crank , I been also sniffing CAN to be able to get Dash and AC functional , do you know approximately when the Di4 controller will be available ?
thanks