G4X and G5 ECU Tuning Functions Page 1 of 235

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G4X and G5 ECU Tuning Functions
This section is dedicated to explanation of Link ECU tuning functions. This manual can be read
directly or each topic automatically displayed by right clicking on the function you require help
with in PCLink and selecting What's This?.
Link ECUs based on the G4X and G5 platform have similar functionality. However, not all functions available in high end G4X ECUs or available in G5 ECUs will be
available in other G4X ECUs.

Tuning functions for G4X and G5 ECUs are divided into the following groups:
· ECU Fault Codes
· Engine Configuration
· Fuel
· Ignition
· Engine Protection
· Auxiliary Outputs
· Digital Inputs
· Analog Inputs
· Triggers
· Math Blocks
· Motorsport
· Idle Speed Control
· Electronic Throttle Control
· Boost Control
· Knock Control
· VVT Control
· Chassis and Body
· CAN
· PID Setup
· Torque Management
· Table Allocation
· ECU Statistics
· Runtime Values and States

Information on ECU Logging can be found here.

G4X and G5 ECU Tuning Functions > ECU Fault Codes
ECU Fault Codes
The following list shows possible ECU fault codes, causes and recommended solutions. If a fault is displayed that is not listed, contact your Link dealer for further
advice. You can use Find (Ctrl F) on this page to find the fault code.

When the ECU generates a fault code the fault code can be determined the following ways:
· Fault codes are displayed in PCLink in the ECU Status runtime values.
· They may also be displayed on a Check Engine Light or a digital dashboard display.
· Link G4X Wire-in ECUs have an LED in the front of the ECU. The fault code will be flashed using the 'Long Tens' method. One of the two LEDs on the Plugin ECUs
operates in the same manner.
· Link G5 Wire-in ECUs have several LEDs on the top of the case, one of these is used to dsipaly fault codes using the 'Long Tens' method. More information on how
these LEDs operate can be found here.

Fault codes can be cleared in several different ways:

· Select Clear Fault Codes in the ECU Controls drop down menu.
· Hold the throttle position (or accelerator position if ethrottle) above 80% for 10s after turning the ignition on while the engine is stalled.
· Setup a DI input to clear the ecu fault codes as shown here.

Specific fault codes can also be masked so that they still show up in PCLink but don't show up on the dash CE Light, refer here for more information.

This list will be updated as new fault conditions are added. Also check all PCLink runtime values for real time information on ECU parameters.

Fault Code Description Cause Solution

0 No Fault Everything is OK! None
3 Ethanol Sensor Fault The Ethanol Sensor Status is in Fault Sensor may be faulty.
because the calculated Ethanol % value is Sensor may be disconnected.
out of range. Sensor wiring may be faulty.
10 An Volt 1 above Error High Value The voltage at the analog input pin has Sensor may be faulty.
13 An Volt 2 above Error High Value been above the Error High voltage for Temp channel sensor disconnected.
16 An Volt 3 above Error High Value longer than one second. Error High setting incorrect.
19 An Volt 4 above Error High Value Sensor voltage is going to 5V as part of normal
22 An Volt 5 above Error High Value operation but high voltage fault detection is not
25 An Volt 6 above Error High Value disabled (Error High).
28 An Volt 7 above Error High Value
31 An Volt 8 above Error High Value
34 An Volt 9 above Error High Value
37 An Volt 10 above Error High
40 Value
101 An Volt 11 above Error High
104 Value
107 An Volt 12 above Error High
43 Value
46 An Volt 13 above Error High
49 Value

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52 An Volt 14 above Error High

Value
An Temperature 1 above Error
High Value
An Temperature 2 above Error
High Value
An Temperature 3 above Error
High Value
An Temperature 4 above Error
High Value
11 An Volt 1 below Error Low Value The voltage at the analog input pin has Sensor may be faulty.
14 An Volt 2 below Error Low Value been below the Error Low voltage for longer Volt channel sensor disconnected.
17 An Volt 3 below Error Low Value than one second. Error Low setting incorrect.
20 An Volt 4 below Error Low Value Sensor voltage is going to 0V as part of normal
23 An Volt 5 below Error Low Value operation but low voltage fault detection is not disabled
26 An Volt 6 below Error Low Value (Error Low).
29 An Volt 7 below Error Low Value
32 An Volt 8 below Error Low Value
35 An Volt 9 below Error Low Value
38 An Volt 10 below Error Low
41 Value
102 An Volt 11 below Error Low
105 Value
108 An Volt 12 below Error Low
44 Value
47 An Volt 13 below Error Low
50 Value
53 An Volt 14 below Error Low
Value
An Temperature 1 below Error
Low Value
An Temperature 2 below Error
Low Value
An Temperature 3 below Error
Low Value
An Temperature 4 below Error
Low Value

56 MAP Above Fault Code Value The MAP value has gone above the user Increase the MAP Fault Code Value if it has been set
configurable pressure value that it is set to too low. Check the MAP sensor to ensure it is still
throw a fault at. The engine is over-boosting working properly and the wiring is not damaged.
or the sensor is damaged. Inspect your Boost Control/Wastegate plumbing.
57 MAP Signal Error The MAP Sensor Voltage input has gone Sensor or wiring may be faulty or disconnected. Refer
out of range. This fault will be accompanied to the matching An Volt Error for more information.
by either an Error Low or Error High code
form the Analog Voltage input that the MAP
Sensor is wired too.
58 Fuel Pressure Signal Error The Fuel Pressure Sensor Voltage input Sensor or wiring may be faulty or disconnected. Refer
has gone out of range. This fault will be to the matching An Volt Error for more information.
accompanied by either an Error Low or
Error High code form the Analog Voltage
input that the Fuel Pressure Sensor is wired
to.
59 Oil Pressure Signal Error The Oil Pressure Sensor Voltage input has Sensor or wiring may be faulty or disconnected. Refer
gone out of range. This fault will be to the matching An Volt Error for more information.
accompanied by either an Error Low or
Error High code form the Analog Voltage
input that the Oil Pressure Sensor is wired
to.
60 Lambda 1 Signal Error If Lambda 1 is connected via an Analog Sensor or wiring may be faulty or disconnected. If
Voltage input the voltage has gone out of Lambda 1 is connected via an An Volt input refer to the
range and there should be an matching An Volt Error for more information, if it is
accompanying Error Low or Error High code connected via CAN refer to the Lambda 1 Error status.
form the Analog Voltage input.
If Lambda 1 is connected via CAN the the
CAN device has reported an error.
61 Lambda 2 Signal Error If Lambda 2 is connected via an Analog Sensor or wiring may be faulty or disconnected. If
Voltage input the voltage has gone out of Lambda 2 is connected via an An Volt input refer to the
range and there should be an matching An Volt Error for more information, if it is
accompanying Error Low or Error High code connected via CAN refer to the Lambda 2 Error status.
form the Analog Voltage input.
If Lambda 2 is connected via CAN the the
CAN device has reported an error.
62 ECT Above Fault Code Value The ECT value has gone above the user Increase the ECT Fault Code Value if it has been set
configurable pressure value that it is set to too low. Check the ECT sensor to ensure it is still
throw a fault at. The engine is overheating working properly and the wiring is not damaged.
or the sensor is damaged. Inspect your cooling system.
63 ECT Signal Error The ECT Sensor input has gone out of Sensor or wiring may be faulty or disconnected. Refer
range. This fault will be accompanied by to the matching An Volt/Temp Error for more
either an Error Low or Error High code form information.
the Analog Voltage/Temperature input that
the ECT Sensor is wired to.
64 IAT Signal Error The IAT Sensor input has gone out of Sensor or wiring may be faulty or disconnected. Refer
range. This fault will be accompanied by to the matching An Volt/Temp Error for more
either an Error Low or Error High code form information.
the Analog Voltage/Temperature input that
the IAT Sensor is wired to.

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65 Fuel Temperature Signal Error The Fuel Temperature Sensor input has Sensor or wiring may be faulty or disconnected. Refer
gone out of range. This fault will be to the matching An Volt/Temp Error for more
accompanied by either an Error Low or information.
Error High code form the Analog
Voltage/Temperature input that the Fuel
Temperature Sensor is wired too.
66 Oil Temperature Signal Error The Oil Temperature Sensor input has gone Sensor or wiring may be faulty or disconnected. Refer
out of range. This fault will be accompanied to the matching An Volt/Temp Error for more
by either an Error Low or Error High code information.
form the Analog Voltage/Temperature input
that the Oil Temperature Sensor is wired to.
67 TPS Signal Error The TPS (Main) Sensor Voltage input has Sensor or wiring may be faulty or disconnected. Refer
gone out of range. This fault will be to the matching An Volt/Temp Error for more
accompanied by either an Error Low or information.
Error High code form the Analog Voltage This Fault Code differs from Fault code 78 in that 78
input that the TPS (Main) is wired to. only activates when an E-Throttle is being used.

69 E-Throttle 1 Max %DC Limit E-Throttle duty cycle has been greater than In this situation the E-Throttle system is shut down and
or equal to the Max Clamp DC value for cannot be restarted until the ECU power has been
more than the Fault Delay Time (Time cycled. There may be something restricting throttle
increments when in fault and decrements plate movement or the wiring to the throttle motor has
when not in fault). been disconnected meaning the ECU has tried to move
the throttle plate but has needed to apply to much
power for too long.
70 E-Throttle 1 Min %DC Limit E-Throttle duty cycle has been less than or In this situation the E-Throttle system is shut down and
equal to the Min Clamp DC value for more cannot be restarted until the ECU power has been
than the Fault Delay Time (Time increments cycled. There may be something restricting throttle
when in fault and decrements when not in plate movement or the wiring to the throttle motor has
fault). been disconnected meaning the ECU has tried to move
the throttle plate but has needed to apply to much
power for too long.
71 Aux 9/10 Supply Error - E- The (Aux 9/10) Supply voltage has been In this situation the E-Throttle system is shut down and
Throttle 7.0V or less for more than the Fault Delay cannot be restarted until the ECU power has been
Time (Time increments when in fault and cycled.
decrements when not in fault). Measure the supply voltage. Check for blown fuses.
72 Analog 5V Supply Error - E- The external 5V supply has been 4.9V or In this situation the E-Throttle system is shut down and
Throttle (E-Throttle Sensor less for more than the Fault Delay Time cannot be restarted until the ECU power has been
Supply Voltage) (Time increments when in fault and cycled.
decrements when not in fault).
74 Analog 5V Supply Error The ECUs 5V Out voltage is not as There may be a wiring fault on the 5V Out pin causing
expected. too much current draw.
Check Analog Output Supply runtime value (found
under ECU Status runtime values). It should read
between about 4.9 and 5.1 volts.
75 E-Throttle 1 TPS /Target Error The TPS/Target Error Accumulator value In this situation the E-Throttle system is shut down and
has reached 100%, this value increases cannot be restarted until the ECU power has been
when the difference between the current cycled.
and target throttle position has been greater The throttle plate cannot achieve or maintain achieve
than 6% (6% of total throttle range not 6% the desired target position.
of current throttle target) and decreases Redo TPS calibration procedure.
when it is less than or equal to 6%. The time Check Electronic Throttle Control tuning.
taken to reach 100% is determined by the Check mechanical operation of throttle actuator.
Fault Delay Time.
76 TPS(main) /TPS(sub) tracking The TPS Error Accumulator value has In this situation the E-Throttle system is shut down and
Error reached 100%, this value increases when cannot be restarted until the ECU power has been
the difference between the TPS (Main) and cycled.
TPS (Sub) positions has been greater than The two throttle position sensors aren't matching each
6% (6% of total throttle range not 6% of other.
current throttle position) and decreases Sensor Fault, test sensor.
when it is less than or equal to 6%. The time Sensor Calibration Fault, recalibrate sensors.
taken to reach 100% is determined by the Check that your TPS(sub) 100% setting is correct.
Fault Delay Time. This is after taking into
account the TPS (Sub) 100% setting.
77 APS(main) /APS(sub) tracking The APS Error Accumulator value has In this situation the E-Throttle system is shut down and
Error reached 100%, this value increases when cannot be restarted until the ECU power has been
the difference between the APS (Main) and cycled.
APS (Sub) positions has been greater than The two accelerator position sensors aren't matching
6% (6% of total pedal range not 6% of each other.
current pedal position) and decreases when Sensor Fault, test sensor.
it is less than or equal to 6%. The time Sensor Calibration Fault, recalibrate sensors.
taken to reach 100% is determined by the Check that your APS(sub) 100% setting is correct.
Fault Delay Time. This is after taking into
account the APS (Sub) 100% setting.
78 TPS(Main) Fault - E-Throttle. The TPS(Main) input is or has been in a In this situation the E-Throttle system is shut down and
fault state. cannot be restarted until the ECU power has been
cycled.
Wiring fault, the Analog input being used for TPS
(Main) has dropped below its error low or risen above
its error high voltage.
79 TPS(Sub) Fault - E-Throttle The TPS (Sub) input is or has been in a In this situation the E-Throttle system is shut down and
fault state. cannot be restarted until the ECU power has been
cycled.
Wiring fault, the Analog input being used for TPS (Sub)
has dropped below its error low or risen above its error
high voltage.
84

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Aux9/10 E-Throttle IC Over Over-Current/Over-Temperature warning This is most likely caused by excessive current draw on
Temperature / Under Voltage from the electronic Throttle Control the Aux 9/10 channels. This fault code can occur when
hardware contained inside the ECU. the ECU voltage drops too low for 1s or more.
85 APS(Main) Fault - E-Throttle. The APS (Main) input is or has been in a Wiring fault, the Analog input being used for APS
fault state. (Main) has dropped below its error low or risen above
its error high voltage. If using a CAN Analog then a
period of 2s or more has passed without receiving a
value.
86 APS(Sub) Fault - E-Throttle The APS (Sub) input is or has been in a Wiring fault, the Analog input being used for APS (Sub)
fault state. has dropped below its error low or risen above its error
high voltage. If using a CAN Analog then a period of 2s
or more has passed without receiving a value.
87 Aux11/12 E-Throttle IC Over Over-Current/Over-Temperature warning This is most likely caused by excessive current draw on
Temperature / Under Voltage from the electronic Throttle Control the Aux 1/12 channels. This fault code can occur when
hardware contained inside the ECU. the ECU voltage drops too low for 1s or more.
93 E-Throttle 2 Max %DC Limit E-Throttle duty cycle has been greater than In this situation the E-Throttle system is shut down and
or equal to the Max Clamp DC value for cannot be restarted until the ECU power has been
more than the Fault Delay Time (Time cycled. There may be something restricting throttle
increments when in fault and decrements plate movement or the wiring to the throttle motor has
when not in fault). been disconnected meaning the ECU has tried to move
the throttle plate but has needed to apply to much
power for too long.
94 E-Throttle 2 Min %DC Limit E-Throttle duty cycle has been less than or In this situation the E-Throttle system is shut down and
equal to the Min Clamp DC value for more cannot be restarted until the ECU power has been
than the Fault Delay Time (Time increments cycled. There may be something restricting throttle
when in fault and decrements when not in plate movement or the wiring to the throttle motor has
fault). been disconnected meaning the ECU has tried to move
the throttle plate but has needed to apply to much
power for too long.
95 E-Throttle 2 TPS 2 /Target Error The TPS/Target Error Accumulator value In this situation the E-Throttle system is shut down and
has reached 100%, this value increases cannot be restarted until the ECU power has been
when the difference between the current cycled.
and target throttle position has been greater The throttle plate cannot achieve or maintain achieve
than 6% (6% of total throttle range not 6% the desired target position.
of current throttle target) and decreases Redo TPS calibration procedure.
when it is less than or equal to 6%. The time Check Electronic Throttle Control tuning.
taken to reach 100% is determined by the Check mechanical operation of throttle actuator.
Fault Delay Time.
96 TPS 2 (Main) Fault - E-Throttle 2 The TPS 2 (Main) input is or has been in a In this situation the E-Throttle system is shut down and
fault state. cannot be restarted until the ECU power has been
cycled.
Wiring fault, the Analog input being used for TPS 2
(Main) has dropped below its error low or risen above
its error high voltage.
97 TPS 2 (Sub) Fault - E-Throttle 2 The TPS 2 (Sub) input is or has been in a In this situation the E-Throttle system is shut down and
fault state. cannot be restarted until the ECU power has been
cycled.
Wiring fault, the Analog input being used for TPS 2
(Sub) has dropped below its error low or risen above its
error high voltage.
98 TPS 2 (Main) / TPS 2 (Sub) The TPS 2 Error Accumulator value has In this situation the E-Throttle system is shut down and
tracking Error reached 100%, this value increases when cannot be restarted until the ECU power has been
the difference between the TPS 2(Main) and cycled.
TPS 2(Sub) positions has been greater than The two throttle position sensors aren't matching each
6% (6% of total throttle range not 6% of other.
current throttle position) and decreases Sensor Fault, test sensor.
when it is less than or equal to 6%. The time Sensor Calibration Fault, recalibrate sensors.
taken to reach 100% is determined by the Check that your TPS 2(sub) 100% setting is correct.
Fault Delay Time. This is after taking into
account the TPS 2(Sub) 100% setting.
116 Analog 5V Supply Error - E- The external 5V supply has been 4.9V or In this situation the E-Throttle system is shut down and
Throttle 2(E-Throttle 2 Sensor less for more than the Fault Delay Time cannot be restarted until the ECU power has been
Supply Voltage) (Time increments when in fault and cycled.
decrements when not in fault).
118 DI Fuel Pump Control Low DI Fuel Pressure has been below the DI For some reason, DI Fuel Pump Control is unable to
Pressure Fault Fuel Rail Pressure Target by more than the raise the DI Fuel Pressure above the Low Pressure
Low Pressure Margin value for the Fault Margin value. Refer to the DI Fuel Pump Control help
Blanking Time. for information on setting up and tuning DI Fuel Pump
Control.
119 DI Fuel Pump Control High DI Fuel Pressure has been above the DI For some reason, DI Fuel Pump Control is unable to
Pressure Fault Fuel Rail Pressure Target by more than the reduce the DI Fuel Pressure below the High Pressure
High Pressure Margin value for the Fault Margin value. Refer to the DI Fuel Pump Control help
Blanking Time. for information on setting up and tuning DI Fuel Pump
Control.
120 Ethrottle Control Error The E-Throttle control loop is running slower Check to see how many features are turned on, this
than expected. can occur if the ECU processor is being maxed out.
Contact tech support.
121 Ethrottle No Relay Selected The E-Throttle Relay output setting hasn't Set the appropriate E-Throttle Relay setting to the
been setup. correct output.
122 Maximum Injector Duty Cycle 100% Injector Duty Cycle has been Increase fuel pressure or increase injector size, this
Reached reached. fault can occur if accel fuel is tuned badly resulting in
excessive enrichment.

Link Lambda 1 & 2 Error Codes

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Code Description Cause Solution

Internal Lambda
Control is turned off /
No CAN Lambda If there is meant to be a CAN Lambda or Internal Lambda then check your settings
OFF
devices are and wiring.
connected on this
Lambda channel
No errors have been
OK
detected
2-8 Internal control error
9 Heater Control Failure
No user actions can be taken to correct, report this to your Link distributor.
10-11 Calibration Error
12 Internal control error
Calibration Resistor Open or short circuit in sensor calibration resistor
13 Check your wiring.
Error measurement.
14 Internal Error Possible ECU/CAN Lambda hardware issue.
No user actions can be taken to correct, report this to your Link distributor.
15 Calibration Error
Sensor heater may be faulty or there may be a wiring issue. Watch Int. Lambda 1
Temp. during heating to determine if the sensor heats at all. This error for CAN
Sensor has been heating for too long without
16 Heated Too Long Lambdas is typically caused by a bad power supply and can be fixed by adding a
reaching operating temperature.
22uF Capacitor across the power supply at the CAN Lambda 4 pin plug as per the
CAN Lambda manual.
The controller went into protection mode to prevent This can occur if exhaust gas is excessively rich or lean or if the sensor is failing.
17-18 Invalid Pump Current
excess pump current being applied to the sensor. Lambda reading is invalid during this condition.
19-25 Internal control error No user actions can be taken to correct, report this to your Link distributor.
The controller hardware detected a battery voltage
26 Battery Under Voltage Check your wiring, check battery, may occur during cranking.
that is too low while operating (below 10.8V).
27-32 Internal control error No user actions can be taken to correct, report this to your Link distributor.
Open loop or too high resistance on APE-IPE loop
33 Open Circuit APE-IPE
(pump cell).
Check wiring, inspect sensor.
Open loop or too high resistance on RE-IPE loop
34 Open Circuit RE-IPE
(nerst cell).
35 Open Circuit RComp Open circuit on sensor calibration resistor. Check wiring, inspect connector. Typical error when no sensor is connected.
The sensor calibration resister value was too high
36 RComp Invalid
or too low.
37 IPE Short to Gnd Short to ground or high resistance short on IPE.
38 RE Short to Gnd Short to ground or high resistance short on RE.
39 APE Short to Gnd Short to ground or high resistance short on APE.
Short or open circuit on IPE or APE or high
40 IPE or APE Error
resistance short.
Under voltage or negative voltage on MES (Short
41 MES Under Voltage
to Ground).
42 MES Over Voltage Over voltage on pin MES (Over 9V). Check wiring, inspect sensor.
Under voltage or negative voltage on RE (Short to
43 RE Under Voltage
Ground).
44 RE Over Voltage Over voltage on pin RE (Over 9V).
Under voltage or negative voltage on IPE (Short to
45 IPE Under Voltage
Ground).
46 IPE Over Voltage Over voltage on pin IPE (Over 9V).
Under voltage or negative voltage on APE (Short
47 APE Under Voltage
to Ground).
48 APE Over Voltage Over voltage on pin APE (Over 9V).
The sensor got excessively hot or an unusually low
Overheat Or Pump pump cell resistance was measured. Watch Int.
49 Cell Resistance Too Lambda 1/2 Temp. to determine if sensor is being
Low overheated. This could also indicate a failing or
failed sensor.
Check Sensor
The sensor got excessively hot or an unusually low
Overheat Or Nerst pump cell resistance was measured. Watch Int.
50 Cell Resistance Too Lambda 1/2 Temp. to determine if sensor is being
Low overheated. This could also indicate a failing or
failed sensor.
51 Can't Read Switch On
Can't Read Internal control error.
52 No user actions can be taken to correct, report this to your Link distributor.
Diagnostics
53 Controller Not Found! Possible ECU hardware issue.
Sensor is reading more oxygen than air contains
54 Excess Pump Current Inspect sensor.
and is probably faulty.

G5 Voodoo Pro STATUS LEDs

The G5 Voodoo Pro ECU has three status LEDs which are used to display the status of ECU power/fault codes, Wifi and ECU Logging/GPS. Which LED does what
and what the different colours mean is described below.

LED 1 - Power and Fault Codes: (Far left LED)

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· Solid Blue - ECU powered, no faults.

· Flashing Blue - ECU Fault Codes, long 10s method.
· Flashing Red - No connection between Communication board and ECU, this is typically seen when performing a Firmware Upgrade. If this occurs outside of
doing a firmware update then doing a firmware update with the latest Link Firmware Package file should fix this.
· Solid Red - Communication board or ECU in boot mode.

LED 2 - Wifi: (Middle LED)

· LED Off - Wifi turned off.
· Flashing Green - Wifi in AP Mode.
· Solid Green - Wifi in AP Mode with client connected.
· Flashing Blue - Wifi in Client Mode.
· Solid Blue - Wifi in Client Mode and connected to Wifi.
· Solid White - Client Connected over TCP/IP.

LED 3 - Logging and GPS: ( Far right LED)

GPS Off GPS Enabled GPS Locked GPS Error
ECU Logging Off LED Off Flashing Blue Solid Blue Flashing
Purple
ECU Logging Armed Flashing Green Flashing White Alternating Blue/WhiteFlashing
Purple
ECU Logging Running Solid Green Alternating Solid White Flashing
Green/White Purple
ECU Logging Error Flashing Flashing Yellow Flashing Yellow Flashing Red
Yellow
G4X and G5 ECU Tuning Functions > Engine Configuration
Engine Configuration
Number of Cylinders
This setting is used to specify the number of cylinders or rotors that the engine has.

Engine Type
This specifies the engine type, options include:
· 2 Stroke
· 4 Stroke
· Rotary

The table below summarises the ignition and staged injection systems supported.

Cylinders Engine Type Ignition Systems Supported Staged Injection Systems Supported
1 4 Stroke Direct Spark Sequential/Group/Sequential Multi-Point
2 Stroke Direct Spark Sequential/Group/Sequential Multi-Point
2 4 Stroke Distributor/Wasted Spark/Direct Spark Sequential/Group/Sequential Multi-Point
Rotary Leading Wasted/Leading Direct Sequential/Group/Sequential Multi-Point
2 Stroke Distributor/Wasted Spark/Direct Spark Sequential/Group/Sequential Multi-Point
3 4 Stroke Distributor/Twin Distributor/Direct Spark Sequential/Group/Sequential Multi-Point
Rotary Leading Direct Sequential/Group/Sequential Multi-Point
2 Stroke Distributor/Twin Distributor/Direct Spark Sequential/Group/Sequential Multi-Point
4 4 Stroke Distributor/Twin Distributor/Wasted Spark/Direct Spark Sequential/Group/Sequential Multi-Point
Rotary Leading Wasted/Leading Direct Sequential/Group/Sequential Multi-Point
2 Stroke Distributor/Twin Distributor/Wasted Spark/Direct Spark Sequential/Group/Sequential Multi-Point
5 4 Stroke Distributor/Twin Distributor/Direct Spark Group/Sequential Multi-Point
6 4 Stroke Distributor/Twin Distributor/Wasted Spark/Direct Spark Group/Sequential Multi-Point
7 4 Stroke Distributor/Twin Distributor/Direct Spark Group
8 4 Stroke Distributor/Twin Distributor/Wasted Spark/Direct Spark Group
9 4 Stroke Distributor/Twin Distributor Group
10 4 Stroke Distributor/Twin Distributor/Wasted Spark Group
12 4 Stroke Distributor/Wasted Spark Group

Custom TDC
Note: When running an engine that has regularly spaced TDC points, the Custom TDC Points adjustment should be set to OFF. The majority of engines have regularly
spaced TDC points.
Custom TDC points are used when an engine does not fire at regular intervals such as an odd fire engine. Setting the Custom TDC Points option to On will display the
TDC Points Table. The numbers entered in the TDC Points Table correspond to the engine positions of consecutive TDC occurrences. On a four stroke engine these
will range from 0 to 720 degrees, whereas a two stroke engine will range from 0 to 360 degrees.
Note: The entries in this table are in the order of the firing order. So, the first entry is the first cylinder in the firing order, the second entry is the second in the firing order
etc...
Custom TDC Points for an odd fire six cylinder may look like this:

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Serial Port 1 Mode & Serial Port 2 Mode

These two settings control what the two on-board serial ports do. For most Applications Serial Port 1 Mode will be set to 'PCLink Serial' and Serial Port 2 Mode will be
set to 'Off'.
When the ECU being set up is a DC5 Honda Integra Type R Plugin Serial Port 1 Mode should be set to 'Honda Integra DC5 immobiliser' and Serial Port 2 Mode should
be set to 'Honda Integra DC5 Dash'.

Initial Baud Rate

Note this setting is only visible when Serial Port 1 Mode is set to 'PCLink Serial'.
This is the baud rate at which the RS-232 communications on the ECU will initially start communicating at. PCLink and the ECU perform a handshake at this rate, then
ramp up to the rate set in the communications settings. RS-232 devices such as dashes however will continue to communicate at this rate.
Notes:
· The Baud Rate setting will not become effective until the next time the ECUs power is turned on.
· It is recommended that the highest Baud Rate setting is used to improve connection speed to PCLink.

Description
A 20 character text box allowing the user to input a short description of the basemap or engine.
More detailed notes can be entered into the Memo Text found under the 'File' tab or by pressing ctrl + M.

Vehicle Identification Number (VIN)

A 17 character text box allowing the user to input to an identifying code for the vehicle it is being used on.

Firing Order Table

This selects the firing order of the engine.

Memo Text
This is a field where notes about the base map setup can be entered. The information entered is stored in the ECU.
Examples of use:
· Vehicle owners name
· Engine code
· Vehicle make and model
· Maximum boost level
· Date tuned

G4X and G5 ECU Tuning Functions > Fuel Setup

Fuel
The following functions are available to control fuel injection.

· Fuel Setup
· Multi Fuel
· Cold Start
· Fuel Corrections
· Acceleration Enrichment
· Overrun Fuel Cut
· Closed Loop Lambda (CLL)
· Individual Cylinder Fuel Correction
· Staged Injection
· Injector Timing
· AFR/Lambda Target Table
· Fuel Table

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G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup
Fuel Setup
The following settings relate to Fuel Setup. Typically these will be set once during the initial setup procedure and left unaltered after that. Depending on the Fuel
Equation Mode and Injection Mode selected, the following options may be available:

Fuel Equation Mode

Traditional Modelled Modelled - Multi Fuel

Ø Injection Mode Ø Injection Mode Ø Injection Mode
Ø Equation Load Source Ø Equation Load Source Ø Equation Load Source
Ø Open Loop AFR/Lambda Table Ø Engine Capacity Ø Engine Capacity
Ø Master Fuel Ø Open Loop Lambda Table Ø Open Loop Lambda Table
Ø Master Fuel Trim Overlay Overlay
Ø Active Drives Ø Fuel System Type Ø Fuel System Type
Ø Injection Rate Ø Base Fuel Pressure Ø Base Fuel Pressure
Ø Open Loop Lambda Table Ø Fuel Density Ø Fuel Density
Overlay Ø Fuel Density Temperature Ø Fuel Density Temperature
Ø Charge Temp Correction Coefficient Coefficient
Ø Min Effective Pulse Width Ø Stoichiometric Ratio Ø Stoichiometric Ratio
Ø Stoichiometric Ratio Ø Fuel Charge Cooling Coefficient Ø Fuel Charge Cooling Coefficient
Ø Injector Setup Ø Min Effective Pulse Width Ø Min Effective Pulse Width
Ø Injector Test Ø Active Drives Ø Active Drives
Ø Injection Rate Ø Injection Rate
Ø Charge Temp Correction Ø Charge Temp Correction
Ø Injector Setup Ø Injector Setup
Ø Injector Test Ø Injector Test
Ø Multi Fuel Settings

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Injection Mode
Injection Mode
The Injection Mode setting is used to configure the ECU to the fuel injection system arrangement being used.
The following Injection Modes are available:

Off
This turns the fuel injectors off so that the engine can be cranked without fuel entering the engine. This is useful for testing ignition or clearing a flooded engine.

Single-Point Group Injection

This mode should be used if all of the injectors (often a single injector, sometimes two, sometimes more) are mounted in a single location, for example when using an
EFI conversion that bolts to a carburetor style intake manifold. The injector/s are used to supply fuel for all cylinders and are normally placed just before or just after the
throttle body.
The number of injector drives being used is specified by the Active Drives setting, which injector is wired to which drive isn't important as all of the injectors are being
activated at the same time.
The number of injection events per engine cycle is specified by the Injection Rate per Engine Cycle setting and this is typically set to half the number of cylinders for a 4
stroke engine so that the injector/s are fired once per TDC.

Multi-Point Group Injection

This mode should be used if each cylinder has its own injector but there are too many cylinders or insufficient triggering to use Sequential Injection. In this mode the
injectors are fired in two out-of-phase groups (the two groups being all selected odd injectors and all selected even injectors).
One group of injectors should be wired to the odd numbered injection drives (ie Inj 1, Inj 3, Inj 5, Inj 7) and the other group should be wired to even numbered injection
drives (ie Inj 2, Inj 4, Inj 6, Inj 8).Set the number of drives being used with the Active Drives setting and wire each injector to its own drive or pair injectors if there are
not enough drives.
How often each group is fired is determined by the Injection Rate.

Example of how the two injection groups are fired:

· Each injector bank will be fired every 360 degrees of crankshaft rotation with the Injection Rate set to 2 per Engine Cycle and Engine Type set to 4
Stroke (Piston).
· Each injector bank will be fired every 720 degrees of crankshaft rotation with the Injection Rate set to 1 per Engine Cycle and Engine Type set to 4
Stroke (Piston).
· Each injector bank will be fired every 180 degrees of crankshaft rotation with the Injection Rate set to 2 per Engine Cycle and Engine Type set to 2
Stroke.
· Each injector bank will be fired every 360 degrees of crankshaft rotation with the Injection Rate set to 1 per Engine Cycle and Engine Type set to 2
Stroke.

Sequential Injection
This mode should be used if each cylinder has it’s own injector mounted in the intake runner or cylinder port and the following criteria are met:
1. There must be one Injector Drive for each cylinder.
2. There must be sufficient triggering for the ECU to calculate the current engine position in the 720 degree engine cycle. This often means that a second trigger
sensor is required for synchronisation and for 4 stroke engines there must be an appropriate trigger wheel driven off of the camshaft (or driven at half the
crankshaft’s angular speed).

In this mode each injector must be correctly wired to its own injector drive so that the injector can be fired. The timing at which the injectors fire is adjusted with the
Injector Timing settings.

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The firing order of the engine is NOT important at the wiring stage as each cylinder is wired to its corresponding injector drive number (wire cylinder 1 injector to injector
drive 1, 2 to 2, 3 to 3 etc...) and the firing order will be entered into the ECU's Firing Order Table.

Group/Staged Injection
This mode should be used when staged injection (more than one injector per cylinder) is desired but there aren't enough injector drives or isn't sufficient triggering for
Sequential/Staged Injection.
This mode separates out the odd numbered injector channels as Primary Injector and the Even numbered as Secondary injectors. The primary injectors are typically
defined as the ones that are closest to the cylinder/rotor and are also typically the same size or smaller than the secondary injectors.
The number of injector drives being used is specified by the Active Drives setting.
The number of injection events per engine cycle is specified by the Injection Rate per Engine Cycle setting and this is typically set to half the number of cylinders for a 4
stroke engine so that the injector/s are fired once per TDC. Note the

Wire the primary injectors to odd numbered Injector Drives (Inj1, Inj3, Inj5, Inj7 etc) and wire the secondary injectors to even numbered Injector Drives (Inj2, Inj4, Inj6,
Inj8 etc). In this mode all primary and secondary injector drives have the same injector timing but have different amounts of fuel flowing through them as determined by
the Injector Timing settings (e.g. if using End of Injection the two groups will start injecting at slightly different times but end at the same time or for Start of Injection
they will both start injecting at the same time but each group will finish at the correct time for the amount of fuel required from each group).

For example on a V8 engine with a primary and secondary injector per cylinder the following table shows how the injectors should be wired:

Injector Drive Numbers Injectors

1, 3, 5, 7 All 8 primary injectors
2, 4, 6, 8 All 8 secondary injectors

Be sure to follow the injector wiring guidelines to that the maximum injector drive current is not exceeded.

Sequential Staged Injection

This staged injection mode uses sequential injection for both the Primary and Secondary injectors and so needs twice as many injector drives as there are cylinders.
Use this mode when each cylinder has two injectors in its port/runner and when the triggers being used allow crankshaft position and the position in the firing order (i.e.
a sync signal is required).
The primary injectors are typically defined as the ones that are closest to the cylinder/rotor and are also typically the same size or smaller than the secondary injectors.
This arrangement is useful in applications with very high fuel delivery requirements that would normally require extremely large injectors. Very large injectors make
tuning difficult at low loads (idle and low power operation) whereas with staged injection you can have one smaller set of injector operate at low load giving more
precise control and then at higher loads both sets of injectors become active to supply the required fuel.

Cylinders/ Primary Secondary Spare Inj Drives

Rotors
2 Inj 1 = Pri Cyl 1 Inj 3 = Sec Cyl 1 None Spare (G4X Atom and Monsoon)
Inj 2 = Pri Cyl 2 Inj 4 = Sec Cyl 2 Inj 5-8 Spare (G4X Storm, Xtreme and Fury)
Inj 5-16 Spare (G5 Voodoo Pro)
3 Inj 1 = Pri Cyl 1 Inj 4 = Sec Cyl 1 Impossible combination for G4X Atom and Monsoon
Inj 2 = Pri Cyl 2 Inj 5 = Sec Cyl 2 Inj 7-8 Spare (G4X Storm, Xtreme and Fury)
Inj 3 = Pri Cyl 3 Inj 6 = Sec Cyl 3 Inj 7-16 Spare (G5 Voodoo Pro)
4 Inj 1 = Pri Cyl 1 Inj 5 = Sec Cyl 1 Impossible combination for G4X Atom and Monsoon
Inj 2 = Pri Cyl 2 Inj 6 = Sec Cyl 2 None Spare (G4X Storm, Xtreme and Fury)
Inj 3 = Pri Cyl 3 Inj 7 = Sec Cyl 3 Inj 9-16 Spare (G5 Voodoo Pro)
Inj 4 = Pri Cyl 4 Inj 8 = Sec Cyl 4
5 Inj 1 = Pri Cyl 1 Inj 6 = Sec Cyl 6 Impossible combination for G4X Atom, Monsoon, Storm, Xtreme and
Inj 2 = Pri Cyl 2 Inj 7 = Sec Cyl 7 Fury
Inj 3 = Pri Cyl 3 Inj 8 = Sec Cyl 8 Inj 11-16 Spare (G5 Voodoo Pro)
Inj 4 = Pri Cyl 4 Inj 9 = Sec Cyl 9
Inj 5 = Pri Cyl 5 Inj 10 = Sec Cyl 10
6 Inj 1 = Pri 1 Inj 7 = Sec Cyl 7 Impossible combination for G4X Atom, Monsoon, Storm, Xtreme and
Inj 2 = Pri 2 Inj 8 = Sec Cyl 8 Fury
Inj 3 = Pri 3 Inj 9 = Sec Cyl 9 Inj 13-16 Spare (G5 Voodoo Pro)
Inj 4 = Pri 4 Inj 10 = Sec Cyl 10
Inj 5 = Pri 5 Inj 11 = Sec Cyl 11
Inj 6 = Pri 6 Inj 12 = Sec Cyl 12
8 Inj 1 = Pri Cyl 1 Inj 9 = Sec Cyl 9 Impossible combination for G4X Atom, Monsoon, Storm, Xtreme and
Inj 2 = Pri Cyl 2 Inj 10 = Sec Cyl 10 Fury
Inj 3 = Pri Cyl 3 Inj 11 = Sec Cyl 11 None Spare (G5 Voodoo Pro)
Inj 4 = Pri Cyl 4 Inj 12 = Sec Cyl 12
Inj 5 = Pri Cyl 5 Inj 13 = Sec Cyl 13
Inj 6 = Pri Cyl 6 Inj 14 = Sec Cyl 14
Inj 7 = Pri Cyl 7 Inj 15 = Sec Cyl 15
Inj 8 = Pri Cyl 8 Inj 16 = Sec Cyl 16

Wire injectors as shown in the preceding table. On engines with 5 or 6 cylinders Sequential/Multi-Point Staged must be used. Engines with 8 or more cylinders must
use Group Staged Injection.
Set the 'Injection Mode' to 'Sequential/Staged' when using this configuration.

Sequential/Multi-Point Staged Injection

This staged injection mode uses sequential injection for the Primary injectors and Group injection for the secondary injectors. The secondary injectors are only
allocated two injector drives with each of those two drives being it's own injection group. As a result this mode uses the number cylinders + two injectors.
Use this mode when you don't have enough injector drives for full Sequential Staged injection or when the Primary injectors are located in the ports/runners and the
secondaries are located in the intake piping. As the primaries are still sequential injection this mode does suitable triggers that support 720deg sync for 4 stroke
engines.
Injector drives 1 to the number of cylinders are allocated as the primary injectors for the cylinders of the same number and the next two injector drives are the
secondary injectors. Wire the injectors as shown below:

Primary Secondary Spare Inj Drives

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Cylinders/
Rotors
2 Inj 1 = Pri Cyl 1 Inj 3 = Sec group 1 None Spare (G4X Atom and Monsoon)
Inj 2 = Pri Cyl 2 Inj 4 = Sec group 2 Inj 5-8 Spare (G4X Storm, Xtreme and Fury)
Inj 5-16 Spare (G5 Voodoo Pro)
3 Inj 1 = Pri Cyl 1 Inj 4 = Sec group 1 Impossible combination for G4X Atom and Monsoon
Inj 2 = Pri Cyl 2 Inj 5 = Sec group 2 Inj 6-8 Spare (G4X Storm, Xtreme and Fury)
Inj 3 = Pri Cyl 3 Inj 6-16 Spare (G5 Voodoo Pro)
4 Inj 1 = Pri Cyl 1 Inj 5 = Sec group 1 Impossible combination for G4X Atom and Monsoon
Inj 2 = Pri Cyl 2 Inj 6 = Sec group 2 Inj 7-8 Spare (G4X Storm, Xtreme and Fury)
Inj 3 = Pri Cyl 3 Inj 7-16 Spare (G5 Voodoo Pro)
Inj 4 = Pri Cyl 4
5 Inj 1 = Pri Cyl 1 Inj 6 = Sec Group 1 Impossible combination for G4X Atom and Monsoon
Inj 2 = Pri Cyl 2 Inj 7 = Sec Group 2 Inj 8 Spare (G4X Storm, Xtreme and Fury)
Inj 3 = Pri Cyl 3 Inj 8-16 Spare (G5 Voodoo Pro)
Inj 4 = Pri Cyl 4
Inj 5 = Pri Cal 5
6 Inj 1 = Pri Cyl 1 Inj 7 = Sec Group 1 Impossible combination for G4X Atom and Monsoon
Inj 2 = Pri Cyl 2 Inj 8 = Sec Group 2 None Spare (G4X Storm, Xtreme and Fury)
Inj 3 = Pri Cyl 3 Inj 9-16 Spare (G5 Voodoo Pro)
Inj 4 = Pri Cyl 4
Inj 5 = Pri Cyl 5
Inj 6 = Pri Cyl 6
8 Inj 1 = Pri Cyl 1 Inj 9 = Sec Group 1 Impossible combination for G4X Atom, Monsoon, Storm, Xtreme and
Inj 2 = Pri Cyl 2 Inj 10 = Sec Group 2 Fury
Inj 3 = Pri Cyl 3 Inj 11-16 Spare (G5 Voodoo Pro)
Inj 4 = Pri Cyl 4
Inj 5 = Pri Cyl 5
Inj 6 = Pri Cyl 6
Inj 7 = Pri Cyl 7
Inj 8 = Pri Cyl 8
10 Inj 1 = Pri Cyl 1 Inj 11 = Sec Group 1 Impossible combination for G4X Atom, Monsoon, Storm, Xtreme and
Inj 2 = Pri Cyl 2 Inj 12 = Sec Group 2 Fury
Inj 3 = Pri Cyl 3 Inj 13-16 Spare (G5 Voodoo Pro)
Inj 4 = Pri Cyl 4
Inj 5 = Pri Cyl 5
Inj 6 = Pri Cyl 6
Inj 7 = Pri Cyl 7
Inj 8 = Pri Cyl 8
Inj 9 = Pri Cyl 9
Inj 10 = Pri Cyl 10
12 Inj 1 = Pri Cyl 1 Inj 13 = Sec Group 1 Impossible combination for G4X Atom, Monsoon, Storm, Xtreme and
Inj 2 = Pri Cyl 2 Inj 14 = Sec Group 2 Fury
Inj 3 = Pri Cyl 3 Inj 15-16 Spare (G5 Voodoo Pro)
Inj 4 = Pri Cyl 4
Inj 5 = Pri Cyl 5
Inj 6 = Pri Cyl 6
Inj 7 = Pri Cyl 7
Inj 8 = Pri Cyl 8
Inj 9 = Pri Cyl 9
Inj 10 = Pri Cyl 10
Inj 11 = Pri Cyl 11
Inj 12 = Pri Cyl 12

Semi-Sequential Injection
Semi Sequential sits midway between Multi-Point Group and Sequential Injection in that it is more specific around when it injects fuel for specific cylinders but only
requires half as many injectors as there are cylinders/rotors.
Semi-sequential fires injectors in groups of two, it allows injection timing control and minimises the time available for fuel to condense on the port walls. This mode
requires sufficient triggering to determine engine position in the 720 degree engine cycle. In this mode, ideally injectors are wired in pairs according to the firing order
with the pairs wired to the injector driver that corresponds to the lowest numbered cylinder in the pair. However, with some firing orders this is not possible. In cases
where that rule is not possible the idea is to group injectors in such a way that the time for fuel to sit in the port is minimised. Select Semi-Sequential Injection Mode
when using this wiring configuration.
To clarify how this mode works, this mode works the same as sequential injection but only allocates the first half of the injectors.

Examples:
· 6 Cylinder, firing order 1 5 3 6 2 4. Works nicely as per rule. Fuel sits in port for 120 degrees longer on the higher numbered cylinder in the pair than the other.
· Injector drive 1 is wired to injectors for cylinders 1 and 5.
· Injector drive 2 is wired to injectors for cylinders 2 and 4.
· Injector drive 3 is wired to injectors for cylinders 3 and 6.
· 8 Cylinder, firing order 1 8 4 3 6 5 7 2. Does not follow rule due to firing order. Pairs as per OEM Toyota 1UZFE wiring.
· Injector drive 1 is wired to injectors for cylinders 1 and 7.
· Injector drive 2 is wired to injectors for cylinders 2 and 8.
· Injector drive 3 is wired to injectors for cylinders 3 and 5.
· Injector drive 4 is wired to injectors for cylinders 4 and 6.
· 10 Cylinder firing order 1 10 9 4 3 6 5 8 7 2. Follows rule but note that the order of the high and low cylinder in each pair changes. eg in the 1-10 pair, cylinder 10
gets its fuel 72 degrees before ideal. In the 9-4 pair, cylinder 9 gets its fuel 72 degrees after ideal.
· Injector drive 1 is wired to injectors for cylinders 1 and 10.
· Injector drive 2 is wired to injectors for cylinders 2 and 7.
· Injector drive 3 is wired to injectors for cylinders 3 and 6.
· Injector drive 4 is wired to injectors for cylinders 4 and 9.
· Injector drive 5 is wired to injectors for cylinders 5 and 8.

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Direct Injection
This mode operates the same as Sequential except that it uses the DI Fuel Rail Pressure value for fuel pressure correction instead of the standard (low pressure) Fuel
Pressure value.

Direct/Port Injection
This mode operates the same as Sequential/Staged except that the Primary Injectors are intended as Direct Injectors. This means the primary injectors use the DI Fuel
Rail Pressure value for fuel pressure correction and the Secondary injectors use the normal (low pressure) Fuel Pressure value for pressure correction. When using
this mode the primary and Secondary Injector Timing can also be adjusted independently of each other and it is recommended to use the 'Specified Flow Rate' Staging
Mode.

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Injection Mode > Active Drives
Active Drives
Note: This function is only available when using Single-Point Group, Multi-Point Group and Group/Staged Injection Modes.

This setting determines the number of injection drives that will be used when running group fire injection. This allows unused injection channels to be use as auxiliary
outputs. The following options are available:

· INJ1-2 - Drives 1 and 2 are used for injection, the rest are available as auxiliary outputs.
· INJ1-4 - Drives 1 to 4 are used for injection, the rest (if any) are available as auxiliary outputs.
· INJ1-6 - Drives 1 to 6 are used for injection, the rest (if any) are available as auxiliary outputs.
· INJ1-8 - Drives 1 to 8 are used for injection, the rest (if any) are available as auxiliary outputs.
· INJ1-10 - Drives 1 to 8 are used for injection, the rest (if any) are available as auxiliary outputs. (G5 Voodoo Pro only)
· INJ1-12 - Drives 1 to 8 are used for injection, the rest (if any) are available as auxiliary outputs. (G5 Voodoo Pro only)
· INJ1-16 - Drives 1 to 8 are used for injection. (G5 Voodoo Pro only)

Single-Point Group Injection Mode

In group fire mode injection channels are all fired at the same time with the number of injection events per engine cycle determined by the Injection Rate per Engine
Cycle setting. Refer to the wiring and installation manual for injection wiring.

Multi-Point Group Injection Mode

In group fire mode injection channels are fired in groups of odd and even numbered injection channels in anti-phase. Injectors should be wired distributed in even
numbered groups across the injection drives. The number of injection events per group per engine cycle determined by the Injection Rate per Engine Cycle setting.
Refer to the wiring and installation manual for injection wiring.

Group/Staged Injection Mode

In Group Staged mode primary injectors must be wired to odd numbered injection drives, secondary injectors must be wired to even numbered injection drives. The
number of injection events per group per engine cycle determined by the Injection Rate per Engine Cycle setting. Refer to the wiring and installation manual for
injection wiring.

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Injection Mode > Injection Rate
Injection Rate Per Engine Cycle
Note: This function is only available when using Single-Point Group, Multi-Point Group, Group/Staged or Sequential/Multi-Point Group Staged Injection Mode.

This setting determines how often the injectors are fired in relation to engine cycle.

For example with Single-Point Group:

· On a four stroke engine, setting the injection rate per cycle to 1 will result in each injector activating every 720 degrees of crankshaft rotation.
· On a four stroke engine, setting the injection rate per cycle to 2 Engine Cycle will result in each injector activating every 360 degrees of crankshaft rotation.
· On a four stroke engine, setting the injection rate per cycle to 4 Engine Cycle will result in each injector activating every 180 degrees of crankshaft rotation.
· On a two stroke engine, setting the injection rate per cycle to 1 Engine Cycle will result in each injector activating every 360 degrees of crankshaft rotation.
· On a two stroke engine, setting the injection rate per cycle to 2 Engine Cycle will result in each injector activating every 180 degrees of crankshaft rotation.
· On a two stroke engine, setting the injection rate per cycle to 4 Engine Cycle will result in each injector activating every 90 degrees of crankshaft rotation.

For example with Multi-Point Group:

· On a four stroke engine, setting the injection rate per cycle to 1 will result in odd injectors activating every 720 degrees of crankshaft rotation. Offset of 360
between odd and even injectors.
· On a four stroke engine, setting the injection rate per cycle to 2 Engine Cycle will result in each injector activating every 360 degrees of crankshaft rotation.
Offset of 180 between odd and even injectors.
· On a four stroke engine, setting the injection rate per cycle to 4 Engine Cycle will result in each injector activating every 180 degrees of crankshaft rotation.
Offset of 90 between odd and even injectors.
· On a two stroke engine, setting the injection rate per cycle to 1 Engine Cycle will result in each injector activating every 360 degrees of crankshaft rotation. Offset
of 180 between odd and even injectors.
· On a two stroke engine, setting the injection rate per cycle to 2 Engine Cycle will result in each injector activating every 180 degrees of crankshaft rotation. Offset
of 90 between odd and even injectors.
· On a two stroke engine, setting the injection rate per cycle to 4 Engine Cycle will result in each injector activating every 90 degrees of crankshaft rotation. Offset
of 45 between odd and even injectors.

For example with Group/Staged:

· On a four stroke engine, setting the injection rate per cycle to 1 will result in each injector activating every 720 degrees of crankshaft rotation. With no offset
between Primary (Odd) and Secondary (Even) injectors.
· On a four stroke engine, setting the injection rate per cycle to 2 Engine Cycle will result in each injector activating every 360 degrees of crankshaft rotation. With
no offset between Primary (Odd) and Secondary (Even) injectors.
· On a four stroke engine, setting the injection rate per cycle to 4 Engine Cycle will result in each injector activating every 180 degrees of crankshaft rotation. With
no offset between Primary (Odd) and Secondary (Even) injectors.
· On a two stroke engine, setting the injection rate per cycle to 1 Engine Cycle will result in each injector activating every 360 degrees of crankshaft rotation. With
no offset between Primary (Odd) and Secondary (Even) injectors.
· On a two stroke engine, setting the injection rate per cycle to 2 Engine Cycle will result in each injector activating every 180 degrees of crankshaft rotation. With
no offset between Primary (Odd) and Secondary (Even) injectors.
· On a two stroke engine, setting the injection rate per cycle to 4 Engine Cycle will result in each injector activating every 90 degrees of crankshaft rotation. With
no offset between Primary (Odd) and Secondary (Even) injectors.

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For example with Sequential/Multi-Point Group Staged:

· On a four stroke engine, setting the injection rate per cycle to 1 will result in the primary each injectors (1 to Number of Cylinders) activating operating as per
Sequential Injection with both Secondary injectors activating every 720 degrees of crankshaft rotation with an offset of 360 degrees between them.
· On a four stroke engine, setting the injection rate per cycle to 2 will result in the primary each injectors (1 to Number of Cylinders) activating operating as per
Sequential Injection with both Secondary injectors activating every 360 degrees of crankshaft rotation with an offset of 180 degrees between them.
· On a four stroke engine, setting the injection rate per cycle to 4 will result in the primary each injectors (1 to Number of Cylinders) activating operating as per
Sequential Injection with both Secondary injectors activating every 180 degrees of crankshaft rotation with an offset of 90 degrees between them.
· On a two stroke engine, setting the injection rate per cycle to 1 will result in the primary each injectors (1 to Number of Cylinders) activating operating as per
Sequential Injection with both Secondary injectors activating every 360 degrees of crankshaft rotation with an offset of 180 degrees between them.
· On a two stroke engine, setting the injection rate per cycle to 2 will result in the primary each injectors (1 to Number of Cylinders) activating operating as per
Sequential Injection with both Secondary injectors activating every 180 degrees of crankshaft rotation with an offset of 90 degrees between them.
· On a two stroke engine, setting the injection rate per cycle to 4 will result in the primary each injectors (1 to Number of Cylinders) activating operating as per
Sequential Injection with both Secondary injectors activating every 90 degrees of crankshaft rotation with an offset of 45 degrees between them.

Single-Point Group has more options (1,2,3,4,5,6,7,8,9,10,11,12) than Multi-Point Group, Group/Staged and Sequential/Multi-Point Group Staged (1, 2, 4).

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Fuel Equation Mode
Fuel Equation Mode
Link ECUs have a large number of settings for calculating the required fuel delivery, these allow the tuner the flexibility to configure the fuel calculation to suit the
particular application and the information they have available. The available settings depend on the selected Fuel Equation Mode. The chart on the Fuel Setup page
provides information on the settings that are used in each Fuel Equation Mode.

Fuel Equation Modes

Link ECUs offer these fuel equation modes:

· Traditional - Link ECUs have always used a fuel equation modelled around the major factors required to accurately control fuelling. This is a simplified equation
who's primary fuel adjustment is a master fuel number to set overall fueling.

This simplified diagram illustrates how Link ECUs fuel calculation has traditionally worked.

· Modelled - This fuel equation takes into consideration all of the essential physical engine and fuel properties required to calculate the engines air charge and
fuel volume.

The Traditional fuel calculation rolled together a lot of the constants like engine capacity, and injector flow into the Master Fuel setting. This was (and still is in a lot
of cases) perfectly adequate for achieving an excellent tuning result. However with advancements in information available to tuners and the increasing use of
alternative fuels, a more technically correct fuel equation improves the tuners ability to achieve an accurate tune. It also allows easier future changes.

The Modelled fuel calculation mode provides metric settings for all inputs to the fuel equation as well as improved injector flow characterisation. The following
simplified diagram shows how the Modelled fuel calculation works.

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· Modelled - Multi Fuel - This extends the Modelled Fuel Equation to allow for the use of two different fuels. It is common now to run alternate fuels, particularly
alcohol based fuels. Often it is a requirement to run two different fuels in the same vehicle (eg for road and race). With the availability of ethanol content
sensors it is also common to use a variable blend of fuels.

The Modelled - Multi Fuel fuel calculation mode allows for tuning of the same engine on two fuels, then have a configurable means of blending between these
fuels. The system can work from simple applications such as switching between fuels (eg 91 to 98 octane or gasoline to ethanol) right through to a full Flex Fuel
application using a continuous measurement of ethanol content. There is more information on Multi Fuel here.

The following simplified diagram outlines the Modelled - Multi Fuel calculation.

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While the Multi Fuel diagram appears complicated, the Multi Fuel system has been designed in such a way that simplifies setup and tuning. The tuner can simply start
in Modelled fuel calculation mode, completely tune on one fuel, then when ready turn Multi Fuel on.

Selecting a Fuel Equation Mode

Selecting a Fuel Equation Mode is an important step in fuel tuning. Use of the more complex equation modes requires entering of exactly correct engine, injector and
fuel information. There are also some correct tuning order steps that must be performed. However, a correctly setup modelled fuel equation provides good flexibility to
future changes and better adaption to varying engine conditions.

Information required for accurate prediction of engine air charge and fuel delivery is:

· Injector Information - Accurate injector characteristics are probably the most critical factor in correct operation of the fuel equation. Often exact injector
characteristic data is not available. Things you should know about the injectors:
· Injector flow varies significantly with differential fuel pressure. The differential fuel pressure across the injectors must be known in order to know how much
fuel they will flow. Also if the differential pressure changes during injector operation then this must also be known.
· Injector flow changes with fuel composition. An injector will have different flow on different fuels. The density and viscosity of the fuel affect injector flow.
Accurate information of the fuel used is essential. While most gasoline fuels have similar properties, the change of injector characteristics between
gasoline and alcohol fuels can be significant.
· Injectors are not linear. An injector does not deliver twice as much fuel if you double the pulse width applied! The most significant factor in this non linearity
is the dead time. Dead time varies with differential fuel pressure, applied voltage, and injector drive type (peak and hold or saturated). For a particular
voltage and fuel pressure dead time is considered to be constant. However, at low pulse widths, dead time can vary significantly leading to very non linear
injector behavior. Some injector suppliers can provide all the information on an injectors characteristics even over the non linear area. Knowing an injectors
non linear behavior is essential when using large injectors at low pulse widths. Assuming an injectors dead times, or just using some default values will
lead to poor fuel calculation.

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· Modelled fuel calculation mode calculates the fuel on a per cylinder basis so the injector pulse width calculation assumes one injector (or two for staged
injection) injector per cylinder.
· Fuel Information - In order for the ECU to determine the required mass of fuel to inject it must know the properties of the fuel being injected. Significant
properties of the fuel are its stoichiometric ratio, density, how its density changes with temperature, fuel temperature and how much energy the fuel absorbs
when it evaporates.
· Engine Air Dynamics - The static cylinder capacity of the engine and the dynamic volumetric efficiency are essential for calculating the mass of air inducted
into the cylinder. Fortunately the volumetric efficiency can be found by tuning. Charge temperature estimation is also a very important factor in estimating air
charge.

Here are some recommendations on selecting a fuel equation mode:

· All fuel equation modes allow injector dead time and non linear characterisation information to be used.
· If you are trying to tune on two fuels like a Gasoline/Ethanol blending situation or a switched fuel setup then use the Modelled - Multi Fuel Fuel Equation Mode.
You WILL need accurate injector and fuel information for both fuel types. There is more information on Multi Fuel here.
· If you have accurate and NOT GUESSED or ASSUMED information about the injectors, fuel and engine then use the Modelled Fuel Equation Mode.
· If you want to use an existing tune or base map without re-tuning then use Traditional Fuel Equation Mode.
· Traditional Fuel Equation Mode is the fastest and easiest to setup and tune and can still achieve extremely good fuel control.

NOTE: A recommended fuel tuning procedure is described HERE.

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Fuel Equation Mode > Traditional Mode > Master Fuel
Master Fuel
Note: These settings are only used when the Fuel Equation Mode is set to Traditional

Master Fuel
Master Fuel scales the overall fuel injection scheduling and is effective throughout the entire operating range from idle to full power. Master Fuel is required as an
overall trim to account for the size/capacity of the engine and the flow rate of the injectors.

Note: Master Fuel should be adjusted before adjusting the cells in the Fuel Table.

The value of Master Fuel is the injector pulse width (in milliseconds) that results if the active cell of the of the Fuel Table is set to a value of 100 and the manifold
absolute pressure is 100kPa. This does not include any other enrichments or corrections. Increasing the Master Fuel value increases the injector pulse width and
hence the amount of fuel injected into the engine. However, changing Master Fuel DOES NOT change any value in the Fuel Table or any other fuel adjustments. It is
therefore possible to achieve the same tune with a smaller Master Fuel and larger Fuel Table numbers as when using a larger Master Fuel and smaller Fuel Table
numbers.

Note: It is recommended to use a Master Fuel value which results in the rows in the middle of the Fuel Table having cell number values around 50 with the desired
air/fuel ratios.

Master Fuel Trim

The Master Fuel Trim is a percentage correction applied to the Master Fuel pulse width.

Example:
Master Fuel Pulse Width = 9ms,
Master Fuel Trim Percentage = 4%

To calculate the effective pulse width:

Effective Master Fuel = Master Fuel + (Master Fuel * (Master Fuel Trim / 100))
= 9 + (9 * (4/100))
= 9 + 0.36
= 9.36

The effective master fuel is 9.36ms.

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Fuel Equation Mode > Modeled Modes > Engine Capacity
Engine Capacity
Enter the Engine Capacity in cubic centimeters (cc).
This number is used by the fuel calculation to determine cylinder air charge. It is also used to determine the Load(Abs) parameter.

Note: This setting is only used when the Fuel Equation Mode is set to Modelled or Modelled - Multi Fuel.

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Fuel Equation Mode > Modeled Modes > Fuel System Type
Fuel System Type
Note: The Fuel System Type settings apply to the low pressure fuel system, not Direct Injection High Pressure fuel systems.

The Fuel System Type setting selects how the ECU determines the differential pressure across the injector. Select the Fuel System Type that matches the engines
setup.
Knowing the injectors differential pressure allows the ECU to calculate the change in fuel flow.

Fuel System Type has the following options available:

· None - No FP Correction - The fuel system pressure has no effect upon the fuel equation. The injector flow entered is used only with no pressure compensation.
This option should only be used if no other suitable option is available.
· MAP Referenced - For use on a fuel system in which the fuel pressure regulator is controlled by the engines intake manifold pressure. To use this mode, the
Base Fuel Pressure and Injector Rated Fuel Pressure settings must be correct.
· Returnless - For use on a fuel system where the fuel rail has no return line back to the fuel tank. Requires that the ECU has access to a correctly configured MAP
sensor signal. To use this mode, the Base Fuel Pressure and Injector Rated Fuel Pressure settings must be correct.
· FP Sensor - For use on a fuel system that contains a sensor that measures the pressure in the fuel rail. Requires that the ECU has access to the correctly
configured fuel pressure sensor and MAP sensor. To use this mode, the Base Fuel Pressure and Injector Rated Fuel Pressure settings must be correct. Only this
mode supports a rising rate regulator.

NOTE: This setting is only used when the Fuel Equation Mode is set to Modelled or Modelled - Multi Fuel.

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G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Fuel Equation Mode > Modeled Modes > Base Fuel Pressure
Base Fuel Pressure
The Base Fuel Pressure is the fuel pressure in the fuel rail when the fuel pump is on, but the engine is not running (for both MAP referenced and returnless systems).

Note: This setting is only used when the Fuel Equation Mode is set to Modelled or Modelled - Multi Fuel AND Fuel System Type is set to MAP Referenced or
Returnless.
G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Fuel Equation Mode > Modeled Modes > Fuel Density
Fuel Density
The Fuel Density setting is used to specify the density of the fuel being used. The fuel density is required as part of the ECUs fuel equation.
Fuel density can vary depending on fuel type, manufacturer, and season. The following values are given as guidelines only.

Fuel Densities by Fuel type @ 20 deg C

Fuel Type Density (g/cc)
Petrol (Gasoline) 0.745
Ethanol 99% 0.789
Ethanol 95% (5% water) 0.8077
Methanol 0.791

Note: This setting is only used when the Fuel Equation Mode is set to Modelled or Modelled - Multi Fuel.

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Fuel Equation Mode > Modeled Modes > Fuel Density Temperature Coefficient
Fuel Density Temperature Coefficient
The Fuel Density Temperature Coefficient setting is used to specify how the density of the fuel used changes with temperature. The fuel density temperature coefficient
is required as part of the ECUs fuel equation.
Note: This must be correctly set irrespective of if a fuel temperature sensor is used. Fuel temperature density correction will not be applied unless a fuel temperature
sensor is fitted and correctly configured.

Fuel Density Temperature Coefficients by Fuel type

Fuel Type FDTC (1/deg C)
Petrol (Gasoline) 0.00095
Ethanol 0.00109
Methanol 0.00149

Note: This setting is only used when the Fuel Equation Mode is set to Modelled or Modelled - Multi Fuel.

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Fuel Equation Mode > Modeled Modes > Fuel Charge Cooling Coefficient
Fuel Charge Cooling Coefficient
The Fuel Charge Cooling Coefficient number is used to determine the cooling effect the evaporation of the fuel has on the temperature of the air charge. The amount of
charge cooling is determined by the latent heat of evaporation of the fuel, the manifold air temperature, the injector location and spray pattern and various other
complex factors. Determining this number mathematically is complex and it is more simple to determine it during tuning.

This is an important correction and greatly improves the fuel calculations ability to deliver the expected target Lambda value. Tuning of this setting also relies highly on
accurate injector information (particularly dead times) being entered first.

WARNING: Changing the Fuel Charge Cooling Coefficient after the Fuel (VE) Table is tuned will alter the engines tune. This number must be set before final tuning
and not changed.

If you do not want to use the fuel charge temp cooling correction, set this setting to 0.

A Typical setting is 10 deg C for gasoline.

Typical Procedure for Setting Fuel Charge Cooling Gain

1. Make sure all fuel settings and injector characteristic information is correct.
2. Tune the engine well enough that it can be safely operated in the mid RPM/load area.
3. Pick a particular RPM/load where the engine can be held reasonably steady.
4. Set the Lambda Target in all cells around the area to be tuned to a value of Lambda 1.0. Hint, use the U key to toggle between AFR and Lambda display).
5. Tune the cells in Fuel Table to make the measured exhaust lambda read a stable Lambda 1.0.
6. With the engine running steadily at Lambda 1.0, adjust the AFR/Lambda Target to 0.9.
7. If the exhaust Lambda is less than the Lambda Target (too rich) then reduce the Fuel Charge Cooling Coefficient number. Otherwise if the exhaust Lambda is
higher than the Lambda Target (too lean) then increase the Fuel Charge Cooling Coefficient number.
8. Change the AFR/Lambda target back and forwards between 1.0 and 0.9 adjusting the Fuel Charge Cooling Coefficient number until the exhaust lambda
matches the AFR/Lambda target.

Note: This setting is only used when the Fuel Equation Mode is set to Modelled or Modelled - Multi Fuel.
G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Fuel Tuning Procedure
Fuel Tuning Procedure
This guide is intended to roughly define the steps to setup and tune engine fueling. Tuners will have their own preferred methods and techniques but should read this
guide to at least have an understanding of the order in which fuel setting must be adjusted.

The way in which fuel is setup and tuned varies depending on how the ECU is setup, this is mostly governed by the Fuel Equation Mode used.

All Fuel Tuning Modes

· Check and double check that all important fuel and engine configuration settings are correct, changing some settings later could result in a full retune being
required.
· Check all fuel correction tables are off, zeroed or set to known values before starting tuning, it is ideal to tune with no influence from these tables then introduce
them later.
· Set the AFR/Lambda Target Table values correctly.

Traditional Fuel Equation Mode

1. If Charge Temperature Correction is enabled, then the Charge Temperature Approximation Table must be configured before tuning, changing this table later will
require retuning of the Fuel Table.
2. An important step is to get a good range of Fuel Table numbers, this involves selecting a suitable Master Fuel value. The aim is to get a good span of numbers
across the fuel table to prevent running out of adjustment later.
1. Set the Master Fuel Trim to 0%.

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2. The aim is to run the engine at mid RPM/load and get fuel table numbers of around 50. If the numbers are too low, then reduce Master Fuel, likewise if the
Fuel Table numbers are too high, increase Master Fuel.
3. Tune the Fuel Table at idle and make sure the numbers have useable resolution. If the numbers are too small, then a lower Master Fuel is required. A
typical idle number is around 20-30.
4. If possible check at full power that the Fuel Table numbers do not get too high. A typical full power number is around 75-85.
3. Tune the Fuel Table cells as normal.

Modelled (and Multi Fuel) Fuel Equation Mode

Note: Refer HERE for a more detailed Multi Fuel Setup and Tuning Guide

1. Modelled Fuel Equation Mode depends critically on all fuel and injector characteristic information being correct. Some parts of the modelled fuel calculation will
not deliver the desired result if these numbers are wrong. Do not guess at these numbers, contact your Link dealer for further advice if required.
2. Prior to tuning, ensure the Charge Temperature Approximation Table is configured correctly, changing this table later will require retuning of the Fuel (VE)
Table.
3. Ensure Fuel Pressure and Fuel Temperature is stable. Confirm that the Base Fuel Pressure setting is correct and that the fuel system maintains this pressure
over the entire operating range (MAP referenced system), if this setting does not match the fuel pressure on the engine then the ECU will not correctly calculate
the actual injector flow.
4. Before final tuning can be completed, the Fuel Charge Cooling Coefficient must be set correctly. This can not be adjusted once tuning is complete as it will
require retuning of the Fuel (VE) Table.
5. Tune the Fuel (VE) Table cells as normal.

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Equation Load Source
Equation Load Source
This option determines how the load input to the fuel equation is derived. The load signal is an estimation of the pressure forcing air into the cylinder.

Equation Load Source has the following options available:

· Load=MAP - Manifold Absolute Pressure (MAP) is used as the load input for the fuel equation. This means that when the manifold pressure doubles, there will
be twice the cylinder charge. This is the preferred mode and should be used on all applications unless the MAP signal is not a reliable reference to manifold
pressure.
· Load=BAP - Barometric Absolute Pressure (BAP) is used as the load input for the fuel equation. This allows for correction of the estimated air charge based on
barometric pressure. This can only be used on naturally aspirated engines with no useable MAP signal.
· Load=BAP/MAP XOver - BAP is used as the load input for the fuel equation while the MAP value is less than the BAP value (ie manifold vacuum). When MAP is
greater than BAP (ie under boost), MAP is used as the load input to the fuel equation. This mode is rarely used but can have application on forced induction
engines with a very weak or erratic MAP signal when in vacuum.

Further Explanation of Equation Load Source Options:

· Load=MAP - This is the most common mode used. In this mode Manifold Absolute Pressure (MAP) is used in the main fuel equation. This means that a doubling in
the MAP reading will result in twice as much air charge and hence twice the fuel being delivered to the engine (assuming the main fuel table number stays constant).
In order to get Barometric Pressure Correction into the fuel calculation in this mode, the Fuel Table Load Axis should be set to MGP.
For engines with low manifold pressure, or one throttle butterfly per intake port and turbocharged, set the Fuel Table Load Axis to TP(Main).
· Load=BAP - This mode is used on more aggressive engines where the MAP reading is too low or inconsistent to provide stable tuning.
In this mode the Fuel Table Load Axis will typically be set to TP(Main).
This mode then effectively provides barometric pressure correction for engines 'mapped off TPS'.
· Load=BAP/MAP XOver - This mode is a combination of the Load=MAP and Load=BAP modes. Under vacuum, the fuel equation uses Barometric Absolute
Pressure (BAP) but changes over to use Manifold Absolute Pressure (MAP) under boost. This results in a calculated fuel addition once under boost.
The best way to use this mode is to span the main Fuel Table Load Axis with TP(Main). Enable the 4D fuel table and span its Load axis using MGP. Set the Load
Axis to start at 0 kPa and ensure that all numbers in the first row are 0. This gives BAP correction over the entire operating range and allows fuel tuning under boost.

Setup Examples

· Naturally aspirated engine with stable intake manifold pressures.

· Equation Load Source - Load=MAP
· Fuel Table Load Axis - MGP

· Naturally aspirated engine with unstable intake manifold pressures.

· Equation Load Source - Load=BAP
· Fuel Table Load Axis - TP(Main)

· Turbo/Super charged engine with stable intake manifold pressures.

· Equation Load Source - Load=MAP
· Fuel Table Load Axis - MGP

· Turbo/Super charged engine with unstable manifold pressures below atmospheric pressure.
· Equation Load Source - Load=BAP/MAP XOver
· Fuel Table 1 Load Axis -TP(Main)
· 4D Fuel Table Load Axis - MGP

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Lambda Target Table Overlay
Lambda Target Table Overlay
The Lambda Target Table Overlay function allows for a fourth dimension of tuning on the AFR/Lambda Target Table. This can be used for a variety of tuning purposes.
Examples include altering the AFR/Lambda at lower temperatures, safety functions to richen the engine or for altered AFR/Lambda based on altitude.
Lambda Target Table Overlay numbers are added to the numbers in the AFR/Lambda Target Table. For example a number of 1 AFR in the table will alter the AFR
Target by plus one (ie 14.7 will become 15.7). If the table has a number of -0.5 then the final AFR will be 0.5 less.

Note: The Lambda Target Table Overlay value will only be applied while the selected input is active.
Note: As the AFR/Lambda Target is used for Closed Loop Lambda (CLL), the Open Loop AFR/Lambda Overlay function will also affect the CLL target.

The current AFR/Lambda Target can be viewed in the Fuel tab of the Runtime Values window.

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Stoichiometric Ratio
Stoichiometric Ratio

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The Stoichiometric Ratio of the fuel being used is required to calculate the correct amount of fuel to be delivered for a given air mass. The stoichiometric ratio is also
used to calculate the AFR Average runtime value and by PCLink to do automatic Lambda to AFR conversion (U key).

Below are some stoichiometric ratios of common fuels:

Fuel Type Stoichiometric

Ratio
Petrol/Gasoline 14.7 to 1
Ethanol 9.0 to 1
E85 (85% Ethanol, 15% Petrol) 9.7-9.8 to 1
Methanol 6.4-6.5 to 1
Diesel 14.6 to 1
Liquefied Petroleum Gas (Propane) 15.5-15.8 to 1

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Min Effective Pulse Width
Min Effective Pulse Width
The Min Effective Pulse Width is the shortest Effective Pulse-width the ECU will allow regardless of all fuel trims. The correct value for this setting should come from
your injector specifications data-sheet.
The Injection Effective PW can be less than this value but the Injection Effective PW plus the Injector Short Pulse Width Adder will always be greater than or equal to
this value (same as Injection Actual PW minus the Injection Deadtime).

Note: The Min Effective Pulse Width setting only applies to primary injectors. Secondary injectors can have a minimum pulse-width set with the Sec PW Lockout
setting.

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Charge Temp Correction
Charge Temp Correction
Charge Temperature refers to the temperature of the air entering the engines intake port. This value can be estimated from the Engine Coolant Temperature (ECT) and
Intake Air Temperature (IAT) parameters at various load points.

The influence of IAT and ECT upon the current Charge Temperature value is affected by the current value from the Charge Temp Correction Table.

A table value of 100% means the Charge Temperature parameter will read the same as the ECT parameter.
A table value of 0% means the Charge Temperature parameter will read the same as the IAT parameter.

In Traditional Fuel Equation Mode, Charge Temperature Correction must be turned on if it is to be used. In Modelled and Modelled - Multi Fuel modes Charge
Temperature Correction is always used and there is no On/Off setting available.

WARNING: Manifold temperature sensor location has a large influence on accurate charge temperature estimation. Placing a sensor before the throttle body may not
provide an accurate indication of the temperature of the air drawn into the cylinder. A sensor placed in the manifold may be more accurate. A heat soaked manifold will
increase the temperature of the intake air charge significantly. It is important that the sensor type used is fast responding and has an element that is out in the air flow.

Setup Notes

· Generally speaking, the more airflow the engine has, the more influence IAT should have. This should lead to a table that has lower values as the MGP and
Engine Speed increase.
· Charge Temperature Correction uses the IAT and ECT sensor data, but does not require use of the separate IAT and Warm-up (ECT) enrichment functions.
· When using the Charge Temp Correction, start with IAT Fuel Correction set to Off (or all zero) and set the Warm-up Enrichment table so all values are zero. Now
setup the Charge Temperature Correction table. If you are unable to achieve enough correction or want additional correction use the IAT Fuel Correction and
Warm-up Enrichment table also.
· IAT sensor location and type can cause substantial differences in the table. This is due primarily to heat-soak.
· If only charge temperature estimation from the intake manifold temperature sensor is required, set the table value to all 0.

Charge Temp Table Approximation Numbers

The following examples are to help understand how Charge Temperature Correction works. In the examples the Warm-up Enrichment table cells are all set to zero and
IAT Fuel Correction is turned OFF.

· When the active cell from the Charge Temp Approximation Table is set to 0.0

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As can be seen in the image above, the Charge Temperature value tracks the IAT value. You can also see that as the Charge Temperature decreases, the
injection effective pulse-width increases. This is because as the Charge Temperature decreases the density of the air increases and more fuel is required.

· When the active cell from the Charge Temp Approximation Table is set to 100.0

As can be seen in the image above, the Charge Temperature value tracks the ECT [Link] can also see that as the Charge Temperature decreases, the
injection effective pulse-width increases. This is because as the Charge Temperature decreases the density of the air increases and more fuel is required.

· When the active cell from the Charge Temp Approximation Table is set to 50.0

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As can be seen in the image above, at the start of the log ECT = 100°C, IAT = 50°C, and Charge Temperature = 75°C (half way between ECT and IAT). Initially the
ECT decreases and the Charge Temperature also decreases because of this, later the ECT stays stable and the IAT decreases and the Charge Temperature also
decreases because of this. Because the Charge Temperature has decreased, the density of the air has increased and the ECU adds more fuel, which can be seen
by the increased effective pulse-width.

Determining Values for the Charge Temp Approximation Table

Generally speaking when less air flows through the engine the heat of the engine (ECT) will have more of a heating effect on the incoming air. And when more air flows
through the engine the heat of the engine (ECT) will have less of a heating effect on the incoming air.

Normally the higher the engine speed the lower the value needed in the charge temp table. Also the higher the engine load (MGP or TPS) the lower the value needed
in the charge temp table.

Logging engine data and then analysing it will help determine if the charge temp table value for a certain engine speed and load needs to be increased or decreased.

· Increasing the value example

Imagine you recorded a log and upon reviewing it you found the following:

MGP = -50 kPa

Engine speed = 2000 rpm
Charge table value = 50
Lambda target = 0.9
Lambda reading = 0.8
ECT = 40C
IAT = 20C
Charge temp = 30C

In this situation the engine requires less fuel, which means the Charge Temperature needs to be increased. To achieve this ECT needs to have more influence (as
ECT is at a higher temperature than IAT), so the Charge Table value is increased from 50 to 75. Record another log and look at the result. Now adjust again as
required.

· Decreasing the value example

Imagine you recorded a log and upon reviewing it you found the following:

MGP = -50 kPa

Engine speed = 2000 rpm
Charge table value = 50
Lambda target = 0.9
Lambda reading = 1.0
ECT = 40C
IAT = 20C
Charge temp = 30C

In this situation the engine requires less fuel, which means the Charge Temperature needs to be decreased. To achieve this IAT needs to have more influence (as
IAT is at a lower temp than ECT), so we the Charge Table value is decreased from 50 to 25. Record another log and look at the result. Now adjust again as
required.

When reviewing a log file all the cells of the Charge Table that the log has data points for (Engine Speed and Load) can be adjusted. Another log file can then be
recorded and examined to see which cells of the Charge Table still needs adjusting. Each time this process is repeated each cell of the Charge Table will be getting
closer to where it needs be. For cold start tuning this process may take some days, as getting the engine back down to a low ECT can take a while.

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G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Asynchronous Injection
Asynchronous Injection
Asynchronous Injection adds extra fuel injection pulses after the main injection pulse is completed. This is done when the fuel calculation output increases the required
amount of fuel after the initial amount of fuel has already been injected.
This function gives a faster response than using just Acceleration Enrichment which used on its own has to wait for the next injection event and so is one engine cycle
behind.

The Minimum Asynchronous Injection setting is the minimum amount of calculated extra fuel required before an asynchronous injection event will occur, this prevents a
large number of small injection events occurring.
G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Wall Wetting Compensation
Wall Wetting Compensation
When the new volume of fuel being injected is larger than the previous volume this percentage value of extra fuel is also added to help compensate for changes in the
intake wall fuel film in transient conditions. This function is operating all the time including on exit of fuel cuts.
Appropriate setting of this value should reduce the need for Accel Enrichment.
G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Injector Drive Reallocation
Injector Drive Reallocation
This feature allows the user to rearrange how physical Injector Drives are linked to the different injector channels in the ECU.
· Off - Injector channels are allocated as specified in the Fuel Setup help, e.g. for sequential injection injector drive 1 is wired to cylinder 1, injection drive 2 is
wired to cylinder 2 and so on.
· On - Injector channels are re-allocated as specified in the Injector Drive Reallocation table. The X axis is the injector channels coming out of the fuel equation
and the user-settable values in the table are what physical injector drive that fuel channel is to be sent to.

For example if you have a 4 cylinder engine with both Direct Injectors and Port Injectors you would have the Injection Mode set to 'Direct/Port Injection' and there will be
eight injector drives allocated. These eight drives are by default allocated with the first four being the Direct Injectors and the 2nd lot of four being the Port Injectors as
shown below:
· DI injector cylinder 1 - Injector Drive 1
· DI injector cylinder 2 - Injector Drive 2
· DI injector cylinder 3 - Injector Drive 3
· DI injector cylinder 4 - Injector Drive 4
· Port injector cylinder 1 - Injector Drive 5
· Port injector cylinder 2 - Injector Drive 6
· Port injector cylinder 3 - Injector Drive 7
· Port injector cylinder 4 - Injector Drive 8

If you were to then turn on Injector Drive Reallocation and setup the table as shown below you would have:

Swapping Primary and Secondary injector allocations

around on a 4cyl engine.

· DI injector cylinder 1 - Injector Drive 5

· DI injector cylinder 2 - Injector Drive 6
· DI injector cylinder 3 - Injector Drive 7
· DI injector cylinder 4 - Injector Drive 8
· Port injector cylinder 1 - Injector Drive 1
· Port injector cylinder 2 - Injector Drive 2
· Port injector cylinder 3 - Injector Drive 3
· Port injector cylinder 4 - Injector Drive 4
G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Injector Duty Cycle Fault Value
Injector Duty Cycle Fault Value
This setting allows the user to set the Inj Duty cycle at which the "ECU Fault Code 122: Injector Duty Cycle above Error High Value" fault is triggered. Typical values
are between 90 and 100%.

Note: The requested Duty Cycle must be above the set value for a continuous period of 200ms before the fault is thrown.
Note: The fault can be triggered by the Primary or the Secondary Injector requested Duty Cycle.
G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Injector Setup
Injector Setup
Note: Some Injector Calibrations can be found here.

The following controls relate to fuel injector and ECU injection driver setup. Typically these will be set once during the initial setup procedure and left unaltered after
that.

· Fuel Injector Wiring and Setup Technical Notes - Information to help with the injector configuration.
· Injector Deadtime - Dead time table for the primary injectors.
· inje - Information on how to compensate for the non-linear flow of injectors at short pulse widths.
· Injector Flow @ Rated Pressure - How much fuel flows through the injector at the rated pressure. Only used when Fuel Equation Mode is set to Modelled or
Modelled - Multi Fuel.
· Injector Rated Fuel Pressure - This is the differential fuel pressure that the injectors were flow rated at. Only used when Fuel Equation Mode is set to
Modelled or Modelled - Multi Fuel.

Other options relating to the fuel delivery method and fuel calculation are found in the Fuel Setup menu.

DI Injector drive mode

This setting is only visible when using 'Direct Injection' or 'Direct/Port Injection' Injection Mode.
This setting allows the user to invert the injector drive electrical output and turn on the built in pull-up (G5 Voodoo Pro ECUs only) so that the ECU can be wired directly
to an OE DI converter box such as the one found on some engines such as the Toyota GT86/Subaru BRZ FA20, Toyota 2UR-GSE engine and Toyota 2GR-FSE.

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· Standard - The injector drive output is active low (pulls to ground to turn the injector on) and the internal pull-up (G5 Voodoo Pro ECUs only) is off.
· Inversed with pull-up - The injector drive output is active high (pin drive floating to turn injector on) and the internal pull-up (G5 Voodoo Pro ECUs only) is on.

The 'Inversed with pull-up' mode is used

Injector Dead Time Table

There is always a delay between the injector being energised and the injector actually opening. Likewise, there is a small delay between the injector being de-
energised and the injector closing. The opening time is considerably longer than the closing time. The overall result is that less fuel will flow for a given pulse width than
would be expected with an 'ideal injector'. To compensate for this the injector pulse widths are increased to compensate for this 'dead-time'. The dead-time for a given
injector is a function of the battery voltage, differential fuel pressure and the type of injector control (saturation or peak and hold). A typical dead-time at 3 Bar
differential fuel pressure and 14 volts is just under 1ms (ms = millisecond = 1 thousandth of a second).

In applications with a linear 1:1 fuel pressure regulator (ie not a rising rate regulator), the differential fuel pressure (difference between manifold pressure and fuel
pressure) will be constant. Therefore the only variable that is changing will be the battery voltage (this changes with electrical load and sometimes engine speed).
Without correction, the changes in dead time will cause the engine to run lean when the voltage drops. If the Injector Voltage Correction is properly setup then changes
in the battery voltage will not affect the air/fuel ratio.

The injector dead-time table allows the dead-time for different battery voltages to be entered. The values represent the dead-time in milliseconds. These should
increase with falling system voltage.

The following settings are available:

· Deadtime Table - This selects if a 2D table with the X axis fixed to battery voltage or a 3D table with configurable axis is used. This setting affects the primary
and secondary Injector Dead Time Table
· Injector Dead Time Table - The values entered in this table are the time in ms that will be added to Inj Effective PW (injector effective pulse-width) to
compensate for injector dead time.

Fuel Pressure Dead Time Correction

When using a 3D dead time correction table dead time can also be corrected for changes in fuel pressure. This is useful when using a rising rate fuel pressure
regulator. To do this set the Y axis of the 3D Injector Dead Time Table to Differential Fuel Pressure. For this to work correctly a MAP sensor and Fuel Pressure sensor
must be connected to Analog Volt channels on the ECU.

Injector Short Pulse Width Adder Table

The Injector Short Pulse Width Adder Table compensates for the non-linear flow characteristics of fuel injectors when at low pulse-widths.

Below 4.0 ms fuel injectors often have non-linear flow, to correct for this area of non-linear flow Link G4X and G5 ECUs have primary and secondary Injector Short
Pulse Width Adder Tables. The secondary table is used only on engine setups that use staged injection.

Most injector data sheets provide the required information for the Injector Short Pulse Width Adder table, often this information will be named 'GM Small Pulse Adder'
data. The table below is an example of this data for the Injector Dynamics ID1000 injector.

Effective Pulse Width 0.000 0.125 0.250 0.375 0.500 0.625 0.750 0.875 1.000 1.125 1.250 1.375 1.500 1.625 1.750 1.875
Short Pulse Width Adder 0.000 0.173 0.134 0.101 0.077 0.059 0.047 0.038 0.031 0.027 0.023 0.021 0.019 0.017 0.015 0.013
Effective Pulse Width 2.000 2.125 2.250 2.375 2.500 2.625 2.750 2.875 3.000 3.125 3.250 3.375 3.500 3.625 3.750 3.875
Short Pulse Width Adder 0.011 0.010 0.009 0.008 0.006 0.005 0.003 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Injector Dynamics ID1000 Short Pulse Width Adder Table (units in msec).

Warning
The correct numbers for the Short Pulse Width Adder Table will vary significantly with injector model. If accurate data is not available set the whole table to zero.

Injector Flow @ Rated Pressure

The injectors flow rating is used as part of the ECUs fuel equation. This is the volume of fuel (in cubic centimeters) the injector will flow per minute.
Injector flow numbers are always given or measured at a particular differential pressure. Any number entered for Injector Flow @ Rated Pressure must be
accompanied by also entering the correct Injector Rated Fuel Pressure setting. Note, there is no such thing as just "1000cc injector". They are ALWAYS 1000cc at a
particular differential pressure!

Note: This setting is only used when the Fuel Equation Mode is set to Modeled or Modeled - Multi Fuel.
Note: This value must always be set to the flow rate per cylinder, if there is one injector per cylinder then it is the flow rate of a single injector, if it is a V8 with 4
injectors wired up it is half the flow rate of an individual injector. When using Staged injection this value is the flow rate per cylinder of the primary injectors.

This setting is also used to determine the Instantaneous Fuel Consumption parameter.

Injector Rated Fuel Pressure

This is the differential fuel pressure that the injectors were flow rated at. Refer to the Injector Flow @ Rated Pressure setting. This setting is used as part of the fuel
calculations injector flow / fuel pressure compensation.

Note: This setting is only used when the Fuel Equation Mode is set to Modeled or Modeled - Multi Fuel.

Traditional Mode Fuel Flow Table

This setting turns on or off the Fuel Flow Table which is used for approximating fuel usage when using traditional mode. More specifically this table is used to update
the Accumulated Fuel Consumption runtime which is in turn used to update Inst. Fuel Consumption, Accumulated Fuel/Distance, Instantaneous Fuel/Distance and Fuel
Left values.
The output of the Fuel Flow Table is treated as the flow rate of the injectors in cc/minute (the flow rate of 1 injector not the cumulative flow rate of all injectors). It is
recommended to use Differential Fuel Pressure on one axis when a Fuel Pressure Sensor is present or MGP when there isn't one (Differential Fuel Pressure can be
used on a constant fuel pressure system (not MAP referenced) if the Fuel Pressure Error Value is set to the correct Fuel Pressure).

Note: The Fuel Flow Table is intended to provide an approximation of the actual fuel usage and the fuel usage accuracy depends on the accuracy of the Deadtime
Table values, SPWA Table values and the Fuel Flow Table values.
Note: This setting and associated table is only used when the Fuel Equation Mode is set to Traditional (Modeled fuel modes use the Injector Flow @ Rated Pressure
and Injector Rated Fuel Pressure values).

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Fuel Usage Fudge Factor

This setting is used to correct the fuel usage values without having to change the injector data settings. It acts as a multiplier to the amounts of fuel used being added
to the accumulated fuel use and so also affects the instantaneous and fuel/distance values. This setting doesn't alter the previous values, only new fuel used values
being added to them. This setting is to be used when it is impractical to correct the injector data but more accurate fuel usage values are desired.

G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Setup > Injector Test
Injector Test
This function allows injector wiring to be tested and can also be used to help with injector flow testing. This function will only operate when Engine Speed is 0 RPM.

Injector Test Settings

Injector Test has the following options available:
· OFF - No injector drives will be tested.
· Inj X (2ms 10Hz) - Where X is the injector channel. When selected injector drive X will pulse 10 times a second with a pulse-width of 2ms. This will continue until
OFF is selected from the Injector Test menu.
· Adv Test Inj 1 - An advanced test mode only for injector drive 1. When selected the advanced injector test will start, and once the test is finished Injector Test will
return to OFF.

Test Injection Counts - The number of times injector drive 1 will pulse for in total. Only used when Injector Test is set to Adv Test Inj 1.
Test Injection Frequency - How many times per second injector drive 1 will pulse. Only used when Injector Test is set to Adv Test Inj 1.
Test Injection PW - How long each pulse will turn on for. Only used when Injector Test is set to Adv Test Inj 1.

Note: The fuel pump (if controlled by the ECU) will be disabled during this test procedure as RPM is 0. If testing injector fuel flow using Adv Test Inj 1 the fuel pump will
need to be on. Select the Auxiliary Output channel the fuel pump is allocated to and change its function to Test (On), this will cause the fuel pump to turn on.
Remember to set the Auxiliary Output channel back to Fuel Pump when injector testing is finished.

Example:
Injector Test: Adv Test Inj 1
Test Injection Counts: 30
Test Injection Frequency: 5 Hz
Test Injection PW: 5.0000 ms

When setup like above the Injector Test function will pulse injector drive 1 five times per seconds (every 200ms), for a pulse-width of 5.0000ms. In total there will be
30 pulses, and the entire test cycle will take 6.0 seconds. At the end of the test cycle injector drive 1 will stay off and Injector Test will change to OFF.

Note: When Injection Reallocation is turned on the selected 'injector' in the test function is the channel not the actual drive so the reallocation table applies to the
injector test selection too.
G4X and G5 ECU Tuning Functions > Fuel Setup > Multi Fuel
Multi Fuel
Multi Fuel is a fuel calculation extension specifically designed for running the same engine on two different fuel types. While Multi Fuel can be used to tune the same
engine to run on similar fuels such as a high and low octane gasoline, it is more designed for use with fuels that significantly differ such as gasoline and alcohol
(ethanol / methanol).

Note: For a guide to configuring and tuning a Multi Fuel Setup, refer HERE.

Changes Between Fuels

When changing from one type of fuel to another the following changes occur:

· Fuel properties change. Eg Stoich ratio, density, viscosity...

· Injector characteristics change. Eg flow rate.s
· Desired Lambda Target can change.
· Engine VE can change due to improved efficiency of some fuels.
· Cold start requirements can change due to higher/lower volatility.

Uses for Multi Fuel

Multi Fuel is very flexible and can be used in a variety of ways. Functionally it is designed to be used on any two fuel types, not just gasoline and ethanol. Here are
some typical uses of Multi Fuel:

· Gasoline/ethanol blending (Flex Fuel). Multi Fuel allows the use of an ethanol sensor to determine the required fuel and injector properties to be used in the fuel
calculation for a particular ethanol blend.
· Tuning for two similar fuels (eg low and high octane) can often be achieved without Multi Fuel by simply having a different ignition table for each fuel that is
switched by the driver. However, Multi Fuel adds the flexibility to continuously vary between the tunes for each fuel using a dial or knob.
· Tuning a docile and aggressive tune on the same fuel and using a dial or knob to vary between the tunes. This could allow different Lambda target, ignition and
boost between the two tunes.

Multi Fuel Settings

When the Fuel Equation Mode is set to Multi Fuel, additional settings become available. Each of these settings is a duplicate of another setting that is available in
normal Modelled Fuel Equation Mode.

The following additional settings appear in the Multi Fuel settings menu when Multi Fuel Fuel Equation Mode is enabled:

· Injector Flow @ Rated Pressure - The 100% duty cycle flow of the injectors on the second fuel in cc per minute at the particular Injector Rated Fuel Pressure.
· NOTE: Injectors DO flow different volumes on different fuels (however they can be similar between different gasoline's).
· There is only one Injector Rated Fuel Pressure setting for the first fuel. The injector flows for the two fuels must be rated at the same pressure.
· Fuel Density @ 20 deg C - The density of the second fuel.
· Fuel Density Temp. Coeff. - The thermal temperature expansion coefficient of the second fuel.
· Stoich Ratio - The Stoich Ratio of the second fuel.
· Fuel Charge Cooling Coeff. - Used to determine the cooling effect the evaporation of the second type fuel has on the temperature of the air charge
· AFR/Lambda Target Table 2 - Sets the desired AFR/Lambda target for the second fuel.
· Multi Fuel Blend Ratio Table - Controls how the ECU chooses its real time values from the settings entered for the first and second fuel types. Described further
below.

Multi Fuel Blend Ratio Table

The Multi Fuel Blend Ratio Table controls how the ECU determines the real time values to choose for the fuel and tune parameters that vary between the two fuels.
The Multi Fuel Blend Ratio Table controls the real time value used for:

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· Stoich Ratio
· Injector Flow
· Fuel Density, Fuel Density Temp. Coeff., Fuel Charge Cooling Coeff.
· AFR/Lambda Target

The Multi Fuel Blend Ratio Table does not directly control other tuning real times values such as the Fuel (VE) Table, Ignition Table, Warm Up Enrichment or Boost
Control. However each of these functions can be configured to be controlled by the Multi Fuel Blend Ratio if desired.

The X Axis of the Multi Fuel Blend Ratio Table should be configured to suit the way in which the currently used fuel type is selected. The most common parameters to
use on the X Axis are Ethanol % (output from an ethanol content sensor), Analog Input (0-5V from pot on dash), or Digital Input (fuel selection switch on dash).

The values in the Multi Fuel Blend Ratio Table are interpreted as:

· 0% - Use entirely the settings for the first fuel.

· 100% - Use entirely the settings for the second fuel.
· 50% - Use a real time value for each property that is half way between the settings for the first fuel and second fuel.

The output of the Multi Fuel Blend Ratio Table is available as the Multi Fuel Blend parameter and can be used as a table axis, switching condition, for display and
logging.

To setup the Multi Fuel Blend Ratio Table:

1. Set the X axis to the parameter that controls fuel blending selection. Use Ethanol % if using an ethanol sensor. Otherwise an Analog Input or Digital Input will
most likely be used.
2. Set the X axis numbers as appropriate. There is an important point to understand here. The table should give an output of 0% when the first fuel is used and
100% when the second fuel is used. Here are some examples:

A - Gasoline and 100% Ethanol using an Ethanol Content Sensor

B - Gasoline and 85% Ethanol using an Ethanol Content Sensor
C - Using a digital input or CAN input on the Multi Fuel Switch Parameter
D - Using a dash mounted pot (or CAN input) to select a driver adjustable blend.

NOTE: The most important point from this table is that it must output 0% when tuning on the first fuel and 100% when tuning on the second fuel. Make sure the table is
not at its upper limit either. For example if 100% ethanol is used on example B above.

NOTE: Ethanol blends do not often measure as stated on the pump. This can depend on summer and winter blends and various other factors. Do not assume that
because you bought E85 it is 85% ethanol. While a variation in ethanol content is corrected for during engine running (the point of using a Multi fuel tune), at the time of
tuning the exact ethanol content must be known. It may be necessary to correct the fuels ethanol content.

NOTE: For a guide to configuring and tuning a Multi Fuel Setup, refer HERE.

G4X and G5 ECU Tuning Functions > Fuel Setup > Multi Fuel > Multi Fuel Setup and Tuning Guide
Multi Fuel Setup and Tuning Guide
Before reading this setup guide ensure you have read and fully understand all of the following topics (and the topics referenced by them). The guide assumes the
reader understands all of the setting and ideas presented!

· Fuel Equation Mode

· Multi Fuel Settings
· Fuel Setup
· Fuel Tuning Procedure

Setup and Tune for the First Fuel

The first fuel can be either of the fuel types used, but for clarity it is often better to be the primary fuel the engine will run on. Typically in a gasoline/ethanol setup this
will be the gasoline.

The first step is to tune the engine as though it was only going to run on the first fuel.

1. Fill the fuel tank with pure unblended first fuel. Go to some effort here to make sure there is no residual mix of fuel.
2. Set the Fuel Equation Mode to Modelled (not Multi-Fuel).
3. Setup all fuel, injector and engine properties for the first fuel.
4. Setup Cold Start adjustments. If using significantly different fuels or petrol/alcohol blends then these steps will be required. These settings are found under
Fuel->Cold Start.
1. Set Pre-Crank Prime to use a 3D table. Set the table axis to be ECT and Multi Fuel Blend (or Ethanol % if more appropriate).
2. Set Crank Enrichment to use a 3D table. Set the table axis to be ECT and Multi Fuel Blend (or Ethanol % if more appropriate).
3. Set Post Start Enrichment to use a 3D table. Set the table axis to be ECT and Multi Fuel Blend (or Ethanol % if more appropriate).
4. Set Warm Up Enrichment Table mode to Multi-Fuel. Set the Axis to TP(Main) (or MAP) and Engine Speed.
5. Tune the engine as per the Modelled fuel tuning guide. This includes cold starts and all other normal tuning procedures.

Setup and Tune for the Second Fuel

Tuning for the second fuel is basically the same procedure as tuning for the first fuel, except using the second fuel and all the settings for the second fuel.

1. Fill the fuel tank with pure unblended second fuel. Go to some effort here to make sure there is no residual mix of fuel.
2. Set the Fuel Equation Mode to Modelled - Multi Fuel.
3. Ensure that all the new settings that become available are configured correctly for the second fuel type. Refer Multi Fuel Settings. Particularly the Injector
flow and Stoich Ratio numbers.
4. Set up the Multi Fuel Blend Ratio Table. It is a good idea to start with the numbers in the Multi Fuel Blend Ratio Table linearly interpolated between 0 and 100%.

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5. Copy the AFR/Lambda Target table numbers from Table to Table 2. This can be done by right clicking on the AFR/Lambda Target Table and selecting
Import/Export > Export to Clipboard. Then right click AFR/Lambda Target Table 2 and select Import/Export > Import from Clipboard. Modify the numbers in
the AFR/Lambda Target Table 2 to suit the second fuel.
6. Some fuel changes will not require a second Fuel (VE) Table. Radical fuel changes (eg Gasoline/ethanol) may require a second VE table. A second table can
be enabled now or left until it is found that it is required. To enable a second VE Table:
1. In Fuel > Fuel Corrections > Dual Fuel Table, set the Table 2 Mode to Interpolate Between.
2. The Fuel Table Ratio Table will appear under Fuel > Fuel Corrections > Dual Fuel Table.
3. Set the X axis of this Table to Multi Fuel Blend and set the axis numbers to 0 and 100. You can choose to blend the VE tables from another parameter if
desired.
4. Set the numbers in the Fuel Table Ratio Table to match the axis numbers to get a VE table blend that matches the other Multi Fuel blended settings.
7. The same process can be used for two Ignition tables if it is expected that ignition numbers will vary significantly between fuels. The setup is found under
Ignition > Ignition Corrections > Dual Ign Table. Note: It may be desirable to set the X axis of this table to something other than Multi Fuel Blend if the ignition
timing should not exactly track the fuel blend. Eg Ethanol %.
8. If using a Multi Fuel blended Warm Up Enrichment Table then copy the numbers from Table 1 to Table 2 also.
9. Ensure before tuning that the Multi Fuel Blend parameter reads 100%.
10. Tune the engine as per the Modelled fuel tuning guide on the second fuel. Make sure to apply tuning changes to the settings for the second fuel (eg
AFR/Lambda Target Table 2, Fuel (VE) Table 2, Fuel Charge Cooling Coeff). This includes cold starts and all other normal tuning procedures.

Tuning Between Fuels

After the engine is satisfactorily tuned on both fuels, if it is desired to operate the engine at any point in between the two fuels then the fuel must be mixed in controlled
amounts and a basic tuning process followed.

1. Start by running a pure mix of either the first or second fuel.

2. Mix a controlled amount of the second fuel. If using an ethanol sensor this can be done by watching the measured ethanol content while the fuel is slowly added
(with the fuel pump running!). If manually mixing then care must be taken to get exactly the right proportions and to flush the tank between fuels. Steps of 10%
blend are sufficient.
3. Adjust the corresponding number in the Multi Fuel Blend Ratio Table to correct the tune towards the first or second fuel as required. Tune cold start and any
other fuel blend dependent parameters for this fuel mix.
4. Repeat the previous steps at each fuel mix.

G4X and G5 ECU Tuning Functions > Fuel Setup > Cold Start
Cold Start
The following controls relate to fuel injection cold start setup.

· Pre-Crank Prime
· Crank Enrichment
· Post-Start Enrichment
· Warm-up Enrichment Table
G4X and G5 ECU Tuning Functions > Fuel Setup > Cold Start > Pre-Crank Prime
Pre-Crank Prime
When trying to start a cold engine, fuel condenses on the walls of the intake tract, taking longer to reach the cylinder. Pre-Crank Prime delivers fuel to the engine
BEFORE it is cranked. This supplies additional fuel to wet the intake tract helping to ensure good starting at low engine temperatures. Do not confuse this with the First
Crank setting which adds to the Crank Enrichment for the FIRST engine revolution delivering an additional enrichment just for the first revolution.

Pre-Crank Prime Settings

Prime Mode
Sets the type of Pre-Crank Prime used:
· OFF - No Pre-Crank Prime
· Key On - The injectors will be opened for the time specified in the Pre-Crank Prime Time table each time the ECU is powered up.
· Ign Start Position - The injectors will be opened for the time specified in the Pre-Crank Prime Time table the first time the key is turned to the start position. This
ensures that the prime fuel is not injected too early when the key is turned on, then turned to start some time later. This mode requires a Digital Input to be configured
as Start Position and wired to the start terminal on the ignition switch.

Pre-Crank Prime Time Table

Sets the time the injectors will be opened for. If only using the x table axis set the axis to Engine Coolant Temperature (ECT).

Note: There are four engine coolant temperature dependant functions which provide enrichment. These are Pre-Crank Prime, Crank Enrichment, Post-Start
Enrichment and Warm-Up Enrichment. As a general rule, the correct warm-up enrichment value will be lower than either the crank enrichment or post-start enrichment.

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G4X and G5 ECU Tuning Functions > Fuel Setup > Cold Start > Crank Enrichment
Crank Enrichment
Cold engines require significantly more fuel (enrichment) than warm engines. This is primarily due to the fact that the injected fuel condenses on the walls of the inlet
tract and therefore does not make it to the cylinders.

The Crank Enrichment function provides enrichment while the engine is being cranked on the starter motor (while the engine speed is below 400rpm). As soon as the
engine speed exceeds 400 RPM, Crank Enrichment is turned off and enrichment is provided by the Post-Start function.

The amount of crank enrichment that is required for starting depends on engine coolant temperature, to cater for this, an 18 cell table is used to allow the crank
enrichment values to be edited in 10ºC increments. The value entered into each cell represents the percentage enrichment at that particular temperature. Linear
Interpolation is used between each cell to calculate the crank enrichment when the current engine coolant temperature is between the cell centres, the green cell
indicates the currently active cell.

The current amount of Crank Enrichment is displayed on the Fuel tab of the Runtime Values Window (F12 key).

Crank Enrichment Settings

First Crank Prime

This setting adds to the Crank Enrichment for the FIRST engine revolution delivering an additional enrichment just for the first revolution. Do not confuse this with the
Pre-Crank Prime setting that delivers fuel BEFORE the engine is cranked.

3D Crank Enrich
Set this to ON for a Crank Enrichment Table that has x and y axis. Set to OFF for a Crank Enrichment Table with only an x axis.

Crank Enrichment Table

Sets the percentage of fuel enrichment that will be applied when Crank Enrichment is active. If only using the x table axis set the axis to Engine Coolant Temperature
(ECT).

Crank Hold Time

This is the time in seconds that Crank Enrichment will continue to operate after the ECU has crossed over to Post-Start Enrichment. This means that for this period of
time both enrichment functions are operating at the same time. This function helps to provide a more stable air fuel ratio in the first few seconds after startup.

Note: There are four engine coolant temperature dependant functions which provide enrichment. These are Pre-Crank Prime, Crank Enrichment, Post-Start
Enrichment and Warm-Up Enrichment. As a general rule, the correct crank enrichment value will be higher than either the post-start or warm-up enrichment values.

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G4X and G5 ECU Tuning Functions > Fuel Setup > Cold Start > Post-Start Enrichment
Post-Start Enrichment
Cold engines require significantly more fuel (enrichment) than warm engines, this is primarily due to the fact that the injected fuel condenses on the walls of the inlet
tract and therefore does not make it to the cylinders.

As soon as the engine speed exceeds 400 RPM, the crank enrichment enters it's hold time state and once the crank enrichment hold time has passed enrichment is
provided by the Post-Start Enrichment function. The Post-Start enrichment value will be fixed for a set length of time (set by the Hold Time). After the Hold Time has
elapsed, the post-start enrichment will decrease linearly until it reaches the value set by the Warm-Up Enrichment. The length of time that this decrease takes is set by
the Decay Time. At the end of this decay the Post-Start Enrichment will turn off and the Warm-Up Enrichment will be the only engine coolant temperature enrichment
remaining active.

The Post Start Enrichment Table can be set to either 2D or 3D. When set to 2D the x (horizontal) axis is set to ECT and the table increments every 10ºC. When set to
3D both the x and y table axis are configurable, this is useful for more complex setups particularly when needing to support multiple fuel types. Linear Interpolation is
used between each cell to calculate the correct amount of enrichment when the axis values are between the cell centres. The green cell indicates the currently active
cell.

The current post-start enrichment value is displayed on the Fuel tab of the Runtime Values Window (F12 key).

Note: There are four engine coolant temperature dependant functions which provide enrichment. These are Pre-Start Prime, Crank Enrichment, Post-Start Enrichment
and Warm-Up Enrichment. As a general rule, the correct Post-Start Enrichment value will be lower than the Crank Enrichment but higher than the Warm-up
Enrichment.

If the current Post-Start Enrichment value (based on engine coolant temperature) is the same value as that of Warm-up Enrichment the Post-Start Enrichment will be
skipped as it is not necessary.

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G4X and G5 ECU Tuning Functions > Fuel Setup > Cold Start > Warm-up Enrichment Table
Warm-up Enrichment Table
Cold engines require significantly more fuel (enrichment) than warm engines. This is primarily due to the fact that the injected fuel condenses on the walls of the inlet
tract and therefore does not make it to the cylinders.

After the Post-Start Enrichment has decayed away, Post-Start Enrichment will turn off and Warm-Up Enrichment will become active. Warm-Up Enrichment will remain
active for the rest of the time that the engine is running. As the engine warm-ups up to full operating temperature the required warm-up enrichment will decrease.

To complicate matters the required enrichment changes dramatically with airflow. For example with ECT of 20ºC the amount of enrichment required at idle is
considerably more than the amount required if operating at half throttle. To allow compensation for this, a 3D Table is used to allow the warm-up enrichment to be set
as a function of both engine coolant temperature AND load. It is recommended that one table axis is set to TP(Main), the other must be set to a value that represents
engine coolant temperature (usually ECT).

The Warm Up Enrichment Table can be set to either Single or Multi Fuel modes:
· Single mode - In this mode there is only one Warm Up Enrichment Table and the enrichment from this table will be applied once Post-Start Enrichment is
finished.
· Multi fuel Mode - In this mode there are two Warm Up Enrichment Tables. This mode is only for use when the Fuel Equation Mode is set to Modelled - Multi Fuel.
Warm Up Enrichment Table 1 should be tuned to suit the primary fuel, while Warm Up Enrichment Table 2 should be tuned to suit the second fuel. The Multi Fuel
Blend parameter will then interpolate between the two Warm Up Enrichment Tables to provide the correct amount of enrichment once Post-Start Enrichment is
finished. The Multi Fuel Blend parameter is controlled by the Multi Fuel Blend Ratio Table.

Values in the Warm Up Enrichment Table represent the percentage of the base pulse width that will be added to the fuel value. A value of 0 in this table will result in no
warm up enrichment. Areas of this table around normal running temperature should be set to zero.

The current Warm-Up Enrichment value is displayed on the Fuel tab of the Runtime Values Window (F12 key).

Note: At normal operating temperature the warm-up enrichment should be set to zero.

Note: There are four engine coolant temperature dependant functions which provide enrichment. These are Pre-Start Prime, Crank Enrichment, Post-Start Enrichment
and Warm-Up Enrichment. As a general rule, the correct warm-up enrichment value will be lower than either the crank enrichment or post-start enrichment.

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G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Corrections
Fuel Corrections
The following controls relate to fuel corrections.

· Idle Load Trims

· IAT Correction
· 4D/5D Fuel Table
· Dual Fuel Table
G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Corrections > Idle Load Trims
Idle Load Trims
These trims can be used to correct a surging idle that results from mechanical loads being switched on.
Note: These settings are only available when using traditional fuel equation mode.

Air Con Trim

Air Con Trim is amount of time in milliseconds added to the injector pulse width when the Air Conditioning clutch is engaged and Idle Speed Control is Active, if Idle
Speed Control is turned off then the engine speed must be below 2000rpm for this trim to be active.

Drive Trim
Drive Trim is amount of time in milliseconds added to the injector pulse width when the transmission is in a driving gear and Idle Speed Control is Active, if Idle Speed
Control is turned off then the engine speed must be below 2000rpm for this trim to be active. Any Gear other than 0, -, N and P are considered to be driving gears and
the clutch and Neutral Park switch affect the In Driving Gear Status.

Engine Fan Trim

Engine Fan Trim is amount of time in milliseconds added to the injector pulse width when the engine fan is activated and Idle Speed Control is Active, if Idle Speed
Control is turned off then the engine speed must be below 2000rpm for this trim to be active.

GP Idle Fuel Trim

GP Idle Fuel Trim is amount of time in milliseconds added to the injector pulse width when the GP Idle Input is activated and Idle Speed Control is Active, if Idle Speed
Control is turned off then the engine speed must be below 2000rpm for this trim to be active.

PS Idle Fuel Trim

PS Idle Fuel Trim is amount of time in milliseconds added to the injector pulse width when the PS Switch is activated and Idle Speed Control is Active, if Idle Speed
Control is turned off then the engine speed must be below 2000rpm for this trim to be active.
G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Corrections > IAT Fuel Correction
IAT Fuel Correction
This function allows fueling correction to compensate for changes in inlet air temperature. Hotter air is less dense than colder air and so as air temperature increases
there will be less oxygen available to burn in the combustion chambers. Without IAT correction an engine will run richer on a hotter day and leaner on a cooler day,
while this is desirable to some extent the change is typically more than what is required.

The IAT Mode can be set to ON or turned OFF completely, if no IAT sensor is installed, this setting should be set to OFF.

Note: It is recommended that all applications use intake temperature correction, IAT Correction requires that an intake temperature sensor be installed and and the IAT
Analog Input to be configured correctly.

Note: Ideally, the correction at 20C should be set to zero, at air temperatures below this the correction should be positive to provide enrichment and at air temperatures
above this the correction should be negative to reduce the fuel delivery.

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The IAT Fuel Trim Table allows the enrichment at different intake temperatures to be dependent on engine load. The IAT Fuel Trim Table should be set up with one
axis representing intake air temperature (usually IAT) and the other representing engine load.
G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Corrections > 4D/5D Fuel Table
4D/5D Fuel Table
Under normal circumstances a 3D Fuel Table is sufficient, usually with engine speed on one axis, load (typically represented by TP(Main) or MAP) on the other axis
and the fuel value as the third axis. This 3D mapping will be very familiar to the average tuner and a 3D surface representing the ignition timing can be easily visualized
or physically displayed using a Surface Graph.

An example of a possible application would be to correct VE as a function of barometric pressure (eg to correct for turbo charger efficiency changes).

The 4D and 5D Tables allow a way to achieve higher dimensional (4D, 5D, 6D) mapping to cater for the most complex tuning situations. This concept is difficult to
visualize and tuning in this mode will consume more time and as a result of this tuning using the 4D and 5D tables is recommended for advanced tuners only.

To view the current amount of trim being applied by the 4D or 5D Fuel Trim open the Fuel tab of the Runtime Values window (F12 key).

When configured as Overlay Table, the Dual Fuel Table effectively adds a 6th user defined fuel tuning dimension (6D). As the Dual Table is larger than the 4D and 5D
tables it is the preferred table for fuel overlay tuning (if switchable fuel maps are not required).

4D/5D Fuel Table Settings:

4D/5D Fuel Mode

The 4D or 5D tables may be enabled or disabled by selecting ON or OFF.

Table Activation
Allows the 4D or 5D Fuel Table to become active only under certain conditions, this is useful if an external switch or switching output is required to activate the table (eg
switching in the 4D Fuel Table when the NOS solenoid becomes active). If the table is required to be always active set this adjustment to Always ON.
This setting is only available when 4D/5D Fuel Mode is set to ON.

4D/5D Fuel Table

This table works as an adjustment to the main fuel table. As with most Link ECU correction tables, the 4D and 5D Fuel Tables are applied as a percentage of the base
pulse width. As the base pulse width is calculated using the numbers in the main fuel table, the 4D/5D Fuel Table numbers effectively act as a percentage of the main
fuel table. Another way to word it is: Putting 10% in the 4D Fuel Table is the same as changing the Main Fuel Tables number by 10%.
4D and 5D Fuel Tables can have their X and Y axis parameters selected and their row/column locations adjusted. To do this, click on the table and press the X key or
right click on the table and select Axis Setup.

Example:
A reduction in the Main Fuel Table from 50 to 45 is a 10% change. The same effect can be achieved by leaving 50 in the Main Fuel Table and putting -10% in the 4D
Fuel table. 50 minus 10% of 50 equals 45 or 50 - (50 * 10%) =45
G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Corrections > Dual Fuel Table
Dual Fuel Table
Dual Fuel Tables allow the ECU to be tuned for two completely different tuning strategies which may require switched or interpolated tables. If switching Fuel tables is
not required, Fuel Table 2 can be configured as another overlay table, this allows up to 6 dimensions (6D) of user defined fuel tuning (refer to 4D/5D tables). A common
use of Dual Fuel Tables is when running two different octane fuels or two different engine setups. Dual Fuel tables may be used in conjunction with dual Ignition and
boost tables to completely cater for the different requirements of the two setups.

Dual Fuel Table Settings:

Dual Table Mode

Controls how the Dual Fuel Table function is used, the following options are available:
· OFF - The table is not used.
· Dual Table - Allows the main Fuel Table to be switched based on the state of an input. The Table Activation setting selects the switching source for the Dual Fuel
Table. The table currently being used by the ECU can be determined by viewing the Fuel Table 1 and Fuel Table 2 statuses on the Fuel tab of the runtime values
window (F12 key).
· Overlay Table - The table behaves as an overlay table the same as the 4D and 5D Fuel Tables. As Fuel Table 2 is larger than the 4D and 5D tables it is the
preferred table for fuel overlay tuning (if switchable fuel maps are not required).
· Interpolate Between - When using this option the Fuel Table Ratio Table appears. The Fuel Table Ratio Table is used to control the interpolation between Fuel
Table 1 and Fuel Table 2. The x (horizontal) axis of the Fuel Table Ratio Table is configurable, commonly used parameters include % Ethanol, Multi Fuel Blend
Ratio, or an An Volt channel.

Table Activation
Used to configure which input or output is used to activate Fuel Table 2. This setting is only available when Dual Table Mode is set to Dual Table or Overlay Table.

Fuel Table 2
The alternative main fuel table that will be used when the Table Activation condition is met.

Fuel Table Ratio Table

Controls how much influence Ignition Table 1 and Ignition Table 2 will have upon the current ignition angle. A value of 0.0 would mean that all the influence comes from
Fuel Table 1, a value of 100.0 would mean all the influence comes from Fuel Table 2, while a value of 50.0 in the table would mean that the influence is split evenly
between the two ignition tables.
The axis on this 2D table can be configured by the tuner. Commonly used parameters include % Ethanol, Multi Fuel Blend Ratio, or an An Volt channel.
G4X and G5 ECU Tuning Functions > Fuel Setup > Acceleration Enrichment
Acceleration Enrichment
Without acceleration enrichment, when the throttle is abruptly opened the engine will briefly 'lean out'. To achieve good throttle response, acceleration enrichment is
required. The following settings are available to control acceleration enrichment:
Asynchronous injection settings are also available under the Fuel Main menu.

The Accel Enrichment value is Accel Sens. x (TPS or MAP) Delta x Accel Cold Correction Table and has units of 'ms' in 'Pulse Width' mode or 'mg/cyl x100' in 'Mass of
Fuel' mode.

Accel Mode

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Accel Mode is used to select whether the Acceleration Enrichment is activated by either a change in MAP or Throttle Position (TP(Main)). Selecting Accel Mode as
OFF disables acceleration enrichment.

Note: Throttle position is the preferred method and should be used in all cases except when a suitable TPS is not available.

Fuel adding type

This setting is only visible when using one of the modeled Fuel Equation Modes.
Fuel Adding type is used to select whether the acceleration enrichment fuel is being calculated and added as additional injector pulsewidth or as additional mass of
fuel.
· Pulse Width - The Accel enrichment is calculated as it always has been and the output pulse width value is added directly to the injector pulse width.
· Mass of Fuel - The Accel enrichment is calculated as an additional mass of fuel and is added to the fuel equation as a mass of fuel and so things like fuel
pressure are taken into account. This mode is recommended when dealing with fuel setups that have varying differential fuel pressure.

Note: Throttle position is the preferred method and should be used in all cases except when a suitable TPS is not available.

Accel Sens. Table

The Accel Sens. Table controls how much acceleration enrichment will be applied for a given rate of change of the value triggering the enrichment (either throttle
position or manifold pressure depending on which Accel Mode is used). A larger Accel Sensitivity value will result in more acceleration enrichment.

Accel DeadBand
There will always be some noise (unwanted electrical disturbance) in the MAP and TPS signal. To remove the possibility of this noise resulting in Acceleration
Enrichment, the Accel Deadband can be used to specify the amount of rate of change required before enrichment is applied.

Example: If the Accel Mode is TPS and the Accel Deadband is 1 TPS %/100ms, then the throttle position must change by more than 1% per 100ms for any
Acceleration Enrichment to be activated.

Accel Decay
This function controls the rate at which the Acceleration Enrichment fuel decays away to zero. The number represents a percentage of the current Acceleration
Enrichment which is removed from the Acceleration Enrichment at each injection event until Acceleration Enrichment equals zero.

Acceleration enrichment decay begins as soon as the new calculated accel enrichment value is less than the previous value. The number of injection events required to
decay acceleration enrichment completely depends on the Accel Decay number and the Injection Rate. The Injection Rate depends on the Injection Mode and number
of engine cylinders.

Example
If the original Acceleration Enrichment fuel was 4ms and the Accel Decay is 50% then the Acceleration Enrichment will decay as 4ms, 2ms, 1ms, 0.5ms, 0.25ms..... per
injection event.
This means larger enrichments decay faster than smaller numbers.

Accel Cold Correction Table

During an engine's warm-up period more Acceleration Enrichment is required. The Accel Cold Trim Table allows acceleration enrichment to be adjusted with respect to
engine coolant temperature. A value of 1.0 represents normal fully-warm acceleration enrichment and cells relating to fully warmed-up engine temperatures should be
set to this value. At lower engine temperatures cell values larger than 1.0 will be required to provide additional acceleration enrichment.
The value in this table is multiplied by the Accel Sens. value and the appropriate Delta to get the new Accel Enrichment value.
G4X and G5 ECU Tuning Functions > Fuel Setup > Overrun Fuel Cut
Overrun Fuel Cut
Note: Refer HERE for a detailed explanation of Overrun Fuel Cut settings.

Overrun Fuel Cut

When the throttle is abruptly closed the engine generates more vacuum than under normal conditions (such as idle and light cruising), this condition is known as
overrun. During overrun the ECU performs a fuel cut by switching off all injectors, this helps minimise the possibility of backfiring and reduces fuel consumption and
emissions.

The overrun fuel cut activates if both the throttle (or accelerator) position is less than the TP/AP Threshold AND the engine speed is greater than the current value in
the Overrun Deactivation Table.

Setup Notes
· The overrun condition is recognised when the throttle is closed and the engine speed is above the set value, as a result this function can only be used if a throttle
position sensor (TPS) is fitted and correctly setup.
· If Electronic Throttle Control is used, Overrun Fuel Cut will use the Accelerator Position Sensor (APS) value (instead of the TPS) value, i.e. overrun fuel cut will
become active below the APS value specified in the TPS/APS Threshold value. If Cruise Control is used the Overrun Fuel Cut will use a combination of APS and
TPS.
· When using Electronic Throttle Control it is important that a very low angle of throttle is present when the fuel re-activates to stop a surge forward as the fuel
comes back in.

Note: Overrun Fuel cut will not activate if Antilag is active

Note: Overrun Fuel cut will be temporarily deactivated when Gear Shift Control performs an Overrun Up Shift or Overrun Down Shift.

Overrun Fuel Cut Example

This example helps to explain how the different settings of Overrun Fuel Cut work.

The following Overrun Fuel Cut settings are used:

Fuel Cut Mode: ON
TP/AP Threshold: 5.0 %
Activation Delay: 0.5 s
Torque Reduction/Introduction Time: 2.00 s
Ignition Retard: -10.0 °
Current value from the Overrun De-Activation RPM Table: 1600 RPM

The image below shows the different stages of the Overrun Fuel Cut function working:

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The following steps happen in order:

1. The engine speed is above the current value from the Overrun De-Activation RPM Table (1600 RPM).
2. The throttle position (TP(Main))decreases to below the TP/AP Threshold (5.0%).
3. The activation delay occurs (0.5s).
4. The Ignition Retard (-10.0°) is introduced over the period specified for Torque Reduction/Introduction Time (2.00s).
5. The Over-run Fuel Cut commences and continues until the engine speed falls below the current value from the Overrun De-Activation RPM Table (1600 RPM).
6. The Ignition Retard is reduced to zero over the period specified for Torque Reduction/Introduction Time (2.00s).

G4X and G5 ECU Tuning Functions > Fuel Setup > Overrun Fuel Cut > Overrun Fuel Cut Settings
Overrun Fuel Cut Settings
Note: Refer HERE for an explanation of Overrun Fuel Cut and a Setup Example.

The following settings allow the overrun fuel cut to be tailored to the application.

Fuel Cut Mode

Turn the Overrun Fuel Cut function ON or OFF.

TP/AP Threshold
The level the throttle position (TP(Main)) must be below before the overrun fuel cut is applied (if other activation conditions are met). If an Ethrottle is used the
accelerator position (AP(Main)) value will be used instead of the throttle position (TP(Main)) value. If Cruise Control is used a combination of accelerator position (AP
(Main)) and throttle position (TP(Main)) will be used.
The level is generally set slightly above the closed throttle (or accelerator) point to allow for some noise which is inherent in the signal from TPS or APS, a typical value
is 1%.

Activation Delay
This will delay the Overrun Fuel Cut from activating for a short length of time after the required conditions are met, the time units are in seconds. This feature can be
used to prevent an overrun fuel cut occurring during gear shifts.

Torque Reduction/Introduction Time

This is the amount of time it takes for Overrun Fuel Cut's Ignition Retard to be fully applied. It is also the amount of time it takes for the Ignition Retard to return to zero
after an Over-run Fuel Cut.

Ignition Retard
To help smooth the transition as the fuel cut turns on and off, the ECU will progressively retard the ignition timing prior to cutting fuel and progressively advanced back
to normal after the fuel has been restored. Changing the Ignition Retard adjusts the full amount of ignition retard the ECU will use, the amount of time taken to introduce
and remove the ignition retard is controlled by the Torque Reduction/Introduction Time setting.

Overrun De-Activation RPM Table

The level the engine speed must be above before the overrun fuel cut is applied (if other activation conditions are met).

The De-Activation RPM must be set above the engines idle speed so that fuel is not cut when the engine is sitting at idle with the throttle closed, in practise the value
should be set around 500 RPM above idle so that as the engine speed falls during overrun the fuel is turned back on early enough to stop the engine from stalling. A
typical value for a fully warm engine (80-100 degrees C) is 1500 RPM.

When the engine is cold the idle speed control system will typically be setup to raise the idle speed,because of this it is necessary to raise the De-Activation RPM at
lower engine coolant temperatures. Even if the idle speed is not increased during cold running it is still advisable to use larger numbers at lower engine coolant
temperatures, this is because cold engines generally do not tolerate the use of a fuel cut especially at low engine speed.

G4X and G5 ECU Tuning Functions > Fuel Setup > Closed Loop Lambda (CLL)
Closed Loop Lambda (CLL)

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Note: Refer HERE for a detailed explanation of Closed Loop Lambda settings.

Closed Loop Lambda

Closed Loop Lambda (CLL) is designed to provide automatic trimming of fuel mixtures, this is useful for reducing emissions and can be necessary for proper catalytic
converter operation. Link G4X and G5 ECUs allow the use of Wide Band or Narrow Band exhaust oxygen sensors and can do trim all cylinders equally or can trim two
groups (usually different banks) independently.

To use CLL at least one narrow band oxygen sensor or wideband oxygen sensor controller must be correctly wired to an Analog Voltage Input or connected via CAN.
Narrowband Sensors must be set up in the Closed Loop Lambda window with the Lambda Mode set to 'Stoich Mode (Narrow Band)', Wideband Sensors must be setup
using the Lambda 1 and Lambda 2 settings in the Analog Inputs section of the settings menu. More wideband sensors can be connected via CAN but will only affect
CLL if the Number of Banks is set to 1. If a heated narrow band oxygen sensor is used, its heater can be controlled by the ECU using a General Purpose Output or
General Purpose PWM Output in the Auxiliary Output section of the settings menu.

Warning: CLL is designed to be used to apply a minor trim while the vehicle is being driven, it is not intended as a tuning aid. Assisted fuel tuning can be done
using the Quick Tune function.

Single Bank Control Sensor Location

In single bank mode fuel to all cylinders is trimmed by the same amount. If using a Narrow Band oxygen sensor, it must be installed in a location where it can measure
the mixed exhaust gas from all cylinders (only a single sensor is used). If using Wide Band oxygen sensors then up to 8 can be installed and the average Lambda
value of all connected Lambda sensors will be used to calculate the correction.

Dual Bank Control Sensor Locations

When Number of Banks is set to 2, two groups of cylinders can be controlled independently. Use of this mode requires that two separate sensors must be installed
such that each sensor measures exhaust gases from its own distinct group of cylinders. For example on a V8 engine one sensor will be in each exhaust manifold so
that each sensor only gets the exhaust gas from it's group of cylinders.
· When using Lambda Mode Stoich Mode (Narrow Band) the first group of cylinders (Bank 1) is controlled by NB Oxy Source and the second group of cylinders
(Bank 2) is controlled from NB Oxy Source 2.
· When using a Wide Band mode the first group of cylinders (Bank 1) is controlled by the selected Bank 1 Source and the second group of cylinders (Bank 2) is
controlled by the selected Bank 2 Source.

Dual Channel Mode uses the same set of lockouts for both channels but completely independent control of mixture measurement and correction.

Note: When using Dual Bank Control the fuel is added on a per injector basis, this means that if using sequential injection then the cylinder number matches the
injector number but if using a non sequential mode such as multi point group then the 'Cylinder X' setting actually refers to the injector drive with the same number.

Refer to Closed Loop Lambda Settings for information on what each setting does.
Refer to Closed Loop Lambda Runtimes for more information on the Closed Loop Lambda Runtime Values and Statuses
G4X and G5 ECU Tuning Functions > Fuel Setup > Closed Loop Lambda (CLL) > Closed Loop Lambda Settings
Closed Loop Lambda Settings
Note: Refer HERE for an explanation of Closed Loop Lambda Control.

Lambda Mode
The following options are available:
· Stoich Mode (Narrow Band) - Given a target oxygen sensor voltage (Dither Voltage) the ECU will progressively increase the CLL Fuel Correction when the
oxygen sensor reads lean and progressively decrease the CLL Fuel Correction when the oxygen sensor reads rich. This results in the AFR continuously
oscillating around the target Dither Voltage, this is known as dithering and is often required for correct catalytic converter operation. In this mode CLL is typically
set up to operate only under cruise and light load conditions. This is the only mode that supports use of narrow band oxygen sensors.

· Stoich Mode (Wide Band) - Given an AFR/Lambda Target (from the AFR/Lambda Target Table), the ECU will progressively increase the CLL Fuel Correction
when the oxygen sensor reads lean and progressively decrease the CLL Fuel Correction when the oxygen sensor reads rich. This results in the AFR/Lambda
continuously oscillating around the target point, this is known as dithering and is often required for correct catalytic converter operation. In this mode CLL is
typically set up to operate only under cruise and light load conditions.

· Auto Mode (Wide Band) - Given an AFR/Lambda Target (from the AFR/Lambda Target Table), the ECU will use a closed loop control algorithm to calculate the
immediate CLL Fuel Correction required. This method provides a fast and stable correction especially when the difference between the target and actual AFR is
large. This mode is recommended when suing Wideband Sensors as it can react faster and more accurately than Stoich Mode (Wide Band).

Number of Banks
Allows the number of banks. If set to 1 then all cylinders are trimmed the same amount, if set to 2 banks then two oxygen sensors are used so that each bank can be
trimmed independently.
2 Bank mode can be used on engines with only one bank if the exhaust system is setup such that each oxygen sensor only receives exhaust gas from its own distinct
group of cylinders. For example the RB26DETT could use one sensor in each downpipe to control each half of the engine's cll trim independently.

Bank 1 Source & Bank 2 Source

These settings allow the user to select the Lambda input for each of the banks being controlled. Select the Lambda source that gives the best average reading for its
bank.
These settings are only available when Lambda Mode is set to Stoich Mode (Wide Band) or Auto Mode (Wide Band) and Bank 2 Source is only available when Number
of Banks is set to 2.

Startup Timer Lockout

The length of time after engine start up that CLL is prevented from running. This setting is used to ensure that all startup enrichments are inactive and that the oxygen
sensor is up to temperature before CLL is enabled.

ECT Low Lockout & ECT High Lockout

These settings prevent CLL from operating outside a particular range of engine coolant temperatures. This avoids having CLL active while warm up enrichment is still
being added and preventing it from being active in an over-temperature situation. Typically the Low Lockout value is set to about 5 degrees below the normal operating
temperature.

MAP Lockout Low & MAP Lockout High

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These settings prevent CLL from operating outside a particular range of MAP values. This allows CLL to be disabled when the engine is under higher loads or under
high levels of vacuum.

RPM Lockout Low & RPM Lockout High

This setting prevents CLL from operating outside of a particular engine speed range. Typically the RPM Lockout Low will be set well below the idle RPM to ensure CLL
is active at idle but in some applications the target AFR can result in an unstable idle, in this case set RPM Lockout Low well above the idle RPM.

TPS High Lockout & TPS Low Lockout

These settings prevents CLL from operating above and below specific TPS(Main) values, this allows CLL to be disabled under heavy throttle and when off the throttle.
Typical values are about 75% (High Lockout) and 5% (Low Lockout).

TPS Delta Lockout >

This setting prevents CLL from operating above a specific TPS Delta (Rate of Change) value, this allows CLL to be disabled under transient throttle.
A value of 0 turns off this lockout.

MAP Delta Lockout >

This setting prevents CLL from operating above a specific MAP Delta (Rate of Change) value, this allows CLL to be disabled under transient load. A typical value is
about 15kPa.
A value of 0 turns off this lockout.

Gain Control
Sets the rate at which fuel trim is increased/decreased. Too large of a gain value will result in large swings around the target and too small of a gain will result in very
slow corrections. A typical gain value is 2.
This setting is only available when Lambda Mode is set to Stoich Mode (Narrow Band) or Stoich Mode (Wide Band).

Trim Limit Tables

Selects whether Trim limit Max & Trim Limit Min or the CLL Positive Trim Limit & CLL Negative Trim Limit Tables are used to limit the fuel trims.
Setting this to 3D also sets the Update Rate Table to 3D.

Trim Limit Max & Trim Limit Min

These settings allow the user to set the maximum and minimum Fuel trim that can be applied. Typical values would be 15% and -15%.

NB Oxy Source & NB Oxy Source 2

These settings allow the user to select the input that the narrow band oxygen sensor(s) are connected to.
These settings are only available when Lambda Mode is set to Stoich Mode (Narrow Band) and NB Oxy Source 2 is only available when Number of Banks is set to 2.

Dither Voltage
The Dither Voltage is the voltage output by the narrow band oxygen sensor at the stoichiometric point (AFR 14.7:1 for pump fuel). This value is typically set to 0.45
Volt.
This setting is only available when Lambda Mode is set to Stoich Mode (Narrow Band).

Injector X (1-8)
Used to allocate cylinders to either Bank 1 or Bank 2. The trim is applied per injector driver so when in sequential or sequential staged mode it is per cylinder but when
in group mode a single table or cell can affect multiple cylinders depending on the injector locations.

Reactivation Delay
This setting controls how long CLL waits after lockout conditions before turning back on. The value specified is the number of samples and so depends on the Update
Rate.
For example at wide open throttle if you have the update rate at 10Hz, and the reactivation delay at 2 samples, the CLL would reactivate after 0.2sec. If at idle the
update rate was 1Hz and the reactivation delay was 2 samples, the reactivation delay would be 2.0sec.

Update Rate Table

Controls the rate (how many times per second) at which the closed loop fuel correction is calculated at various RPM points, this allows the control to operate more or
less frequently based on the engine speed.
This setting is only available when Lambda Mode is set to Auto Mode (Wide Band).

Note: This table can optionally be made 3D with configurable axes by setting Trim Limit Tables to 3D.

Closed Loop Gain Control Table

Sets the gain (sensitivity) of the closed loop control algorithm at various Lambda Error values, this allows larger corrections to be made when the Lambda Error is large
and smaller corrections to be made when the Lambda Error is small. Excessively large numbers in this table will result in oscillation around the Lambda Target.
Excessively small numbers will result in a slow response.
This setting is only available when Lambda Mode is set to Auto Mode (Wide Band).

CLL Positive Trim Limit & CLL Negative Limit Tables

These tables act in the same manner as the Trim Limit High & Trim Limit Low settings with the added functionality of being able to change the trim limits based on two
other variables.

G4X and G5 ECU Tuning Functions > Fuel Setup > Closed Loop Lambda (CLL) > Long Term Trims
Long Term Trims
Closed Loop Lambda Long Term Trims is a function that looks at the Closed Loop Lambda trims and states to increment or decrement values in either 1 (for single
bank) or 2 Trim tables which over time should reduce the need for Closed Loop Lambda trims and indicate possible improvements to the Fuel tuning.
A quick summary of how it works is if the calculated CLL fuel correction is larger than a particular threshold the cell in the LTT Table that is the closest to the current
engine conditions is incremented (or decremented if less fuel is required) by a set amount. This acts as a slow integral of the CLL Trim required on a cell by cell basis.

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Note: The CLL Long Term Trim Corrections are applied in addition to the CL Lambda Fuel Correction values.

Mode
The LTT Mode setting can be set to OFF, ON or Disabled. When set to ON and CLL is active the CLL Long Term Trim Table (and CLL Long Term Trim Table 2 if using
2 bank CLL) values are incremented and decremented where required.
When set to Disabled the tables remain but no modifications are made to the tables.

Trim Limit Min & Trim Limit Max

These settings are used to set the maximum and minimum values that the ECU can put in the CLL Long Term Trim Tables and the maximum Long Term Fuel Trim that
can be applied.
The Long Term Table correction is applied in addition to the CL Lambda Fuel corrections and when using 2 banks is split between the injectors in the same manner.

Disable Input
This setting is used to select an input that disables CLL Long Term Trim operation when the input is active. When the selected input is active both updating of the CLL
Long Term Trim Table/s and the values in the table/s from being applied will be disabled (CL Lambda LT corr. & CL Lambda LT corr. 2 will be set to 0.0% when the
input is active).

CLL Long Term Trim Table & CLL Long Term Trim Table 2
These are the tables that store the long term trims, it is recommended to have the axes setup the same as or similar to the Fuel Table so trims are easily transferable.
If using 2 Banks one method of applying the calculated trims to the Fuelling would be to use the Fuel Table for Bank 1 and use a single Individual Cylinder Trim Table
on all Bank 2 Injectors applying the difference between the two CLL LTT Tables to this ind cyl trim table.

Note: These tables are stored in non volatile memory and so any trims added by the ECU remain over ECU power cycles. To clear these tables select the entire table
and set to 0 (or set the Mode to Disabled to temporarily stop using and altering the values).

G4X and G5 ECU Tuning Functions > Fuel Setup > Individual Cylinder Fuel Correction
Individual Cylinder Fuel Correction
Individual Cylinder Fuel Correction allows the fueling of each individual cylinder to be adjusted independently. This can be used to compensate for slight differences in
injector flows, slight differences in fuel pressure at each injector, differences in cylinder temperature due to coolant system design, etc...
The trim is applied per injector driver so when in sequential or sequential staged mode it is per cylinder but when in group mode a single table or cell can affect multiple
cylinders depending on the injector locations.

Individual Cylinder Fuel Correction Settings

Indiv Cylinder Fuel Mode

The following options are available:
· OFF - All cylinders receive the same amount of fuel.
· Single - Each cylinder can be adjusted to receive slightly more or less fuel over the entire operating range. Enter the percentage correction for each cylinder in
the Individual Cyl Fuel Trim Table, a value of 0 indicates no trim.
· Table - Each cylinder can be allocated a 3D table. The tuner can decide if each cylinder will have its own table or if groups of cylinders will share tables (eg if one
bank of a V engine was to be leaned up from the other using only one adjustment table). Up to eight tables are available for individual fuel adjustment.
· Disabled - All cylinders receive the same amount of fuel but the gp tables used and the values in them remain.

Individual Cyl Fuel Trim Table

Specify the amount of trim to be constantly applied to each cylinder/injector drive. Only available when Indiv Cylinder Fuel Mode is set to Single.

Cyl X Allocation
Specify which Fuel Trim Table each cylinder/injector drive will use. Only available when Indiv Cylinder Fuel Mode is set to Table.

Individual Cylinder Fuel Correction Example

Some 3SGTE variants are known to require different mixtures in the middle cylinders to the outer cylinders, two options exist to achieve this:

· Option 1 - Each cylinder has its own adjustment table. Set up as follows:
· Cyl 1 Allocation = Cyl1 FTrim Table
· Cyl 2 Allocation = Cyl2 FTrim Table
· Cyl 3 Allocation = Cyl3 FTrim Table
· Cyl 4 Allocation = Cyl4 FTrim Table
· Option 2 - The inner cylinders (2 and 3) and outer cylinders (1 and 4) share adjustment tables. Setup as follows:
· Cyl 1 Allocation = Cyl1 FTrim Table
· Cyl 2 Allocation = Cyl2 FTrim Table
· Cyl 3 Allocation = Cyl2 FTrim Table
· Cyl 4 Allocation = Cyl1 FTrim Table

G4X and G5 ECU Tuning Functions > Fuel Setup > Staged Injection
Staged Injection
Staged injection uses primary injectors operating all the time and secondary injectors which operate only at higher load/rpm. Both sets of injectors are controlled by the
main fuel table (Fuel Table 1 and/or Fuel Table 2), however the percentage of the total fuel delivered by each injector set is controlled by the Secondary Injection
Staging Table.

The secondary injectors may be brought on at any stage after the lockout conditions are met by entering non-zero numbers into the Secondary Injection table.

Setup Notes

· Staged Injection is visible only when the Injection Mode is set to Group/Staged, Sequential/Staged, Direct/Port Injection or Sequential/Multi-Point Group Staged.

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· It is very important that BOTH the primary and secondary injector duty cycles are closely watched to ensure that neither set of injectors are being operated at an
excessive duty cycle.

Staged Injection Settings

Staging Mode
Determines how the fuel flow is split between the primary and secondary injectors. Options are:
It is recommended to use Sec/Pri Flow Ratio, especially if using modeled fuel (modeled won't work correctly with secondary extra as it is adding fuel on top of the
calculated required amount).

· Sec/Pri Flow Ratio - The Sec/Pri Ratio setting determines the injection pulse widths of the primary and secondary injectors. Refer to the Sec/Pri Ratio setting for
a detailed description.
· Secondary Extra - In this mode, primary injection pulse widths remain untouched, while secondary fuel is added as an addition. In this mode: Secondary Effective
PW = Secondary Injection Table% x Primary Effective PW + Primary Effective PW. Note: this mode is being removed, please contact tech support if you need
this mode.
· Specified Flow Rate - The secondary injector flow is characterised in the same way the primary injector is in modelled Fuel Equation Modes using a flow rate and
specified pressure for that flow rate.
Note: This mode can only be used when the Fuel Equation Mode is set to 'Modelled' or 'Modelled - Multi Fuel'.

In Sec/Pri Flow Ratio mode each injector is fired for some percentage of the Injection Effective PW.
With an Injection Effective PW of 10ms:
If the Secondary Injection Staging Table reads 25% - Primary injectors will have an effective PW of 7.5ms and secondary injectors will have an effective PW of
2.5ms.
If the Secondary Injection Staging Table reads 50% - Primary injectors will have an effective PW of 5ms and secondary injectors will have an effective PW of
5ms.
If the Secondary Injection Staging Table reads 75% - Primary injectors will have an effective PW of 2.5ms and secondary injectors will have an effective PW of
7.5ms.

In Secondary Extra mode, the primary injector will always fire for the Injection Effective PW time and the secondary injector time, some multiple of the Injection
Effective PW.
With an Injection Effective PW of 10ms:
If the Secondary Injection Staging Table reads 25% - Primary injectors will have an effective PW of 10ms and secondary injectors will have an effective PW of
12.5ms.
If the Secondary Injection Staging Table reads 50% - Primary injectors will have an effective PW of 10ms and secondary injectors will have an effective PW of
15ms.
If the Secondary Injection Staging Table reads 75% - Primary injectors will have an effective PW of 10ms and secondary injectors will have an effective PW of
17.5ms.

In Specified Flow Rate mode, each injector will be allocated a portion of the Fuel mass to be delivered, the Injector PW of the primary and Secondary Injector will be
dependent on the Fuel Mass to be delivered by each and the fuel pressure (When using 'Direct/Port Injection' Injection Mode the primary injectors will use DI Fuel Rail
Pressure and the secondaries will use the normal Fuel Pressure value) among other things.
With Fuel per Cylinder of 40mg:
If the Secondary Injection Staging Table reads 25% - Fuel per Cylinder (Primary) will be 30mg and Fuel per Cylinder (Secondary) will be 10mg.
If the Secondary Injection Staging Table reads 50% - Fuel per Cylinder (Primary) will be 20mg and Fuel per Cylinder (Secondary) will be 20mg.
If the Secondary Injection Staging Table reads 75% - Fuel per Cylinder (Primary) will be 10mg and Fuel per Cylinder (Secondary) will be 30mg.

Sec/Pri Ratio
This setting is only available when Staging Mode is set to Pri/Sec Flow Ratio.

The Sec/Pri Ratio is ratio of the total secondary injector flow to that of the primary injectors. This number must be entered before tuning. If primary and secondary
injector flow rate is unknown it will be necessary to determine these either from injector specifications or on an injector flow bench. To calculate the correct number to
enter as the Sec/Pri Ratio, divide the total secondary injector flow rate by the total primary injector flow rate. Total flow rate means the sum of all primary injector flows
and sum of all secondary injector flows.

If the Sec/Pri Ratio is set too high then the engine will run leaner as the secondary injectors are activated. If the Sec/Pri Ratio is set too low then the engine will run
richer as the secondary injectors are activated.

Example:

If an engine has four 240 cc/min primary injectors and two 650 cc/min secondary injectors then the Sec/Pri Ratio is calculated as follows:

· Total primary injector flow rate is 4 x 240 = 960 cc/min.

· Total secondary injector flow rate is 2 x 650 = 1300 cc/min.
· Sec/Pri Ratio is 1300 / 960 = 1.354.

Sec PW Lockout
The Sec PW Lockout is the minimum pulse width that the ECU will use for the secondary injectors (including the short pulse width adder but not including the
deadtime). If the ECU calculates a required secondary pulse width that is below this then the secondary injectors will stay off and all fuel will be delivered by the primary
injectors (including the fuel that was calculated for the secondary injectors). Once the ECU calculates a pulse width greater than the Sec PW Lockout value, fuel will be
delivered through the primary and secondary injectors.

Accel Fuel
In some applications the primary and secondary injectors are physically mounted in different locations. Often the primary injectors will be mounted closer to the
engine’s intake port with the secondary injectors further up the intake runner. If there is a large distance between the two injectors then the engine will run lean
momentarily as the secondary injectors are activated. This occurs because the fuel delivered by the primary injectors has been reduced, but there is a delay in the
secondary injector’s fuel reaching the engine.
Accel Fuel is the number of injection events (for each primary injector) after the secondary injectors become active that the primary injectors will inject the primary fuel
volume + the same volume of fuel the secondary injectors are flowing (i.e. total fuel = primary + 2 * secondary). This is done to account for the time delay of the fuel
coming from the secondary injectors reaching the inlet port. Values after the decimal point represent partial enrichments, for example a value of 2.5 when using
sequential staged would result in the 3rd primary injection event being primary fuel volume + 0.5 * secondary fuel volume.

RPM Lockout
Staged Injection will not operate below this engine speed.

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Secondary Injector Short Pulse Adder Table

Compensates for the non-linear flow characteristics of the secondary fuel injectors when at low pulse-widths. Functions the same as the primary Injector Short Pulse
Width Adder Table.

Secondary Injector Dead Time Table

Specifies the secondary Injector Dead Time as a function of system voltage. Functions the same as the primary Injector Dead Time Table.

Sec Injection Staging Table

Determine the percentage of the total fuel flow which is delivered via the secondary injectors. This value can be changed depending on load.

· A value of 0% represents complete fuel delivery through the primary injectors. The secondary injectors will be off. Typically a value of 0% will be used at low
load.
· A value of 50% results in half of the fuel being delivered by the secondary injectors.
· A value of 100% represents complete fuel delivery through the secondary injectors. The primary injectors will be off.

In typical applications the engine will run on the primary injectors at low load (0%). Often as load increases the Secondary Injection Table values will increase until the
secondary and primary injectors operate at the same pulse width. Note that the Secondary Injection Table value required to give matched pulse widths depends on the
size of the injectors in relation to each other.

The Secondary Injection Table value required to give equal pulse widths can be found by the following equation:

· Secondary Injection Table value for matched Pulse Width = (100 * Sec/Pri Ratio) / (1 + Sec/Pri Ratio)

Example:

The following example calculates the required Secondary Injection Table value to give equal primary and secondary injector pulse widths. Assuming the following
information:

· Total Primary Injector Flow = 1100 cc/min.

· Total Secondary Injector Flow = 3200 cc/min.
· Sec/Pri Ratio = 2.9 (3200 / 1100 = 2.9)

Therefore the Secondary Injection Table required for matched pulse widths:

Table Value = (100 * Sec/Pri Ratio) / (1 + Sec/Pri Ratio)

= (100 * 2.9) / (1 + 2.9)
= 290 / 3.9
= 74.4 %

i.e. when the pulse widths are the same 25.6% of the fuel is delivered by the primary injectors, while 74.4% of the fuel is delivered by the secondary injectors.

G4X and G5 ECU Tuning Functions > Fuel Setup > Injector Timing
Injector Timing
Note: Refer HERE for a detailed explanation of Injector Timing settings.

Injector Timing
The Injector Timing function allows the user to control the position in the engine cycle that the fuel is injected at. Typically with port injection the idea is to finish injecting
the fuel just before the inlet valve OPENS (approximately 360 degrees before TDC (firing) on a 4 Stroke engine).

Setup Notes

· On 4 Stroke engines Injection Timing Position can be Start, Center, or End of Injection and Injector Timing can be adjusted from 0 to 720 degrees.
· On 2 Stroke engines Injection Timing Position can be Start, Center, or End of Injection and Injector Timing can be adjusted from 0 to 360 degrees.
· On Rotary engines Injection Timing Position can be adjusted from 0 to 360 degrees.
· On Rotary engines and engines using Staged Injection the Injection Timing Position should be set to Start of Injection to allow Fuel Cuts to work correctly.
· When using group injection modes the injector timing is based on cylinder 1 TDC and if more than 1 injection per engine cycle then the extra injections are
spaced evenly. This means a v8 with 8 injections per cycle and evenly separated TDCs will inject at the same angle before each cylinders TDC.

The following diagram gives an example of a typical injection timing setup for a 4-Stroke engine.

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G4X and G5 ECU Tuning Functions > Fuel Setup > Injector Timing > Injector Timing Settings
Injector Timing Settings
Note: Refer HERE for an explanation of Injector Timing.

The following settings allow the Injector Timing to be tailored to the application.

INJ Timing Mode

This setting has the following options:
· Single Zone - In most cases it will be sufficient to use fixed injector timing. In these cases use the Single Zone option.
· Table - In some applications it may be desirable to change the injector timing with engine speed or load, in these cases use the Table option.

INJ Timing Position

This setting specifies what the Injector Timing number(s) represent. Options are:
· End of Injection - The injector timing value represents the engine position where the injector pulse ends. Because the injector closing time is specified, the ECU
calculates the injector opening time required to inject the required amount of fuel. This mode is the most commonly used option.
· Center of Injection - The injector timing value represents the engine position at the centre of the injector pulse. The injector opening and closing time is adjusted
so that the required amount of fuel is injected.
· Start of Injection - The injector timing value represents the engine position where the injector pulse starts. Because the injector opening time is specified, the
ECU calculates the injector closing time required to inject the required amount of fuel.

On Rotary engines and engines using Staged Injection the Start of Injection Setting is recommended so that Fuel cuts can operate correctly.

Injector Timing
This setting is only available when INJ Timing Mode is set to Single Zone. Injector Timing specifies the injector timing to be used throughout the entire operating range,
the units are degrees before top dead centre (BTDC) with reference to top dead centre between the compression and power stroke. This means 360 represents TDC
between the exhaust and inlet stroke.

Injector Timing Table

This setting is only available when INJ Timing Mode is set to Table. The Injector Timing Table allows the injector timing to be altered with engine speed and load, the
units are degrees before top dead centre (BTDC) with reference to top dead centre between the compression and power stroke. This means 360 represents TDC
between the exhaust and inlet stroke.

Secondary Injector Timing & Secondary Injector Timing Table

When using Direct/Port Injection mode the Primary (DI) and Secondary (Port) Injector timing can be adjusted independently of each other, the Injector Timing setting
(Single Zone Mode) or Injector Timing Table (Table Mode) is used to set the Primary (DI) Injector Timing and the Secondary Injector Timing setting (Single Zone Mode)
or Secondary Injector Timing Table (Table Mode) is used to set the Secondary (Port) Injector Timing

G4X and G5 ECU Tuning Functions > Fuel Setup > AFR/Lambda Target Table(s)
AFR/Lambda Target Table(s)
The AFR/Lambda Target Table is used to determine the mass of fuel to be injected for a given mass of air. It is recommended that the AFR/Lambda Target Table is
correctly filled out and used in all applications.

The engine should always be tuned to match the number entered in the AFR/Lambda Target Table. This allows future changes to AFR/Lambda target without the need
to re-tune the Fuel (VE) table (Requires Open Loop Lambda Correction to be turned on in Traditional mode).

The AFR/Lambda Target table is also used as the target source for some Closed Loop Lambda modes.

Note: Use of the AFR/Lambda Target Table is optional when the Fuel Equation Mode is set to Traditional but is recommended that it is always used. It is always used
when Fuel Equation Mode is set to Modelled or Modelled - Multi Fuel.

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Note: When the Fuel Equation Mode is set to Modelled - Multi Fuel there will be two AFR/Lambda Target Tables. AFR/Lambda Target Table 1 contains the target
AFR/Lambda values for the primary fuel, while AFR/Lambda Target Table 2 contains the target AFR/Lambda values for the second fuel. The Multi Fuel Blend
parameter will then interpolate between the two AFR/Lambda Target Tables to provide the correct target for the current fuel blend and engine conditions. The Multi
Fuel Blend parameter is controlled by the Multi Fuel Blend Ratio Table.

Open Loop Lambda Correction

This setting is only visible in the Traditional Fuel Equation Mode.
When this setting is set to ON the Injection Effective PW is divided by the Lambda Target meaning that an engine tuned with this setting on can have the fuelling
altered by changing just the Lambda target and not altering the Fuel table.

The Lambda/AFR Target Table on Multi-Throttle Engines

Link G4X and G5 ECUs have a very powerful method of tuning engines with multi-throttle or long overlap cams. This tuning is based on both TPS and Manifold
pressure. The Fuel Table Y axis is based on TPS, the Lambda/AFR Target Tables Y Axis is MAP or MGP. The Target is used as a look up table for manifold pressure
changes. Based on the values in the Target Table, the ECU makes corrections for manifold changes in the fuel equation to adjust injector time. The Fuel Table is tuned
based on TPS and the ECU automatically looks after the changes in manifold pressure. Another advantage of this method, is that the Target Lambda/AFR of the
engine can be later changed without needing to retune the Fuel Table.

The settings required are,

· Equation Load Source: Load= MAP

· Open Loop Lambda Correction: ON
· AFR/Lambda Target Table Y Axis: MAP or MGP
· Fuel table Y axis: TP(Main)

Refer to the following topics related to the AFR/Lambda Target Table

· Quick Tune
· Lambda/AFR Correction
G4X and G5 ECU Tuning Functions > Fuel Setup > Fuel Table
Fuel Table
The Fuel Table provides an indication of the engines volumetric efficiency at unique load / engine speed points. The exact meaning of the numbers in the Fuel Table
depends on if Modelled or Traditional Fuel Equation Mode is used. When Modelled mode is used, the numbers are the engines volumetric efficiency. When Traditional
mode is used, the numbers are a combination of volumetric efficiency and various other constants.

In all cases, INCREASING the Fuel Table numbers INCREASES the amount of fuel which is delivered while decreasing them has the opposite effect.

Fuel Table Layout

The number and spacing of the cells in the Fuel Table is completely user adjustable. To adjust the rows or columns press the X key or right click on the fuel table and
select Axis Setup. This flexibility allows fine spacing in areas where high resolution/accuracy is required and coarse spacing in less critical areas. The maximum
number of columns is 22, while the maximum number of rows is 20.

Fuel Table Axis Options

For nearly every application the 'x' axis of the fuel table should be set to engine speed. For the 'y' axis there are a few different choices, the information below will help
determine the correct 'y' axis option for your setup.

· Naturally aspirated engine with stable intake manifold pressures.

· Equation Load Source - Load=MAP
· Fuel Table Load Axis - MGP

· Naturally aspirated engine with unstable intake manifold pressures.

· Equation Load Source - Load=BAP
· Fuel Table Load Axis - TP(Main)

· Turbo/Super charged engine with stable intake manifold pressures.

· Equation Load Source - Load=MAP
· Fuel Table Load Axis - MGP

· Turbo/Super charged engine with unstable manifold pressures below atmospheric pressure.
· Equation Load Source - Load=BAP/MAP Xover
· Fuel Table 1 Load Axis -TP(Main)
· 4D Fuel Table Load Axis - MGP

Note: MAP is not recommended as a fuel table load (y) axis option for any of the above setup examples.
G4X and G5 ECU Tuning Functions > Ignition
Ignition
The following functions are available to control ignition.

· Ignition Setup
· ECT Ign Trim
· IAT Ign Trim
· 4D/5D Ign Table
· Dual Ign Tables
· Individual Cylinder Ign Trim
· Transient Ign Retard
· Idle Ignition Control, is found in the ISC section.
· Ignition Table
· Trailing Split Table

absolute ignition values are affected by individual cylinder trim and knock trim.
G4X and G5 ECU Tuning Functions > Ignition > Ignition Setup
Ignition Setup
The following controls relate to the ignition setup. Typically these will be set once during the initial setup procedure and left unaltered after that.

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Ignition Mode
The correct Ignition Mode must be selected which corresponds to the type of ignition system being used.

The following options are available:

· Off
Ignition is disabled (use for fuel only applications or diagnostics), no Ignition Drives are used.

· Distributor
A single coil is used with a distributor, wire Ignition Drive 1 to the coil.

· Twin Distributor
This uses two ignition coils and two distributors e.g. some Toyota/Lexus V8 engines. The ECU alternates between firing Ignition Drive 1 and Ignition Drive 2, wire
Ignition 1 to the coil connected to the Distributor connected to cylinder 1 and Ignition 2 to the other.
Example: Toyota 1UZFE Non VVT, firing order of 1-8-4-3-6-5-7-2 with one distributor connected to cylinders 1,4,6&7 and the other connected to cylinders
8,3,5&2.
When taking into account the order of the leads coming out of the distributors and the positions of the rotor caps this setup will result in:
Ignition Drive 1 firing while connected to cylinder 1
Ignition Drive 2 firing while connected to cylinder 8
Ignition Drive 1 firing while connected to cylinder 4
Ignition Drive 2 firing while connected to cylinder 3
Ignition Drive 1 firing while connected to cylinder 6
Ignition Drive 2 firing while connected to cylinder 5
Ignition Drive 1 firing while connected to cylinder 7
Ignition Drive 2 firing while connected to cylinder 2

· Wasted-spark
This ignition type uses dual-post coils with each coil firing the spark plugs of two cylinders. This mode will use half as many Ignition Drives as there are cylinders,
pair cylinders that half an engine cycle apart with each other. Each Ignition Drive can either be wired up to a two post coil with leads running from that coil to the
pair of cylinders or to two separate coils connected to the pair of cylinders. Note if using 2 coils per Ignition Drive and external igniters you will need to wire the
Ignition Drive into two igniter channels with the corresponding igniter outputs going to one of the coils each (never wire one igniter output to two coils).
Example: Toyota 1UZFE Non VVT, firing order of 1-8-4-3-6-5-7-2, this engine using Wasted-Spark would require 4 Ignition Drives (as it is an 8cyl engine) and
they would be wired as shown below:
Ignition Drive 1 connected to cylinders 1 and 6
Ignition Drive 2 connected to cylinders 8 and 5
Ignition Drive 3 connected to cylinders 4 and 7
Ignition Drive 4 connected to cylinders 3 and 2

· Direct Spark
Each cylinder has its own ignition coil. This mode uses the same number of Ignition Drives as cylinders, wire each Ignition Drive to the cylinder of the same
number (Ignition Drive 1 to cylinder 1, Ignition Drive 2 to cylinder 2 etc).

· Rotary - Leading Wasted

For rotary engines with one dual post coil for both leading spark plugs. This mode requires 3 Ignition Drives for every 2 rotors and can't be used on engines with
an odd number of rotors (e.g. 20B engines).
Wire the Ignition Drives as shown below:
Ignition Drive 1 Rotor 1&2 Leading
2 Rotor Ignition Drive 2 Rotor 1 Trailing
Ignition Drive 3 Rotor 2 Trailing
Ignition Drive 1 Rotor 1&2 Leading
Ignition Drive 2 Rotor 3&4 Leading
Ignition Drive 3 Rotor 1 Trailing
4 Rotor
Ignition Drive 4 Rotor 2 Trailing
Ignition Drive 5 Rotor 3 Trailing
Ignition Drive 6 Rotor 4 Trailing
Ignition Drive 1 Rotor 1&2 Leading
Ignition Drive 2 Rotor 3&4 Leading
Ignition Drive 3 Rotor 5&6 Leading
Ignition Drive 4 Rotor 1 Trailing
6 Rotor Ignition Drive 5 Rotor 2 Trailing
Ignition Drive 6 Rotor 3 Trailing
Ignition Drive 7 Rotor 4 Trailing
Ignition Drive 8 Rotor 5 Trailing
Ignition Drive 9 Rotor 6 Trailing
Note: When using an RX7 plugin you typically require some differences in your setup to what a wire-in ECU would require due to differences in how the leading
and trailing ignition drives are allocated compared to G4+. The two possible methods to correct the trailing ignition drive allocation are:
· Turn on Ignition Reallocation and set Ignition channel 2 to control Ignition Drive 3 and Ignition channel 3 to control Ignition Drive 2 as shown in the image
below.

OR
· Use a trigger offset of 180.

· Rotary - Leading Direct

For rotary engines with a separate coil for each leading spark plug. This mode requires 2 Ignition Drives per rotor.
Wire the Ignition Drives as shown below:
1 Rotor Ignition Drive 1 Rotor 1 Leading

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Ignition Drive 2 Rotor 1 Trailing

Ignition Drive 1 Rotor 1 Leading
Ignition Drive 2 Rotor 2 Leading
2 Rotor
Ignition Drive 3 Rotor 1 Trailing
Ignition Drive 4 Rotor 2 Trailing
Ignition Drive 1 Rotor 1 Leading
Ignition Drive 2 Rotor 2 Leading
Ignition Drive 3 Rotor 3 Leading
3 Rotor
Ignition Drive 4 Rotor 1 Trailing
Ignition Drive 5 Rotor 2 Trailing
Ignition Drive 6 Rotor 3 Trailing
Ignition Drive 1 Rotor 1 Leading
Ignition Drive 2 Rotor 2 Leading
Ignition Drive 3 Rotor 3 Leading
Ignition Drive 4 Rotor 4 Leading
4 Rotor
Ignition Drive 5 Rotor 1 Trailing
Ignition Drive 6 Rotor 2 Trailing
Ignition Drive 7 Rotor 3 Trailing
Ignition Drive 8 Rotor 4 Trailing
Ignition Drive 1 Rotor 1 Leading
Ignition Drive 2 Rotor 2 Leading
Ignition Drive 3 Rotor 3 Leading
Ignition Drive 4 Rotor 4 Leading
Ignition Drive 5 Rotor 5 Leading
Ignition Drive 6 Rotor 6 Leading
6 Rotor
Ignition Drive 7 Rotor 1 Trailing
Ignition Drive 8 Rotor 2 Trailing
Ignition Drive 9 Rotor 3 Trailing
Ignition Drive 10 Rotor 4 Trailing
Ignition Drive 11 Rotor 5 Trailing
Ignition Drive 12 Rotor 6 Trailing
Note when changing from Leading waste to leading direct the ignition drives will need to be rewired and the trigger offset will need to be re-calibrated.

Spark Edge
Spark Edge sets the edge of the ignition signal that causes the coil to fire a spark. The following options are available:
· Falling - The coil charging will start when the ignition signal goes high and fire the spark when the signal goes back low (FALLS from high to low) . On an
oscilloscope this signal would be normally low with a high pulse equal to the length of the current dwell time.
· Rising - The coil charging will start when the ignition signal goes low and fire the spark when the signal goes back high (RISES from low to high). On an
oscilloscope this signal would be normally high with a low pulse equal to the length of the current dwell time.

Do not confuse the Spark Edge setting with the trigger falling/rising edge settings. The Trigger Edge settings have NO effect on the ignition output signals polarity.
Note: For almost all applications, this setting will be Falling. Rising is used for some Honda, Ford and MSD ignitions.

Ignition Delay
The complete electronic circuit used for ignition timing includes many delays. Signals must go through edge detection, filtering, microprocessor, ignition output circuitry,
igniter circuitry and finally the coil. Each element introduces a small but significant delay (20 to 200 microseconds). In fact even the timing light used to view ignition
angle has a built in delay. These delays are inherent in ALL engine managements systems and components.

At low engine speeds the time between ignition firing events is large and the effects of delays are minimal. As engine speed increases the effects of delays becomes
more of a problem ultimately resulting in a slight timing retard (usually only a few degrees). This retard can be easily seen by locking the ignition timing to a constant
value and increasing RPM. This effect is often referred to as reluctor retard.

The Ignition Delay setting provides compensation to offset circuit delays eliminating timing retard.

The Ignition Delay setting is not designed to correct for other problems that may effect timing stability such as mechanical shifting of trigger sensor pickup wheels (due
to cam belt stretch etc...).

Setting Ignition Delay

IMPORTANT
Setting up the ignition delay requires the engine speed to be increased from cranking speed to peak engine speed. For this reason it is recommended to have the
tuning of the base map at a point where the tuner is confident it is safe. Failure to ensure the base map tune is in a safe state could lead to engine damage.

To setup the Ignition Delay perform the following steps:

1. Make sure the ECU is online with PCLink.

2. Open the 'Set Base Timing' window under ECU Settings > Triggers > Calibrate
3. Set the Ignition Delay to 0 microseconds (remembering to press enter after changing the value).

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1. Using a good quality timing light, increase the engine speed and watch the timing mark to see if it retards as the engine speed increases .
2. Increase the Ignition Delay and then increase the engine speed and recheck the timing mark. Repeat the process until the retard is eliminated across the entire
engine speed range.
Most ignition systems require an Ignition Delay value of 40 to 80 microseconds.

Minimum Spark Duration

In most distributor ignition systems it is not possible to maintain full dwell time at high engine speeds as there is simply not enough time between spark events. In these
applications the dwell must be automatically decreased at high rpm. Of the total time between spark events there is the dwell time (where the coil is charging) and the
Spark Duration (while the spark plug is actually being fired). If dwell begins before the spark has finished then the spark is extinguished too early. Therefore there must
be a minimum time to elapse before the ECU will begin dwell time. This value has been called Minimum Spark Duration and is typically between 0.5 - 1.0ms.

Maximum Advance
Maximum Advance specifies the maximum Ignition Angle advance that will ever be applied to the engine. This avoids the case where various ignition trim values and
the Ignition Table value accumulate to a dangerously high advanced Ignition Angle, it also helps prevent damage occurring if an excessively high advance value is
inadvertently entered in the Ignition Table.
Note: Maximum Advance does not invoke any physical engine cuts, it simply limits maximum Ignition Angle advance to the preset value.

Ignition Test
This function allows ignition wiring to be tested. Each ignition channel can be tested individually. This function will only operate when engine speed is 0 RPM. When a
particular ignition channel's Ignition Test function is turned ON, the ignition channel will be pulsed at 10 Hz with a pulse width (dwell time) of 5 ms.

Note: When Ignition Reallocation is turned on the selected 'ignition' in the test function is the channel not the actual drive so the reallocation table applies to the ignition
test selection too.

Ignition Drive Reallocation

This feature allows the user to rearrange how physical Ignition Drives are linked to the different ignition channels in the ECU.
· Off - Ignition channels are allocated as specified by the Ignition Mode help, e.g. for Direct Spark ignition drive 1 is wired to cylinder 1, ignition drive 2 is wired to
cylinder 2 and so on.
· On - Ignition channels are re-allocated as specified in the Ignition Drive Reallocation table. The X axis is the ignition channels coming out of the ignition equation
and the user-settable values in the table are what physical ignition drive that ignition channel is to be sent to.

For example if you have an EVOLink (I-III) Plug-in ECU with wasted spark from factory 4 and want to convert it to Direct spark you will find that Ignition Drive 4 is being
used for ECU hold Power and so cannot be used as an ignition drive. Ignition drives 5 through 8 however are available on the expansion connector and so if you want
to use ignition drives 1-3 and ignition drive 5 you would setup the ignition drive reallocation table as shown below:

Using Ignition Drive 5 instead of 4 for cylinder 4

· Cylinder 1 - Ignition Drive 1

· Cylinder 2 - Ignition Drive 2
· Cylinder 3 - Ignition Drive 3
· Cylinder 4 - Ignition Drive 5
G4X and G5 ECU Tuning Functions > Ignition > Ignition Corrections
Ignition Corrections
The following controls relate to Ignition corrections.

· ECT Correction
· IAT Correction
· 4D/5D Ignition Table
· Dual Ignition Table

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G4X and G5 ECU Tuning Functions > Ignition > Ignition Corrections > ECT Ign Trim
ECT Ign Trim
This allows the ignition timing to be adjusted with respect to the engine coolant temperature, it is common to reduce ignition advance at high engine temperatures to
avoid detonation. To do this, enter negative values in the higher temperature cells (eg above 100ºC).
The ECT ignition trim function does not necessarily have to be used for ignition adjustment based on engine temperature. If Setup is set to 3D the table can be set to
trim ignition depending on what is selected as the tables X and Y axis parameters.
The amount of ignition trim applied at runtime is displayed by the ECT Ignition Trim parameter found under the Ignition tab of the Runtime Values window (F12 key).

ECT Ign Trim Settings:

ECT Trim Mode

Set to 2D Table for a single row trim table, set to 3D Table for a two axis trim table or set to OFF for no ECT based Ignition trim.
If a 3D table is used, the X and Y axis are configurable.

ECT Ign Trim Table

The value entered into each cell represents the amount of ignition in degrees BTDC to be added at that particular engine coolant temperature, entering negative values
will remove that amount of ignition advance at that particular temperature.

G4X and G5 ECU Tuning Functions > Ignition > Ignition Corrections > IAT Ign Trim
IAT Ign Trim
This allows the ignition timing to be adjusted with respect to the engine intake air temperature. It is common to reduce ignition advance at high intake temperatures to
avoid detonation. To do this, enter negative values in the higher temperature cells (eg above 100ºC).
The IAT ignition trim function does not necessarily have to be used for ignition adjustment based on intake temperature. If Setup is set to 3D the table can be setup to
trim ignition depending on what is selected as the tables X and Y axis parameters.
The amount of ignition trim applied at runtime is displayed by the IAT Ignition Trim parameter found under the Ignition tab of the Runtime Values window (F12 key).

IAT Ign Trim Settings:

IAT Trim Mode

Set to 2D Table for a single row trim table, set to 3D Table for a two axis trim table or set to OFF for no IAT based Ignition trim.
If a 3D table is used, the X and Y axis are configurable.

IAT Ign Trim Table

The value entered into each cell represents the amount of ignition in degrees BTDC to be added at that particular intake air temperature, entering negative values will
remove that amount of ignition advance at that particular temperature.
G4X and G5 ECU Tuning Functions > Ignition > Ignition Corrections > 4D/5D Ign Table
4D/5D Ign Table
Under normal circumstances a 3D Ignition Table is sufficient, usually with engine speed on one axis, load (typically represented by TP(Main) or MAP) on the other axis
and the ignition advance value as the third axis. This 3D mapping will be very familiar to the average tuner and a 3D surface representing the ignition timing can be
easily visualized or physically displayed using a Surface Graph.

In special cases 3D mapping may not be adequately flexible to cope with all operating parameters, Multi-throttle turbo charged engines are typically an example of this.
With the throttle wide-open at a MAP value of 200kPa and an engine speed of 5000rpm the engine will have considerably different timing requirements than with the
throttle half open and the same MAP and engine speed. In this case the 4D ignition table may be used. This second table may be spanned using throttle position (TP
(Main)) on the load axis.

The 4D and 5D Tables allow a way to achieve higher dimensional (4D, 5D, 6D) mapping to cater for the most complex tuning situations. This concept is difficult to
visualize and tuning in this mode will consume more time and as a result of this tuning using the 4D and 5D tables is recommended for advanced tuners only.

To view the current amount of trim being applied by the 4D or 5D Ign Trim open the Ignition tab of the Runtime Values window (F12 key).

When configured as Overlay Table, the Dual Ignition Table effectively adds a 6th user defined ignition tuning dimension (6D). As the Dual Table is larger than the 4D
and 5D tables it is the preferred table for ignition overlay tuning (if switchable ignition maps are not required).

4D/5D Ignition Table Settings:

4D/5D Ign Mode

The 4D or 5D tables may be enabled or disabled by selecting ON or OFF.

Table Activation
Allows the 4D or 5D Ignition Table to become active only under certain conditions, this is useful if an external switch or switching output is required to activate the table
(eg switching in the 4D Ignition Table when the NOS solenoid becomes active). If the table is required to be always active set this adjustment to Always ON.
This setting is only available when 4D/5D Ign Mode is set to ON.

4D/5D Ign Table

This table works as an adjustment to the main ignition table. The numbers entered in the table are degrees before top dead centre (BTDC) and are ADDED to the main
ignition table. 4D and 5D Ignition Tables can have their X and Y axis parameters selected and their row/column locations adjusted. To do this, click on the table and
press the X key or right click on the table and select Axis Setup.

Example:
A value of 25 degrees btdc in the Main Ignition table and a value of -5 in the 4D Ignition table would result in a combined value of 20 degrees btdc.
G4X and G5 ECU Tuning Functions > Ignition > Ignition Corrections > Dual Ign Table
Dual Ign Table
Dual Ignition Tables allow the ECU to be tuned for two completely different tuning strategies which may require switched or interpolated tables. If switching Ignition
tables is not required, Ignition Table 2 can be configured as another overlay table, this allows up to 6 dimensions (6D) of user defined Ignition tuning (refer to 4D/5D
tables). A common use of Dual Ign Tables is when running two different octane fuels or two different engine setups. Dual Ignition tables may be used in conjunction
with dual fuel and boost tables to completely cater for the different requirements of the two setups.

Dual Ign Table Settings:

Dual Table Mode

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Controls how the Dual Ign Table function is used, the following options are available:
· OFF - The table is not used.
· Dual Table - Allows the main Ignition table to be switched based on the state of an input. The Table Activation setting selects the switching source for the Dual
Ignition Table. The table currently being used by the ECU can be determined by viewing the Ignition Table 1 and Ignition Table 2 statuses on the Ignition tab of
the runtime values window (F12 key).
· Overlay Table - The table behaves as an overlay table the same as the 4D and 5D Ignition Tables. As Ignition Table 2 is larger than the 4D and 5D tables it is the
preferred table for ignition overlay tuning (if switchable Ignition maps are not required).
· Interpolate Between - When using this option the Ignition Table Ratio Table appears. The Ignition Table Ratio Table is used to control the interpolation between
Ignition Table 1 and Ignition Table 2. The x (horizontal) axis of the Ignition Table Ratio Table is configurable, commonly used parameters include % Ethanol,
Multi Fuel Blend Ratio, or an An Volt channel.

Table Activation
Used to configure which input or output is used to activate Ignition Table 2. This setting is only available when Dual Table Mode is set to Dual Table or Overlay Table.

Ignition Table 2
The alternative main ignition table that will be used when the Table Activation condition is met.

Ignition Table Ratio Table

Controls how much influence Ignition Table 1 and Ignition Table 2 will have upon the current ignition angle. A value of 0.0 would mean that all the influence comes from
Ignition Table 1, a value of 100.0 would mean all the influence comes from Ignition Table 2, while a value of 50.0 in the table would mean that the influence is split
evenly between the two ignition tables.
The axis on this 2D table can be configured by the tuner. Commonly used parameters include % Ethanol, Multi Fuel Blend Ratio, or an An Volt channel.

G4X and G5 ECU Tuning Functions > Ignition > Individual Cyl Ign Trim
Individual Cyl Ign Trim
Allows the ignition timing of each individual cylinder to be adjusted independently. This feature can be used to help balance individual cylinder temperatures or correct
individual timing irregularities caused by inaccurate trigger setups.
The individual cylinder ignition trim runtime values show the current table trim value and can be views on the Ignition tab of the runtime value window (F12 key).

Individual Cyl Ign Trim Settings:

Indiv Ignition Mode

The following options are available:
· OFF - All cylinders receive the same ignition timing.
· Single - Each cylinder can be adjusted to receive slightly more or less ignition timing over the entire operating range, enter the number of degrees trim for each
cylinder in the Individual Cylinder Ignition Trim Table. A value of 0 indicates no trim.
· Table - Each cylinder can be allocated a 3D table. The tuner can decide if each cylinder will have its own table or if groups of cylinders will share tables. Up to
twelve tables are available for individual ignition timing adjustment.
· Table Disabled - All cylinders receive the same ignition timing but the tables stay allocated and visible.

Individual Cylinder Ignition Trim Table

Used to specify the amount of trim to be constantly applied to each cylinder. A positive number will advance the cylinder, a negative number will retard the cylinder and
a value of 0 will not change that cylinders timing.
Only available when Indiv Ignition Mode is set to Single.

Cyl X Allocation
Only available when Indiv Ignition Mode is set to Table.
Used to specify which Ignition Trim Table each cylinder will use.

Cylinders can be allocated to tables in pairs, groups or individually.

e.g. 4 Cylinder Engine - individual tables
Cyl1 Allocation = Cyl1 ITrim Table
Cyl2 Allocation = Cyl2 ITrim Table
Cyl3 Allocation = Cyl3 ITrim Table
Cyl4 Allocation = Cyl4 ITrim Table

e.g. 4 Cylinder Engine - paired tables

Cyl1 Allocation = Cyl1 ITrim Table
Cyl2 Allocation = Cyl2 ITrim Table
Cyl3 Allocation = Cyl2 ITrim Table
Cyl4 Allocation = Cyl1 ITrim Table

e.g. 6 Cylinder Engine - grouped tables

Cyl1 Allocation = Cyl1 ITrim Table
Cyl2 Allocation = Cyl2 ITrim Table
Cyl3 Allocation = Cyl1 ITrim Table
Cyl4 Allocation = Cyl2 ITrim Table
Cyl5 Allocation = Cyl1 ITrim Table
Cyl6 Allocation = Cyl2 ITrim Table

Link G4X and G5 ECUs have the ability to provide each cylinder with it's own specific ignition trim regardless of ignition trim regardless of number of cylinders or
ignition mode (provided the trigger pattern provides full sync). Waste Spark, Distributer, direct spark etc can all trim each cylinder individually.
Cylinder Allocations can be grouped to suit the application (one table per bank or other variations) or each cylinder can be allocated it's own table. Cylinders not
allocated a table will not have a trim applied to them.

G4X and G5 ECU Tuning Functions > Ignition > Transient Ign Retard
Transient Ign Retard

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The Transient Ignition Retard function is designed to introduce ignition retard during transient conditions. Transient conditions are identified by a fast change in Throttle
Position (TP(Main)) or Manifold Absolute Pressure (MAP). Ignition is retarded depending on the rate of change of TP(Main) or MAP, then held retarded for a particular
number of engine cycles.

Transient ignition retard can be used to eliminate 'snap detonation' by retarding the ignition angle when engine load suddenly changes.

The Transient Ign Trim and TP Delta Max parameters can be used to setup and diagnose the Transient Ignition Retard function:

Transient Ign Retard Settings:

Mode
The following options are available:

· OFF - The Transient Ignition Retard function is not used.

· ON - The Transient Ignition Retard function is enabled. The Transient Ignition Table will be used.
· Disabled - The Transient Ignition Trim Table remains allocated but no Transient ignition trim is calculated or applied

Decay Rate
This is the number of degrees of ignition timing that will be restored per engine cycle after the Hold Time.

Hold Time
This is the number of engine cycles the ignition will be held retarded for before normal ignition timing is progressively restored.

Transient Ign Retard Table

The numbers entered in the table are degrees of ignition retard (ie they are negative).

The table should have one of its axis set to either TPS Delta or MAP Delta. To adjust the rows or columns press the X key or right click on the fuel table and select Axis
Setup .

Transient Ign Retard Example

Given the following settings:

1. A value of -12 in the Transient Ign Retard Table at a particular rate of change of throttle movement and engine speed.
2. Hold Time = 5
3. Decay Rate = 1

When the throttle is opened suddenly the ignition timing will be retarded immediately by 12 degrees from its normal value. Timing will be held 12 degrees retarded for 5
engine cycles. After this timing will be advanced back towards its normal value at 1 degrees per engine cycle. It will take a total of 17 engine cycles to restore normal
timing.

G4X and G5 ECU Tuning Functions > Ignition > Ignition Table
Ignition Table
The Ignition Table comprises of a grid of cells. The x-axis (horizontal) is engine speed. The y-axis (vertical) is engine load. Therefore, each cell represents a unique
load/RPM point. Adjusting a cell in the Ignition Table changes the ignition advance/retard that occurs at a particular load/engine speed. Increasing the cell number
increases the amount of advance (degrees BTDC) while decreasing it has the opposite effect. Negative numbers indicate retard.

Ignition Table Layout

The number and spacing of the cells in the Ignition Table is completely user adjustable. To adjust the rows or columns press the X key or right click on the fuel table
and select Axis Setup . This flexibility allows fine spacing in areas where high resolution/accuracy is required and coarse spacing in less critical areas. The maximum
number of engine speed columns is 22, while the maximum number of Load rows is 20.
G4X and G5 ECU Tuning Functions > Ignition > Trailing Split Table
Trailing Split Table
Trailing Split Table
Note: This table is only visible when Engine Type is set to Rotary.

The Trailing Split function provides a means by which the spark timing of leading and wasted spark plugs can be individually adjusted.

The Trailing Split Table adjusts the timing offset in eccentric shaft degrees of the trailing spark relative to the leading spark. Positive numbers cause the trailing spark to
happen before (advanced) the leading spark. Negative numbers cause the trailing spark to happen after (retarded) the leading spark. It is more common to use
negative numbers in this table.

The main Ignition Table sets the firing point of the leading spark in actual eccentric shaft degrees.

The current Trailing Split angle can be viewed in the runtime values area of PCLink under the Ignition tab.

Trailing Split Example

If the main ignition table has an entry of 20 at a particular RPM/Load point, the leading spark will occur at 20 degrees Before TDC. If at the same RPM/Load point the
Trailing Split Table has an entry of -6, the trailing spark will occur at 14 degrees Before TDC (ie 6 degrees after the leading spark).

If the main ignition table has an entry of 17 at a particular RPM/Load point, the leading spark will occur at 17 degrees Before TDC. If at the same RPM/Load point the
Trailing Split Table has an entry of 4, the trailing spark will occur at 21 degrees Before TDC (ie 4 degrees before the leading spark).
G4X and G5 ECU Tuning Functions > Engine Protection
Engine Protection
Engine Protection features are offered to reduce the risk of engine damage due to unexpected circumstances. The following conditions will invoke limits:
· RPM Limit - Prevents engine RPM increasing beyond a specified value.
· MAP Limit - Prevents manifold pressure from exceeding a specified value.
· GP RPM Limit - Use configurable 3D tables for engine RPM limiting.
· Speed Limit - Prevents vehicle speed from exceeding a specified value.
· System Voltage Limit - Shuts down the ECU if system voltage exceeds a specified value.

A general description of the Limiting System used in Link G4X and G5 ECUs is given HERE.

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RPM Limit
This function limits the engine speed (RPM) to a safe level, the limiting is performed by interrupting fuel injection and ignition events. Note that it is still possible to
exceed the rpm limit during down shifts or deceleration.
The RPM Limit uses the settings described in the Limiting System page and has additional Dual Table settings which are described below.

· Dual Tables - turns dual tables on or off, when using dual tables two rpm limit tables are allocated and the user can switch between them with a DI or virtual Aux.
· Dual Limit Activation - Allows the user to select the DI or virtual Aux that when active will cause the second table to become Active and the 1st table to become
inactive.
· RPM Limit Table - The table of Values that the RPM is to be limited to.
· RPM Limit Table 2 - The table of Values that the RPM is to be limited to when dual tables is on and the dual limit activation is active.

MAP Limit
This function limits the Manifold Absolute Pressure (MAP) to a defined level, this is used to prevent the boost pressure exceeding a safe level on turbo
charged/supercharged engines. Under normal conditions with a correctly operating boost control system the MAP Limit should never be reached. Note that the MAP
Limit does not directly control manifold pressure but uses Fuel and/or Ignition cuts are used to reduce it.
The MAP Limit uses the settings described in the Limiting System page and has additional Dual Table settings which are described below.

· Dual Tables - turns dual tables on or off, when using dual tables two map limit tables are allocated and the user can switch between them with a DI or virtual Aux.
· Dual Limit Activation - Allows the user to select the DI or virtual Aux that when active will cause the second table to become Active and the 1st table to become
inactive.
· MAP Limit Table - The table of Values that the MAP is to be limited to.
· MAP Limit Table 2 - The table of Values that the MAP is to be limited to when dual tables is on and the dual limit activation is active.

GP RPM Limit 1&2

The GP RPM Limits provide the user additional configurable RPM limits which provides the tuner with the ability to specify an RPM limit based on some internal or
external conditions not covered by the standard RPM Limit.
The GP RPM Limits use the settings described in the Limiting System page and have additional lockout and delay settings which are described below.

· Startup Lockout - The time in seconds that the GP RPM Limit conditions will not be checked operating after the engine is started, this allows the user to have a limit
that isn't applied until after the engine has completed startup.
· Activation Delay - The time in seconds that the limit conditions are active for before the limit will be applied, the time starts from when engine speed exceeds the
value specified in the GP RPM Limit table.
· GP RPM 1&2 Limit Table - The table of Values that the RPM is to be limited to.

Example: To setup a RPM Limit based on engine oil pressure:

1. Wire an oil pressure sensor to an analog channel, set the Oil Pressure Source as that analog channel and correctly specify the sensor calibration.
2. Turn on the GP RPM Limit by setting the mode to the desired cut method.
3. Set the Startup Lockout setting to a suitable value e.g. 10 seconds, this means that the engine will be allowed to run for 10 seconds after startup for stable oil
pressure to be achieved.
4. Set the Activation Delay to a suitable value e.g. 3 seconds. This means the engine could have an oil pressure fluctuation lasting for up to three seconds before
the limit will be invoked. This is useful for near stall situations where low engine speed causes the oil pressure to momentarily dip.
5. Set one axis of the GP RPM Limit Table to the Oil Pressure Runtime and set the other axis to a suitable parameter such as engine speed.
6. Fill in the table values, an example table is shown below.

Explanation of table numbers:

· At 0 PSI oil pressure, the engine speed will not be allowed to exceed 500 RPM. This will not take effect until 10 seconds after the car has started. So if there is
no pressure at all after 10 seconds the engine will be limited to 500 RPM.
· At anything less than 20 PSI oil pressure, the engine speed will be limited to somewhere between 500 and 1500 RPM depending on the actual engine speed and
oil pressure, this allows the engine to still run but not rev as there is some but not enough oil pressure.
· At anything above 40 PSI oil pressure the engine speed is allowed to rev through to 10000 RPM. Note that the main RPM Limit will most likely limit the engine
before this. The point is that with a very high number in the table the GP RPM Limit will not activate before other limits.
· If oil pressure fails and drops below 20 PSI when the engine is doing high RPM, the engine will be limited to 0 RPM. This will cause the engine to slow until it
reaches idle where it will then be limited at 500 RPM. Note that the oil pressure must have to fail for at least 3 seconds (Activation Delay time) before the engine
will be limited.

An alternative would be to use throttle position on the X axis and not let the engine run with open throttle if oil pressure is low. Note that it may be desirable to have 0
RPM in the 0 PSI row to cause the engine to be stalled if oil pressure fails.

Speed Limit
This limit is designed to limit the maximum vehicle speed. If the vehicle speed limit is reached the ECU will invoke fuel and/or ignition cuts to reduce power. A vehicle
speed sensor must be installed and correctly configured for this function to work. See Speed Sources for details.
The following adjustments are available to specifically configure the Speed Limit:

· Speed Source - Driving or Driven speed.

· Speed Limit Switch - Selects a control to turn the Speed Limit on and off, this can be used to implement a pit lane speed limit. Set the function to Always On to have
the Speed Limit always activate when speed exceeds the limit value.

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· Speed Limit - The actual vehicle speed at which the limit will be invoked when the Speed Limit Switch is active.
· Speed Limit Switch 2 - Selects a control to turn the second Speed Limit on and off, this can be used to implement a second speed limit that can be turned on and
off.
· Speed Limit 2 - The actual vehicle speed at which the limit will be invoked when the Speed Limit Switch 2 is active.

Note: If both speed limits are active the vehicle speed will be limited to the lower of the two speeds specified.

Speed Limit Example

If you want to set a pit-lane speed limiter up to limit the vehicle speed to 60km/h, you might do the following:
· Set the Speed Limit to 60km/h
· Set the appropriate ON/OFF Control channel
· Test and tweak to ensure the settings in Advanced Mode if necessary so that the limit is aggressive enough to hold the speed under 60kph, while not being so
aggressive that it results in massive surges in speed.

System Voltage Limit

This is designed to protect the Link ECU and other electronics in the event of a faulty charging system or incorrect jump starting. If the system voltage exceeds the Shut
Down Voltage, the ECU will stall the engine.

G4X and G5 ECU Tuning Functions > Engine Protection > Limiting System
Limiting System
Link G4X and G5 ECUs use a progressive limiting system. The limiting systems progressively cuts fuel and/or ignition over a specified limiting control range. Throttle
position is also taken into consideration to provide more aggressive limiting at high throttle positions.

Limit Mode
The limit mode is used to turn the system on and off. When turning the system on, there are four available limit methods.
· OFF - Limiting is turned off.
· Ignition %Cut - An ignition only progressive cut.
· Fuel %Cut - A fuel only progressive cut.
· Disabled - This mode disables the limiting but leaves the Limit Table allocated so the limit can be turned off without losing the information stored in the table.

Note: In a setup using Group Injection it is recommended for smooth limiting that ignition cutting is used. A hard fuel cut can be applied if required.

· Advanced Limiting Mode

Some limiting settings are only available in advanced [Link] advanced mode is turned off, advanced settings are forced to default values.

The diagram below demonstrates limiting operation. The vertical axis shows the percentage cut where 0% (bottom) is no limiting and 100% (top) is full limiting.
The bottom right axis is the value being limited. The bottom left axis is throttle position. When the value being limited is within the limit control range (denoted by
the sloped red area) the amount of cut will depend on throttle position. If the value being limited exceeds the end of the limit control range, then a hard limit can be
applied (green area).

It is highly recommended to print this diagram and write your settings on it to better gain an understanding of the limiting system while trying to configure it.

Image shown is of an RPM Limit, MAP or Speed Limits operate the same only with MAP (kPa) or
Speed (kph) instead of RPM.

Warning: Advanced mode limiting settings should only be adjusted by experienced tuners. Make sure you understand EXACTLY what a setting does before
altering it.

Advanced Mode
Enables custom control over the cut percentages and effects. With advanced mode turned to OFF the ECU will force these custom settings to generic numbers.

Hard Limit
This setting selects whether a hard cut will be implemented at the point specified by the Hard Limit Activation. The following options are available:
· OFF - hard cutting is turned off.
· Ign 100% Cut - the hard cut is ignition only.
· Fuel 100% Cut - the hard cut is fuel only.
· Fuel & Ign 100% Cut - the hard cut is both fuel and ignition.

Cut Effect
The cut effect specifies the type of cutting sequence.
· Adaptive - The cutting sequence is randomized to avoid the same cylinder being cut too many times consecutively (Typical Setting)

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· Constant - The cutting sequence is fixed for a particular percentage cut.

Limit Control Range

Specifies the range that the limiting operates over, the Limit control range operates under the specified limit value. For example, with an RPM limit set to 7000
RPM and a control range of 200 RPM the limit would operate between 6800 and 7000 RPM Or with a MAP Limit set to 250kPa and a control range of 10kPa the
limit would operate between 240 and 250kPa. A typical Limit Control Range would be 200 RPM for an RPM Limit or 10kPa for a MAP Limit.

Hard Limit Activation

Specifies how far past the end of the Limit Control Range you can go before the hard limit will apply. A typical value for an RPM Limit would be 200 RPM.

TPS Low
Specifies the throttle position below which the Start Cut (TP Low) cut value applies. Above this throttle position the cut level is determined by a linear gradient
between the Start Cut (TP Low) value and the Start Cut (TP 100) value. A typical value would be 15%.

End Cut
Specifies the percentage cut at the end of the Limit Control Range. A typical value would be 90%.

Start Cut (TPS 100)

Specifies the percentage cut at the start of the Limit Control Range with 100% throttle. A typical value would be 60%.
A TPS(Main) value between 100% and the TPS Low value will result in a cut value that is between Start Cut (TPS Low) &

Start Cut (TPS Low)

Specifies the percentage cut at the start of the Limit Control Range when TPS(Main) is below the TPS Low value. A typical value would be 30%.

Note: If Start Cut (TPS Low) is set above Start Cut (TPS 100) the higher cut value will be used.

Cut Decay Time

Specifies the time it will take to remove the cut in ms, 500ms would be a typical value.

Limit Ignition Trim

Specifies the amount of ignition trim applied when limiting system is active. A typical value would be -5 degrees.

Limit Fuel Trim

Specifies the amount of fuel trim applied when limiting system is active. A typical value would be 0%.
Note: Limit Fuel Trim is only visible when the Limit Mode is set to Ignition %Cut (or Disabled).

Trim Decay Time

Specifies the time it will take to remove the fuel and ignition trim in ms, 500ms would be a typical value.

Application Notes:
When setting up a limit, ideally you want it to be as smooth and as stable as possible. You will be able to tell when a limit is smooth as the percentage cut will stabilize.
Here are tips for setting up a smooth limit:
· For a smooth limit you want the limit to settle within the limit control range.
· An engine will settle into a position within the control range easier with a softer cut gradient.
· Increase the Limit Control Range for given % cut parameters to decrease the control range gradient.
· Bring the start and end cuts together to decrease the control range gradient.
· If you find when you hit the limit at full throttle, the limit is overshot then settled into, increase the Start Cut (TP 100).
G4X and G5 ECU Tuning Functions > Auxiliary Outputs
Auxiliary Outputs
G4X andG5 ECUs have up to sixteen general purpose auxiliary outputs. Unused ignition and injection channels can also be used as auxiliary outputs. Auxiliary outputs
are general-purpose outputs that may be used to perform a wide range of functions.
The following limitations apply:
· A Three Terminal ISC Solenoid must be wired to Aux 1&2 or Aux 3&4.
· An ISC Stepper Motor must be wired to Aux 5, Aux 6, Aux 7 and Aux 8.
· Aux 4-8 can be used to high side drive (supply 12V to) solenoids in Storm, Xtreme, Fury, Voodoo Pro and some Plug-in ECUs. Aux 9&10 can be used to high side
drive (supply 12V) when used in H-Bridge applications (e.g. E-Throttles).
· G4X Xtreme and Fury ECUs have one internal H-Bridge on Aux 9/10 which can be used to control an electronic throttle motor.
· G5 Voodoo Pro ECUs have two internal H-Bridge on Aux 9/10 and Aux 11/12 which can be used to control electronic throttle motors.
· G4X Monsoon, Storm, Xtreme, Fury and G5 Voodoo Pro ECUs can control an external H-Bridge controller using Aux 1/2 and Aux 3/4.

Auxiliary outputs supply an earth to switch loads such as a solenoid, relay, bulb or LED. Loads may be connected directly to the auxiliary output without using a relay
provided they do not draw more than 2A of current, essentially this means that a directly connected load should have a resistance exceeding 7Ω. Refer to the section
on wiring auxiliary outputs.
Some of the functions that may be performed by auxiliary outputs include:
· Check Engine Light
· Chassis Relay Output
· Closed Loop Stepper Control/Rotary Oil Pump Control
· ECU Hold Power
· Engine Coolant Fan Relay Switching
· Fuel Pump Control
· General Purpose Switched Outputs - any function requiring an output activated by temperature, manifold pressure (MAP), RPM, gear position, digital input state etc.
· General Purpose PWM Outputs - like a Gp Output but with Duty Cycle and Frequency Control.
· Inter-cooler Water Spray
· Purge Control
· Shift Light
· Speed Output (to a gauge)
· Tacho Output

More complicated Functions involving Auxiliary Outputs available include:

· AC Clutch Control
· Antilag
· Electronic Boost Control
· Direct Electronic Throttle Control and Electronic Throttle Control through an external module
· Gear Shift Control (can use an Auxiliary output for throttle blip)

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· Idle Speed Control using solenoids, stepper motors or Ethrottle

· Variable Valve Timing
· Subaru Tumbler (TGV) Control

G4X Auxiliary Output Specifications:

· 1.5k Ohm Internal Pull-up Resistor.
· Auxiliary Drive Low 2A.
· Open Collector (fly-wheeled) in auxiliary output mode.
· Aux 5 to 8 High Side Drive (ISC Stepper Mode) 0.5 A. (Monsoon has Aux 5&6 but they are low side only)
· Aux 9 and 10 (only on: Xtreme, Fury, Storm and selected Plugin ECUs) Push-Pull drive 4/4 A.
· Aux 11 and 12 (only on Voodoo Pro) Push-Pull drive 4/4 A.

G4X and G5 Injection Specifications:

· Max Saturated Injection or Auxiliary Output Current = 5 A (unprotected)
· Open Collector (not fly-wheeled) in auxiliary output mode.

G4X Ignition Specifications:

· Ignition Drive High 20mA @ 5V.
· Ignition Drive Low 2A.
· Open Collector (fly-wheeled) in auxiliary output mode.

Virtual Auxiliary Outputs

Virtual Aux outputs operate in the same way as any other aux only with no physical output. Their runtime status is set the same way as the other outputs and so they
can be used as a CAN Output and as an internal variable.
An example of a typical use would be IC Spray with a manual and an auto switch. In this case the output of IC spray would be set to a virtual aux and a gp output would
be setup with the actual auxiliary output so that it turns on when either the virtual output is active or the manual switch is active.

CAN Auxiliary Outputs

CAN Aux outputs operate in the same way as any other aux only with no physical output. Their runtime status, Duty Cycle value and Frequency value are set the same
way as the other PWM capable outputs and so they can be used as a CAN Output and as an internal variable. These differ from Virtual Aux outputs in that they can be
used for PWM functions as well as switched functions as they have associated Frequency and Duty runtime values.

Refer here for information on CAN Auxiliary Outputs and on using Virtual Auxiliary Outputs over CAN.

See also:
· Output Wiring
· Auxiliary Output Wiring

G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Pin Settings
Pin Settings
These settings belong to their respective output and are moved to the location the output is being used to make setting up faster and easier.
To find the Test settings when the output is not assigned to a function go to Auxiliary Outputs -> Output Pins -> the desired Aux. If the Function setting (found under
Auxiliary Outputs -> Output Pins and always has a lock symbol) is double clicked on it will take you to the function it is assigned to (if it is assigned).

No Function Using Aux

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Function Using Aux

Aux X Active State

This setting controls whether the respective auxiliary is considered to be active when the output is High (floating) or Low (pulled to ground).
When using Aux 5-8 if Driver Type is set to High Side then Low is floating and High is pulled to 12V.

Aux X Test
This function can be used for testing the wiring of the output, it allows the user to switch the output on and off and even allows the user to output a specific frequency
on the respective aux pin. When set to ON the switched test state is active and the Active State can be used to switch the pin between High and Low. When set to ON
(PWM) the pin will switch between High and Low at the frequency specified by Test Frequency with a Duty Cycle of 50%.

Test Frequency (Aux 1-10 only)

This setting is part of the Aux Test functionality and it specifies the frequency of the output when using the Test function in ON (PWM) mode.

Aux X Driver Type (Aux 5-8 only)

This function allows the user to drive outputs high. When set to Low Side the pin can pull Low and float High, when set to High Side the pin can float low and pull High.

Aux X Open Circuit Detection (Aux11-16 only)

When set to ON the pin status will be Fault if the output is detected to be an open circuit.
G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Alternator Control
Alternator Control
Some vehicles have alternators that are completely controlled by the ECU, in these vehicles the ECU can alter the output of the alternator by varying the Duty Cycle of
a PWM output with a larger Duty Cycle being more power and so a higher voltage from the alternator. This function allows the user to control that alternator output
using a voltage target table, the ECU's internal battery voltage reading and a PID controller which controls the Duty Cycle of a PWM capable Auxiliary Output.

A common example of a vehicle that would use this function to control the vehicles alternator is NB MX5s.
Note: This function is not intended to be used on vehicles which have two separate voltage levels but still have a regulator inside the alternator like the S2000.
Note: When the engine is off the Output is turned off and the error runtime value is reported as 0.

Settings:

Output
This setting is used to select the PWM capable output that has been wired to the alternator control pin. If this setting is set to None the rest of the settings will be
hidden.

Frequency
This setting is used to set the frequency of the selected output pin's signal. The value used here would typically be the same as is used by the OEM system, an
oscilloscope can be used to find this value.

Proportional, Integral and Derivative Gain

These settings are the various gain components in the PID controller. They are used to tune the PID controller, the better tuned it is the faster it will react to and correct
changes. Typically only Proportional and Integral is required.
An example value would be 32 Proportional, 0.4 Integral and 0 Derivative for an NB MX5.

Max and Min Clamp

These two settings control the allowable range of Duty Cycles that can be output while the engine is running.

Alt Control FF Table

This table contains the feed-forward values for the PID controller, the Duty Cycle value that the controller starts with and builds off of to reach the value that gives the
correct voltage. Ideally one axis of this table would be an electrical system load measurement but not all vehicles have these so in this you could use a mathblock
which has a value that increases when engine fans or other large loads are turned on could be used. The other axis would typically be engine speed as the faster the
engine spins the more power is produced from the alternator.
An example value would be 35% for an NB MX5 at idle with headlights and fans off.

Alt Control Target Table

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This table contains the target voltage values, typically both axes would be left as None and a single value would be used in the one cell but having a table does allow
the targeting of different voltages under different situations like a lower voltage at cruise to reduce fuel usage or a higher voltage in overrun to increase engine braking
slightly.

Runtime information can be found here

G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Check Engine Light
Check Engine Light Auxiliary Output
The Check Engine Light function is used to control the factory or an after market Check Engine light on a vehicles dash-board.

NOTE: A list of all possible ECU Fault Codes and how to clear them can be found HERE.

The following settings exist for the Check Engine Light function:

Output
Used to select which Auxiliary output will be used by this function

Engine running
Determines what will happen when a fault code is present and the engine is running
· On When Fault Codes - The Check Engine light will be constantly illuminated.
· Flash Fault Codes - The fault code(s) present will be flashed by the Check Engine light.

Flash Mode
Two Check Engine light modes exist. These are known as Long Tens and Short Tens.
· Long Tens

Fault codes are displayed as a succession of long and short flashes. Long flashes indicates tens where short flashes indicate ones. A large pause between flashes
separates fault codes. Fault codes will be displayed in a repeating list.

Example

Assume the following sequence of flashes was displayed:

This pattern would indicate fault codes:

1. 12 (one long, two short)
2. 24 (two long, four short)
3. 30 (three long, no short)

Note: If the ECU has a fault code present and the RPM is greater than zero the CE light will stay on and not flash the codes.

· Short Tens

Fault codes are displayed as a succession of short flashes and gaps. First the tens flash and then after a gap the ones flash. A large pause between flashes
separates fault codes. Fault codes will be displayed in a repeating list.

A list of all possible ECU Fault Codes can be found HERE.

Example

Assume the following sequence of flashes was displayed:

This pattern would indicate fault codes:

1. 12 (one short, two short)
2. 24 (two short, four short)
3. 30 (three short)

Key On with No Faults

Determines what will happen when NO fault code is present and the key is in the On position (engine not running).
· ON - The Check Engine light will be on. This is the way most OEM systems operate.
· OFF - The Check Engine light will be off.

Mask
This table allows the user to stop specific fault codes from being shown as part of the CE Light output function. This is particularly useful if there are less important fault
codes that you don't want to see show up on the dash possibly hiding the presence of more important faults. All fault codes will still be shown when connected to the
ECU with PCLink. To hide a specific fault code enter a value of 1 in the cell below the corresponding fault number. For example to hide the "An Volt 1 above Error High
Value" fault you would need to enter a value of 1 in cell 10. To show a hidden fault code give it a value of 0 in the appropriate cell.

Note: Some Link wire-in ECUs contain an LED in the front. With the exception of the Flash Mode and the Mask settings, other settings above do not affect this LEDs
function.
G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Chassis Power Relay
Chassis Power Relay
The Chassis Power Relay is intended to be used to control relays that supply power to the various solenoids etc.
The Chassis Power Relay Function operates in the same way as a GP Output with conditions that have to be met to turn on or off the selected Auxiliary Output. For
more information on how the function operates refer to the GP Outputs page here.

G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Closed Loop Stepper/Rotary Oil Pump Control

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Closed Loop Stepper/Rotary Oil Pump Control

This auxiliary output function is used to precisely control a stepper motor actuated device that has some form of feedback. To use this function an Analog Input must be
wired to a 0-5V position measurement sensor and it is recommended that the position is measured directly from the actuator and not from some source further away
that may be subject to mechanical flex.

Closed Loop Stepper Control can be used for a variety of applications from throttle plate positioning to tilt control on aerodynamic wings. If using this function to control
Rotary Oil Metering then set CL Stepper Control to Rotary Oil Pump instead of ON. Do not use this function to control an idle speed stepper motor as they have no
position feedback, instead use the Stepper Actuator option In the idle speed control function.

Closed Loop Stepper Control Setup:

1. Wire the (metering oil pump) stepper motor to Auxiliary channels 5, 6, 7 and 8. Wire one winding to Aux 5 and Aux 6. Wire the other winding to Aux 7 and
Aux 8. On a six terminal motor, wire the centre tap of both windings to the engine management power supply. Refer to the Four and Six Terminal Stepper
(rotary oil pumps are six terminal) wiring diagrams found in the ECUs wiring and installation manual for more information.
2. Wire the position feedback to an Analog Input. Note that the position sensor must also be wired to the ECUs sensor ground and +5V output.
3. Turn CL Stepper Control On (or set to Rotary Oil Pump if using a Rotary oil pump)
4. Set the Stepper Motor Type, Direction and Hold Duty Cycle.
5. Set CL Stepper Feedback to the Analog Channel being used.
6. Calibrate the Analog Channel to read 0-100% over the motors travel. This can be done quickly and easily using the Stepper Calibration setting or manually
by setting the Fully Closed and Fully Open Settings.
7. Set Up the Position Table. The Rotary Oiler/CL Stepper table must be setup to deliver the position over the operating range. Use the Axis setup menu (press
X or Y) to configure the X and Y axis of the table.
8. Observe the Closed Loop Stepper Control is working. Watch the analog Cl Stepper Position Runtime Value to ensure that it tracks the numbers entered in
the table. Alter the number in the tables active cell and ensure the closed loop control alters the motors position to match the table.

Rotary info:
The position signal must have a lower voltage (about 0.8V) when the pump provides minimum oil flow. The position signal must have a higher voltage (about 4V) when
the pump provides maximum oil flow.

rotary - The Rotary Oiler/CL Stepper table must be setup to deliver the correct oil volume over the operating range. A number of 0% means no oil is delivered. A
number of 100% means maximum oil delivery. The actual numbers required must be setup by the tuner and are dependent on the engine build and oil used. Use the
Axis setup menu (press X or Y) to configure the X and Y axis of the table.

Warning: When a fault is detected (with the metering oil pump control system) and the CL Stepper Ctrl setting is set to 'Rotary Oil Pump' engine speed is limited to
2000 RPM.

Stepper Motor Type

This setting allows the user to select the type of stepper motor being used, the reverse types simply treat the opposite direction as open and so are to be used if you
find the stepper is being driven in the wrong direction. Swapping Aux 5&6 around or swapping Aux 7&8 around will also change the direction of the motor.

Stepper Hold Duty Cycle

This setting controls the Duty Cycle used to hold the stepper motor in position when it is not moving. A lower Duty Cycle when stationary can help prevent overheating
of the stepper motor, a typical value would be 20-30%.

Runtime information can be found here.

G4X and G5 ECU Tuning Functions > Auxiliary Outputs > ECU Hold Power
ECU Hold Power
Note: G5 Voodoo Pro ECUs have a dedicated Ignition Switch pin and an internal ECU Hold Power relay, these functions can be used by selecting the 'Internal' options.

ECU Hold Power provides a means by which the ECU can control its own power supply relay. This allows the ECU to remain powered after the ignition switch has
been turned off and then shut itself down when ready. This is useful for functions such as returning an ISC stepper motor to its home position before the next startup.
The following is required in order to use the ECU Hold Power function:

· The Ignition Switch functionality must be wired in and set up, this is required to allow the ECU to detect when the driver has turned the key off and shut the
engine down.
· The ECU must be wired to allow it to control its own power. Refer to the Wiring and Installation manual's ECU Hold Power section for further details.
· An Auxiliary Output must be wired to control the main relay and configured as ECU Hold Power. This Auxiliary Output must be selected in the ECU Hold
Power Output setting

Operation
ECU Hold Power will keep the ECU powered while the following conditions exist:
· An Auxiliary Output is configured as ECU Hold Power AND
· The Ignition Switch Digital Input is On OR
· The Ignition Switch Digital Input is Off AND
· The engine is still rotating OR
· The ISC stepper motor is resetting (if used and configured to reset at key off) OR
· A special function that is performed at key off is completing OR
· Keep Alive Time has not been reached yet.

Settings:
Output - Sets which Auxiliary will be used to control the ECU power relay.

Keep Alive Time - Sets the amount of time the ECU will remain powered after the engine has stopped. Setting this to zero will stop the ECU from using any timed
delay at shut down.

Kill Until Stalled - When the Ignition Switch is turned off, fuel and ignition are disabled. If this setting is set to No, fuel and ignition will be re-enabled if the key is turned
back on while the engine is slowing to stop. If this setting is set to Yes, fuel and ignition will not be re-enabled until the engine has completely stopped (RPM equals
zero). This setting should typically be set to No to allow the engine to restart if the key is turned back on, particularly if there might be a situation where the driver may
turn the key off then back on while the vehicle is moving and overrun will prevent the engine from stopping. If a momentary switch is used for the Ignition Switch digital
input, then this setting should be set to Yes otherwise the driver would need to hold the button until the engine has completely stopped.

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Runtime Status
Status Values:
· OFF - ECU Hold Power is not used.
· Inactive - ECU Hold Power is used and ECU is being powered normally (Ignition Switch is on and ECU is driving power relay on).
· Active - ECU Hold Power is keeping the power relay on but the Ignition Switch is tuned off and the shut down sequence is happening.
G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Engine Fan
Engine Fan
The Engine Fan function has two purposes:
· Radiator fan control - an ECT sensor must be setup and working.
· Air conditioning (AC) condenser fan control - AC Clutch Control must be setup and working.

Engine Fan Settings

· Driven Speed Lockout - The Driven wheel speed above which engine fan and condenser fan operation will disable. This setting has a hysteresis of 5 kph. If set
to 0.0 kph the lockout will be ignored. If set too low the engine could overheat.
· RPM Zero Timeout - The amount of time the Engine Fan will run for once the engine speed is zero. It is useful to set this timer so the system will continue
cooling, but not flatten the vehicles battery. This timer is only active while the ECU has power, if the ignition key kills the engine and turns off power to the ECU
then the timer will not run. Note: If ECT is above the Engine Fan X Temperature value then the fan will run for this length of time at ECU power on regardless of
whether or not the engine is running.
· Engine Fan X Output - The Auxiliary Output being used for this function, if the fans are being controlled over CAN set this to a virtual aux or an aux that isn't
wired to anything.
· Engine Fan X Temperature - The temperature ECT must reach for Engine Fan X to turn ON.
· Engine Fan X Hysteresis - The number of degrees ECT must decrease below the Engine Fan X Temperature before the Engine Fan X will turn OFF. It is
required to eliminate short fan cycles.
· Engine Fan X on with AC - If set to Yes Engine Fan X will turn ON one second after AC Clutch activates. The one second delay is to spread the increased
engine load from the AC Clutch and condenser fan turning ON.

Warning
If the vehicle speed is at or above the Non Driven Speed Lockout and the Engine Fan Temperature is exceeded, the engine fan will NOT turn on. Incorrect Engine Fan
setup could lead to engine damage.
If the engine coolant temperature is above the 'Engine Fan X Temperature' but the engine has not been run since the ECU turned on, the engine fans will not turn on.

Example - Auxiliary Output Setup

In this example the vehicle has an ECT sensor (An Temp channel) and two fans on the radiator/AC condenser (relays on Aux Output channels). The following settings
are used:

Note that Engine Fan 3 is not used in the example. Below are some of the possible states of Engine Fan 1 (Aux 1) and Engine Fan 2 (Aux 2) at different operating
conditions:

Notes ECT AC Clutch Engine Speed Driven Speed Engine Fan 1 Engine Fan 2
Before engine running 15 °C Off 0 RPM 0 kph Off Off
Engine warming up, engine 92 °C Off >500 RPM 60 kph Off Off
running, vehicle speed increase
AC clutch on 92 °C On >500 RPM 60 kph On Off
Vehicle speed increase 92 °C On >500 RPM 80 kph Off Off
ECT increase, vehicle speed 94 °C Off >500 RPM 60 kph Off Off
decrease, AC clutch off

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ECT increase 95 °C Off >500 RPM 60 kph On Off

ECT increase, AC clutch on 99 °C On >500 RPM 60 kph On Off
AC clutch off 99 °C Off >500 RPM 60 kph On Off
ECT increase 100 °C Off >500 RPM 60 kph On On
Vehicle speed increase 100 °C Off >500 RPM 80 kph Off Off
Vehicle speed decrease 100 °C Off >500 RPM 60 kph On On
ECT decrease (hysteresis) 99 °C Off >500 RPM 60 kph On On
ECT decrease (hysteresis) 94 °C Off >500 RPM 60 kph On Off
Engine stopped (engine speed 96 °C Off 0 RPM 0 kph On (for 30 s) Off
zero), ECT increase

Example - CAN Bus Setup

In this example the vehicle has an ECT sensor (An Temp channel) and two fans on the radiator/AC condenser (relays activated by controller on CAN bus). An output
has to be set for the engine fan states to be calculated so when using the Engine FAN Statuses over CAN use a Virtual Aux or similar. The following settings are used:

Note that Engine Fan 3 is not used in the example. Below are some of the possible states of Engine Fan 1 (CAN) and Engine Fan 2 (CAN) at different operating
conditions:

Notes ECT AC Clutch Engine Speed Driven Speed Engine Fan 1 Engine Fan 2
Before engine running 15 °C Off 0 RPM 0 kph Off Off
Engine warming up, engine 92 °C Off >500 RPM 60 kph Off Off
running, vehicle speed increase
AC clutch on 92 °C On >500 RPM 60 kph On Off
Vehicle speed increase 92 °C On >500 RPM 80 kph Off Off
94 °C Off >500 RPM 60 kph Off Off

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ECT increase, vehicle speed

decrease, AC clutch off
ECT increase 95 °C Off >500 RPM 60 kph On Off
ECT increase, AC clutch on 99 °C On >500 RPM 60 kph On Off
AC clutch off 99 °C Off >500 RPM 60 kph On Off
ECT increase 100 °C Off >500 RPM 60 kph On On
Vehicle speed increase 100 °C Off >500 RPM 80 kph Off Off
Vehicle speed decrease 100 °C Off >500 RPM 60 kph On On
ECT decrease (hysteresis) 99 °C Off >500 RPM 60 kph On On
ECT decrease (hysteresis) 94 °C Off >500 RPM 60 kph On Off
Engine stopped (engine speed 96 °C Off 0 RPM 0 kph On (for 30 s) Off
zero), ECT increase
G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Fuel Pump Control
Fuel Pump Control
Fuel Pump Control provides the required functionality to drive various different types of fuel pump speed control configurations.

The following fuel pump and fuel pump speed control configurations are supported:
· Standard
· Two Speed Relay Control
· Three Speed Relay Control
· Three Speed PWM Module
· Open Loop PWM Control
· Closed Loop Pressure Control

Prime Time
In all fuel pump speed control modes, the Prime Time setting is available and sets how long the fuel pump will run for when the key is first turned on. A typical value is
3 seconds. As soon as engine speed is detected the fuel pump will run continuously until the engine stops. Prime will be applied at max fuel pump speed in modes that
don't contain a Prime Duty Cycle setting.

Modes:

OFF
No Fuel pump Control is performed by the ECU.

Standard
This mode requires a Fuel Pump Relay Output to be selected, this output will be turned on for the Prime Time at ECU Power up and then run continuously while the
engine is detected to be turning over (running or cranking). This Auxiliary output should be wired to a relay which powers the fuel pump, no other configuration is
required.

Two Speed Relay Control

This type of control is used where two relays (or a control module) are used to switch the fuel pump between two different speeds. The speeds are regulated by the use
of current limiting resistors or special circuitry in the control module.

Two Auxiliary Outputs are required to use this mode:

1. Fuel Pump Relay Output should be set to the Auxiliary used to turn the pump on or off (via a relay or control module).
2. Fuel Pump Speed Relay Output should be set to the Auxiliary Output used to switch between high and low speed.

This mode requires the following additional settings to be setup:

· Eng Speed X Over - Sets the Engine Speed that fuel pump speed changes from low to high speed.
· Inj DC X Over - Sets the fuel flow that the fuel pump changes from low to high speed.

When Inj Duty Cycle is greater than Inj DC X Over OR Engine Speed is greater than Eng Speed X Over high speed pump mode is activated. Note that there is a 2%
hysteresis on Inj Duty Cycle and a 50RPM hysteresis on engine speed to prevent erratic switching.

Three Speed Relay Control

This type of control is used where three relays (or a control module) are used to switch the fuel pump between three different speeds. The speeds are regulated by the
use of current limiting resistors or special circuitry in the control module.

Three Auxiliary Outputs are required to use this mode:

1. Fuel Pump Relay Output should be set to the Auxiliary used to turn the pump on or off (via a relay or control module).
2. Fuel Pump Speed Relay 1 Output should be set to the Auxiliary Output used to switch between low and medium speed.
3. Fuel Pump Speed Relay 2 Output should be set to the Auxiliary Output used to switch between medium and high speed.

This mode requires the following additional settings to be setup:

· Low -> Med RPM - Sets the Engine Speed at which the fuel pump speed changes from low to medium speed.
· Low -> Med Duty Cycle - Sets the fuel flow at which the fuel pump changes from low to medium speed.
· Med -> High RPM - Sets the Engine Speed at which the fuel pump speed changes from medium to high speed.
· Med -> High Duty Cycle - Sets the fuel flow at which the fuel pump changes from medium to high speed.

When Engine Speed is greater than Low -> Med RPM OR Inj Duty Cycle is greater than Low -> Med Duty Cycle the output will switch to Medium Speed Mode.
Similarly if Medium to High Rpm OR Duty Cycle criteria are met, the output mode will switch to High Speed. Note that there is a 2% hysteresis on Inj Duty Cycle and a
50RPM hysteresis on engine speed to prevent erratic switching.

The board below summarises which output is Active in each specific state:

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Three Speed PWM Module

This type of control uses a Pulse Width Modulated (PWM) signal to a fuel pump speed control module to control the fuel pump speed in three steps. Only one Auxiliary
Output is required to use this mode, that Auxiliary Output must be wired to the fuel pump speed control module and selected in Fuel Pump PWM Output.

The control will apply either 33% 66% or 100% duty cycle to the speed control module depending on fuel flow. The following settings are available in this mode:
· PWM Frequency - Output Frequency of the Auxiliary
· Low -> Med RPM - Sets the Engine Speed at which the fuel pump speed changes from low to medium speed.
· Low -> Med Duty Cycle - Sets the fuel flow that the fuel pump changes from low to medium speed.
· Med -> High RPM - Sets the Engine Speed at which the fuel pump speed changes from medium to high speed.
· Med -> High Duty Cycle - Sets the fuel flow that the fuel pump changes from medium to high speed.

When Engine Speed is greater than Low -> Med RPM OR Inj Duty Cycle is greater than Low -> Med Duty Cycle the output will switch to Medium Speed Mode.
Similarly if Medium to High Rpm OR Duty Cycle criteria are met, the output mode will to High [Link] that there is a 2% hysteresis on Inj Duty Cycle and a 50RPM
hysteresis on engine speed to prevent erratic switching.
Actual duty cycle applied to the fuel pump speed controller can be viewed with the 'FP Speed (%DC)' Runtime parameter (found under Auxiliary Outputs Tab).

Open Loop PWM Control

This type of control uses a Pulse Width Modulated (PWM) signal to a fuel pump speed control module to regulate the fuel pump speed. Only one Auxiliary Output is
required to use this mode and that should be selected in Fuel Pump PWM Output. The Auxiliary Output must be wired to the fuel pump speed as usual. Note that a
special fuel pump speed control module is required for this type of control. A solid state relay will not be able to switch fast enough for variable speed fuel pump control.

This type of control is normally used on a system with a fuel pressure regulator. The idea is to maintain a constant flow in the fuel return line for all injector flows.
Keeping a constant flow through the regulator prevents fuel pressure creep. Reducing fuel pump speed when fuel demand is low also reduces fuel pump current, noise
and fuel heating.

The following settings are available for configuring Open Loop Pressure Control:
· Prime Duty Cycle - Sets the duty cycle used during Prime Time.
· PWM Frequency - Output Frequency of the Auxiliary
· Multiplier: Scales the duty cycle to the fuel pump speed control module. For example if 80% FP Speed (%DC) is desired and the pump controller needs 40%
duty cycle to run the pump at 80% speed then set Multiplier to 0.5 %/%. If the fuel pump speed control module outputs the same duty cycle as its input then set
this number to 1 %/%.
· Offset - Corrects the duty cycle sent to the fuel pump speed control module. This will normally be zero. For example, if the fuel pump speed control module
requires a 40% duty cycle input to achieve 50% speed then Offset will be -10%.
· Pump Off DC - The duty cycle that will be applied to the fuel pump speed control module when the engine is not running.
· Min DC Clamp - The minimum duty cycle that will be applied to the fuel pump speed control module. Most pumps will not turn below approx 20% duty cycle. Set
this to a value well above the pumps stalling duty cycle.
· Max DC Clamp - The maximum duty cycle that will be applied to the fuel pump speed control module. Note, some modules will go into an error state if a too high
duty cycle (eg above 95%) is applied. This setting can also be used to limit max pump speed where an oversized fuel pump is used.
· Fuel Pump Duty Cycle Table - Sets the desired fuel pump speed depending on Inj Duty Cycle. 0% will be pump stopped,100% will be full speed, 50% will be
half speed etc. Note, the number in this table is not necessarily the duty cycle applied to the fuel pump speed controller, it is the desired fuel pump speed at a
particular Inj Duty Cycle. The actual duty cycle applied to the fuel pump speed controller will depend on the following settings (refer to the equation shown
below). The X Axis numbers (injector duty cycle) can be adjusted as required by pressing the X key while on this table.

The duty cycle applied to the fuel pump speed controller is calculated as:
FP Speed (%DC) = FP Speed Table x Multiplier + Offset, clamped between Max DC Clamp and Min DC Clamp

Note the Prime and Pump Off Duty Cycles aren't clamped and don't have the multi or offset applied to them.

Closed Loop Pressure Control

This type of control continuously varies a PWM signal to the fuel pump speed control module to regulate measured fuel pressure to a target value. Only one Auxiliary
Output is required to use this mode. That Auxiliary Output must be wired to the fuel pump speed control module and configured as FP Speed. An Analog Input must
also be wired to a fuel pressure sensor and correctly configured to display calibrated Fuel Pressure.

Note that a special fuel pump speed control module is required for this type of control. A solid state relay will not be able to switch fast enough for variable speed fuel
pump control.

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Most OEM vehicles that require this type of control have the correct mechanical system to suit it. This type of control does not use a fuel pressure regulator. Only a
small bleed is used to keep some fuel circulating in the system. Fuel tank heating is greatly reduced due to reduced fuel circulation and reduced fuel pump current.

To use this mode set Speed Control Method to Closed Loop. The following settings will be available:
· Prime Duty Cycle - Sets the duty cycle used during Prime Time.
· PWM Frequency - Output Frequency of the Auxiliary
· Startup Override Pressure - This pressure is used instead of the Fuel Pressure Target Table during engine starting. It allows removal of air from the system,
and is required for correct operation of some high pressure DI Fuel pumps. This pressure target is used when the engine speed is greater than 0 but less than
400rpm.
· Proportional Gain - The proportional gain component in the PID controller.
· Integral Gain - The integral gain component in the PID controller.
· Derivative Gain - The derivative gain component in the PID controller.
· Pump Off DC - The duty cycle that will be applied to the fuel pump speed control module when the engine is not running.
· Min DC Clamp - The minimum duty cycle that will be applied to the fuel pump speed control module while running.
· Max DC Clamp - The maximum duty cycle that will be applied to the fuel pump speed control module while running.
· Fuel Pump Duty Cycle Table - Used as a feed forward value for the PID controller, the value in the table will be used as the base value which the PID adds to
or subtracts from. Set this table up so that it controls the fuel pressure as well as possible with no PID Gains and then add the gains to account for changes that
this table can't account for.
· Fuel Pressure Target Table - Sets the target fuel pressure for given conditions (typically load and engine speed). Fuel Pressure Target is the interpolated value
from this table.

Actual duty cycle applied to the fuel pump speed controller can be viewed by looking at the FP Speed (%DC) runtime value.
Note the Prime and Pump Off Duty Cycles aren't clamped.

G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Fuel Pump Control > Nissan Skyline GTR FP Speed Control
Nissan Skyline GTR FP Speed Control
The Nissan Skyline GTR Fuel pump speed controller requires two Auxiliary Outputs from the ECU to control fuel pump speed.

Auxiliary Output 1 = FP Control Module 2

Auxiliary Output 2 = FP Control Module 1
Set Aux 1 & 2 Active States to High

Pump Speed FPCM1 FPCM2

Low Low Low
Low Low High
Medium High Low
High High High

Example Fuel Pump Speed Control Setup:

Enter the following settings into PCLink in the Fuel Pump Control section.
Speed Control Method = Three Speed Relay Control
Fuel Pump Relay Output = Aux 6
Fuel Pump Speed Relay 1 Output = Aux 2
Aux 2 Active State = High
Fuel Pump Speed Relay 2 Output = Aux 1
Aux 1 Active State = High
Prime Time = 3.0 s
Low -> Med RPM = 1500 RPM
Low -> Med Duty Cycle = 10 %FF
Med -> High RPM = 2500 RPM
Med -> High Duty Cycle = 22 %FF

Using the above settings would control the fuel pump speed as follows:

Note: The both Aux 1 & 2 will be High during prime meaning full pump speed.

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To confirm fuel pump speed is working correctly measure the voltage at the fuel pump.

Battery voltage = Full Speed

Three quarter battery voltage = Medium Speed
Half battery voltage = Low Speed

G4X and G5 ECU Tuning Functions > Auxiliary Outputs > DI Fuel Pump Control
DI Fuel Pump Control
Note: This topic only applies to Direct Injection capable ECUs such as the Link G5 Voodoo Pro.

Direct Injection (DI) Fuel Pump Control is used to regulate fuel rail pressure on DI engines. These engines use a cam shaft driven high pressure fuel pump to supply
fuel injectors that inject directly into the combustion chamber.

DI fuel injection systems differ in two major ways from traditional fuel injection systems:
· High Voltage/Current fuel injectors. These injectors require special driver circuitry to supply high voltage to open quickly against a high fuel rail pressure. The G5
Voodoo Pro requires an external driver box to control DI injectors.
· High Pressure DI Fuel Pump. These pumps contain a pumping volume control valve (called a spill valve on some pump types) to regulate fuel rail pressure that
requires a special control algorithm and a peak and hold driver circuit. The G5 Voodoo Pro requires an external driver box to control the spill valve.

Note: DI Pump Control requires Modelled or Modelled - Multi Fuel Fuel Equation Mode to be used.

This DI Pump Control help is broken into the following categories:

· DI Fuel Pump Control Settings - What each setting does and how to choose the right settings for your application.
· DI Fuel Pump Tuning - What information from your setup is required and how to gather it followed by some help on how to tune it.
· DI Fuel Pump Control Examples - Some basic information from setups that we have had working, if you would like to contribute to this please get in touch with
Tech Support.

WARNING: To prevent wasted time and potential fuel system damage, do not guess or just use the default values for any DI Fuel Pump Control settings. It is critical
they are configured correctly for the exact pump type.

G4X and G5 ECU Tuning Functions > Auxiliary Outputs > DI Fuel Pump Control > DI Fuel Pump Control Settings
DI Fuel Pump Control Settings
The following settings cover the basic setup of the DI Fuel Pump Control operation and how the settings are used to configure your setup correctly.
Once you have read and understand how the following settings work you can find example settings for specific vehicles here and in the Engine Specific Information
area.

Pump Type
This setting is used to specify how the high pressure DI Fuel Pump is controlled to deliver or bleed off the correct amount of fuel in order to get to the DI Fuel Pressure
to the DI Fuel Pressure Target. Each option controls the selected pump differently and so it is important to select the correct Pump Type.

· OFF - DI Fuel Pump Control is disabled

· Spill Valve - Normally Open - The volume control solenoid is normally open and must be closed to create pressure in the pump chamber. As the pump travels
through its pressure stroke, the pumps intake valve is held open allowing the fuel to flow back out the intake creating no pressure. Once the spill valve is
energised, the intake valve is closed allowing the pump to pressurise and push volume of fuel remaining in the pump through into the fuel rail.
· Spill Valve - Normally Closed - The volume control solenoid is normally closed and must be energised to bleed off pressure in the pump chamber. The solenoid is
energised before the start of the pump's pressure stroke to hold the intake valve open. Once the spill valve is de-energised part way through the stroke the intake
valve is closed allowing the pump to pressurise and push the volume of fuel remaining in the pump through into the fuel rail.
· PWM - The pump always pumps the maximum volume of fuel and the spill valve is operated using PWM to continuously bleed off excess fuel pressure. This
mode differs from the other two in that it's operation isn't synchronous to the engine posirion and so any PWM output can be used instead of requiring the use of
a spare injection or ignition drive.

Fuel Pressure Source & Calibration (DI Fuel Pressure Runtime)

These settings are used to select the input that has been connected to the DI Fuel Rail Pressure Sensor and to select the calibration for that sensor (High pressure
sensor located after the DI Fuel Pump). The pressure value from this sensor is displayed by the DI Fuel Pressure runtime value and is used for fuel pressure correction
for when using 'Direct Injection' Injection Mode and is used for fuel pressure correction for the primary injectors when using 'Direct/Port Injection' Injection Mode.
When using 'Spill Valve - Normally Open' or 'Spill Valve - Normally Closed' Pump Types the DI Fuel Pressure value is updated synchronously to the pump lobe
position.

Proportional & Integral Gain

These values are used to tune the closed loop side of the DI Fuel Pressure control. These settings should be configured after Pump Calibration settings and the Base
Pump Control Effort Table have been configured.

Target Pressure Decay Rate

Controls the maximum rate at which DI Fuel Pressure Target runtime value can decrease when a lower target value is requested by the DI Fuel Pressure Target Table.
A DI system can not decrease the systems fuel rail pressure by any method other than by injecting fuel into the cylinder and so if the target pressure is suddenly
decreased the controller can not necessarily suddenly decrease fuel rail pressure. Decaying the target slowly allows the controller to better follow the actual fuel rail
conditions.

Pump Control Effort Trim

This setting is used to turn On or Off the Pump Control Effort Trim Table. The values in the Pump Control Effort Trim Table table are added to the Base Pump Control
Effort Table to increase or decrease the feed forward value of the closed loop pump control allowing more variables to be taken into account.

Dual Pumps
This setting is used to turn On or Off Dual DI Fuel Pump Control. Dual Pump control assumes both pumps are physically identical and are feeding into a single shared
high pressure fuel system.
· Pump Cam Lobes, Pump Calibration Table, Spill Valve on Duration, Minimum Pump Angle & Spill Valve Deadtime are shared for Normally Open Pump Type.
· Pump Cam Lobes & Pump Calibration Table are shared for Normally Closed Pump Type.

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· Frequency and DC when 0RPM are shared for PWM Pump Type.
· Currently only one DI Fuel Pressure input is allowed and so dual pumps doesn't support separate independent High pressure fuel systems each being fed by their
own high pressure DI Fuel pump.

DI Fuel Pressure Target Table

This table is used to set the DI Fuel Pressure Target and so control the DI Fuel Pressure. Higher pressures mean more fuel can be injected by smaller injector pulses,
lower pressures place less mechanical load on the engine.
Note: When the value in the table decreases the rate at which the DI Fuel Pressure Target value decreases is restricted by the Target Pressure Decay Rate setting to
prevent situations where a lower pressure is requested but the rate at which fuel is removed from the fuel rail via injection (the only way to decrease fuel rail pressure)
is too slow and results in integral windup.

Base Pump Control Effort Table

This table is used to set the Base Pump Control effort which is a specified percentage of the pump's maximum fuel flow and is used as the feed forward value for the
closed loop pressure control. The values in this table should be filled out in such a way that the required use of the Proportional & Integral Gain values is minimised.

A value of 20% with Proportional & Integral Gain values of 0 would mean that the pump would be commanded to pump 20% or 1/5th of the amount fuel that it can
physically flow.
A value of 100% with Proportional & Integral Gain values of 0 would mean that the pump would be commanded to pump as much fuel as it can physically flow into the
high pressure DI fuel rail.

Pump Control Effort Trim Table

This table is only available when the Pump Control Effort Trim setting is set to ON.
This table is used as an additive trim to the Base Pump Control Effort Table when a more complicated feed forward setup is required for the closed loop control.

A value of 20% in the Base Pump Control Effort Table and a value of 30% in the Pump Control Effort Trim Table would result in a 50% feed forward value (20 + 30 =
50).

DI Fuel Pump Calibration

The settings available to configure the DI Fuel Pump/s vary depending on the Pump type.

Spill Valve - Normally Open and Normally Closed

Output
This is used to select what ECU output has been wired to the DI Fuel Pump Spill Valve, only spare Fuel or Ignition drives can be used for this (due to the output
needing to be synchronous to engine position). These solenoids are often low impedance and require current regulation to prevent overheating or damage to the
solenoids coil. It is up to the installer to measure the OEM currents and control type used for a particular solenoid and wire in and configure appropriate driver circuitry
to suit.
Some factory vehicles such as the Toyota GT86 have a factory controller box bolted to the engine which takes low power signals from the ECU and then controls the
DI injectors and DI Fuel Pump Spill Valve using its internal driver circuitry.

Pump Cam Lobes

Sets the number of lobes on the pump cam (or the number of pump strokes per engine cycle).
When Dual Pumps is on this setting applies to both pumps.

Pump Cam Lobe Centerline

The engine crankshaft position of the maximum lift of the pump cam lobe that occurs after TDC number 1. This value can be found by using precision measuring
equipment and a dial gauge on the pump cam follower. It is absolutely essential that this number is accurate as all DI fuel pump control calculations are referenced
from this engine position. For cams that can vary their timing (VVT), this number is measured with the cam fully home in its relaxed position (typically most retarded for
intake cams, most advanced for exhaust cams).
When Dual Pumps is on there is a separate Pump Cam Lobe Centerline setting for each pump.

VVT Cam Position

If the DI fuel pump is driven off a cam shaft that can vary its position (VVT), select the VVT control channel that controls that cam. If the cam angle does not vary then
set this to OFF.
When Dual Pumps is on there is a separate VVT Cam Position setting for each pump.

Spill Valve On Duration (Normally Open only)

Sets the angle in crank degrees that the spill valve will be held energised for. When using a Normally Open pump setup the spill valve is open until it is energised and
once it has been energised it starts to build pressure, it only needs to be energised for a short angle before the pressure that has been built holds it shut.
When Dual Pumps is on this setting applies to both pumps.

Minimum Pump Angle (Normally Open only)

Sets the minimum engine crankshaft angle that the pump volume control solenoid will be enabled for. If a control angle less than this is calculated the volume control
solenoid will not be energised.
When Dual Pumps is on this setting applies to both pumps.

Spill Valve Deadtime Table (Normally Open only)

Sets the electromechanical dead time of the DI fuel pump volume control solenoid. It is essential these values are correct for accurate and stable pressure control.
When Dual Pumps is on this setting applies to both pumps.

Pump Calibration Table

When Dual Pumps is on this setting applies to both pumps.
Determines the amount of fuel that the pump will deliver for a given cam shaft position, this table is effectively the pumps cam shaft profile. The table axis represents
the volume of fuel being pumped as a proportion of the maximum amount the pump can flow (0-100% of Pump flow) and the table numbers denote the angle in
degrees before peak of the cam lobe that the spill valve must be moved to achieve the specified percentage of its maximum fuel flow. These table numbers can be
determined by measuring the pump cam profile.

To determine the correct numbers for this table from a cam shaft profile, the actual cam lift numbers need to be converted from their measurement (mm or inches) to a
percentage of the pumps maximum volume per stroke. If the pump can pressurise for the full stroke it will pump 100% of its maximum volume. The following table gives
an example of how to convert cam profile measurements into numbers for the Pump Calibration Table.

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Angle Before Lobe Center Cam Lift Percent Max Flow

(Crank Degrees) = (1 - (Cam Lift / Max Lift)) x 100 %
0° (lobe centerline) 4.95 mm (Max Lift) 0 % (No Flow)
20° 4.91 mm 0.8 %
40° 4.63 mm 6.4 %
60° 4.12 mm 16.8 %
80° 3.44 mm 30.5 %
100° 2.68 mm 45.9 %
120° 1.93 mm 61.0 %
140° 1.17 mm 76.3 %
160° 0.42 91.5 %
180° 0 mm (No Lift) 100 % (Max Flow)

A Pump Calibration Table generated from these measurements would look like the one shown below. Note that more measurement points are included to get an
accurate calibration, especially around min and max lift.

From this calibration the ECU can determine that if it wants 45.9 % of maximum flow it needs to start pressurising at 100.0 crank degrees before the pump cams lobe
center.
Note: The table axis (Max Flow %) numbers can be adjusted by pressing X while editing the table.

PWM
Output
The PWM output being used to control the DI Fuel Pump solenoid. Set the output's Active State to the setting that gives 100% fuel supply to the Fuel rail at 100% DI
Fuel Pump Flow Percentage.

Frequency
Controls the Frequency of the PWM signal being used to control the DI Fuel Pump.
When Dual Pumps is on this setting applies to both pumps.

DC when 0RPM
This value is typically set so that the DI Fuel Pump Solenoid is not being powered when the engine is off (0% or 100% depending on the Output's Active State and the
Amplifier being used (if one is being used)).
When Dual Pumps is on this setting applies to both pumps.

DI Fuel Pump Error Values

High Pressure Margin
This setting controls how much the DI Fuel Pressure can be above the DI Fuel Pressure Target value before the DI Fuel pump high pressure margin exceeded fault
code is activated, note the Fault Blanking Time setting determines how long the margin must be exceeded for for the fault to be thrown.

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Low Pressure Margin

This setting controls how much the DI Fuel Pressure can be below the DI Fuel Pressure Target value before the DI Fuel pump Low pressure margin exceeded fault
code is activated, note the Fault Blanking Time setting determines how long the margin must be exceeded for for the fault to be thrown.

Fault Blanking Time

This setting controls how long one of the above fault conditions has to be active for before the relevant fault code is activated.

G4X and G5 ECU Tuning Functions > Auxiliary Outputs > DI Fuel Pump Control > DI Fuel Pump Control Tuning
DI Fuel Pump Control Tuning
WARNING: The procedure for setting up DI Fuel Pump Control requires a complete understanding of the physical system. It is recommended that only advanced
tuners attempt to configure and tune Direct Injected engines. There are many areas that can go wrong and a lot of information must be obtained from the OEM system.

WARNING: DO NOT just use the default numbers provided, each setting must be correct for the application. If you do not understand what a setting does or where to
obtain the correct value from contact your Link distributor or Link technical support for further assistance. Assuming a number could result in damage to the injectors,
pump or engine but most likely a lot of lost time in trying to get the system to operate correctly.

WARNING: Trying to drive the injectors over 50% Duty Cycle will result in engine misfire! and a warning fault code being set.

Obtaining Information about the DI System

Before setting up DI fuel pump control or tuning a DI engine the following information should be obtained from the OEM vehicle. Some of this can be obtained using a
scan tool, other information will need to be found by on vehicle measurement. Some of this information will be available for selected vehicles in Link base maps.

· Low fuel pressure system type and configuration, including fuel pump controller operation.
· Low fuel pressure under various operating conditions including start-up.
· Injector driver voltage and current values and control type.
· Injector flow and characteristics.
· DI Fuel Pump type.
· DI Fuel Pump Solenoid control currents and control type.
· DI Fuel Pump Solenoid dead time.
· Number of DI Fuel Pump cam lobes.
· DI Fuel Pump cam shaft profile.
· DI Fuel Pump lobe centreline relative to crank shaft.
· DI Fuel pressure under various operating conditions.
· Injector timing under various operating conditions.
· Other tuning information also useful is VVT control angles, Lambda and Ignition Angle.

Basic Setup Procedure

The following steps are required before attempting to run the engine:

1. A suitable low pressure fuel pump control must be achieved. It is common on DI engines to use a returnless or fixed bleed fuel system. These systems
sometimes require a special closed loop fuel pressure control to correctly regulate fuel pressure. The low pressure fuel system should be correctly configured
and tuned before attempting to operate the high pressure fuel system. Measurements should be taken from the OEM system to determine correct pressures
under various operating conditions. For improved starting, it is also common for the low pressure system to use a very high pressure at startup.
2. If using a non OE DI box then configure the DI box to suit the injectors. These must be correct to both avoid injector damage and ensure they are correctly
driven. Note: the G5 Voodoo Pro ECU requires an external driver box to control DI injectors and DI high pressure fuel pumps.
3. Set up the Injector Characteristics to match the injectors. These must be correct as they are used by the DI Fuel Pump Control algorithm.
4. Set up Injector Timing correctly. Timing is typically based around start of injection timing, starting approximately when the intake valve opens and can progress
part way into the compression stroke. Warning; injector duty cycle is limited to 50% by hardware and incorrect injection timing can allow fuel to be injected
during the power or exhaust strokes!!!
5. If using a non OE DI box then configure the DI box to suit the High Pressure DI Fuel Pump solenoid/Spill Valve Peak and Hold currents as per specifications or
OEM operation.
6. Set up the DI Fuel Pump Calibration. This may require taking measurements from the engine and must be set up exactly.
7. Set the DI Fuel Pump Error Value settings to suitable values. If these values are interfering with correct setup of the pump then these values can be turned off
for the purposes of pump calibration and setup but must be turned back on for regular use.
8. Set up the DI Fuel Pump Target Pressure Table and related settings.
9. Tune the closed loop fuel rail pressure control system as described below.

Tuning DI Fuel Pressure Control

DI Fuel Pressure Control uses a modelled system using all the physical information about the injectors, pump cam profile and pump solenoid to attempt to arrive at the
correct fuel rail pressure. On top of this is a closed loop controller that continuously corrects for variations and inaccuracies in the system. This controller relies entirely
on all DI settings being correct and will perform poorly or most likely not at all without the correct information.

Once set up correctly and the engine is ready to run, start and tune the fuel table to get the fuel mixtures into a safe state. Then run the engine at mid rev's, 3000 to
4000rpm, and change the target fuel pressure to see if the actual fuel pressure tracks the target fuel pressure. If not, tune the fuel pump control PIs and if necessary
recheck the pump settings.

Run the engine on a dyno and tune Ignition and fuel maps. If the fuel rail pressure fails to track the target pressure, particularly on rapid throttle changes, then the DI
fuel pump compensation table should be tuned. Tune the table to achieve a constant DI fuel pump control % output over the engine's operating range, the value is not
important. This reduces the amount of work PI control must do and can result in lower gains being acceptable. With stable rail fuel pressure you can now final tune the
fuel table.

G4X and G5 ECU Tuning Functions > Auxiliary Outputs > DI Fuel Pump Control > DI Fuel Pump Control Examples
DI Fuel Pump Control Examples
Below are some examples of setups that we have had working, if you want any of the information below corrected or want to add more examples please contact Tech
Support.

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· Toyota GT86/Subaru BRZ FA20

· Toyota 2UR-GSE (Lexus IS F)

The Toyota 2GR-FSE also has it's own OE DI controller box with 6 injector outputs and one pump output.

Toyota GT86/Subaru BRZ with the FA20 Dual Port/DI engine

Wire the ECU up to the factory DI controller box located on the side of the intake manifold. Wire injector 1 to IJT1, Injector 2 to IJT2 etc, don't wire anything to IJF1 or
IJF2. Wire a spare Ignition output to FPD, don't wire anything to FPF.

GT86/BRZ OE DI Box pinout

Set Injection Mode to 'Direct/Port Injection' and set DI Injector drive mode to 'Inversed with pull-up'. Injector flow rate was determined to be 315cc/min @ 2000kPa for
the DI injectors (Primary) and 195cc/min @ 300kPa for the Port injectors (Secondary).
Set DI Fuel Pump Control Pump Type to 'Spill Valve - normally Open'. Set the selected output's active state to High.
Pressure calibration as determined experimentally is 0kPa at 0.48V and 25000kPa at 4.5V.
Lobe Centerline as determined experimentally is 52deg with 3 cam lobes and a Spill Valve On Duration of 20deg.
Spill Valve Deadtime and Pump Calibration Table are shown in the image below:

GT86/BRZ DI Pump Deadtime and Calibration

Toyota 2UR-GSE (Lexus IS F motor)

Wire the ECU up to the factory DI controller boxes located on top of the factory intake manifold, Wire injector 1 to IJT1, Injector 2 to IJT2 etc, don't wire anything to IJF1
or IJF2. Wire a spare Ignition output to each DI box's FPD pin, don't wire anything to FPF.

Set Injection Mode to 'Direct/Port Injection' and set DI Injector drive mode to 'Inversed with pull-up'. Injector flow rate was determined to be 820cc/min @ 10,000kPa for
the DI injectors (Primary) and 328cc/min @ 300kPa for the Port injectors (Secondary).
Set DI Fuel Pump Control Pump Type to 'Spill Valve - normally Open' with Dual Pumps on. Set the selected outputs active states to High.
Pressure calibration as determined experimentally is 0kPa at 0.47V and 27000kPa at 4.5V.
Lobe Centerlines as determined experimentally are 280deg and 270deg with 2 cam lobes and a Spill Valve On Duration of 40deg.
Spill Valve Deadtime and Pump Calibration Table are shown in the image below:

Toyota 2UR-GSE DI Pump Calibration

G4X and G5 ECU Tuning Functions > Auxiliary Outputs > General Purpose Output
General Purpose Auxiliary Output
·
General-purpose outputs can be setup to switch on relays, solenoids, lights etc when particular conditions are met. The conditions required for the output to switch
on/off are user definable with an almost endless range of different possibilities available (limited only by the tuners creativity).

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Up to three conditions can be used to define when a General Purpose Output switches on/off. If more than one condition is being used the conditions can be combined
using AND or OR combinations.

To setup a General Purpose Output:

1. Fill out the Label if desired, this Label will be applied to the selected Auxiliary's Runtime Status.
2. Select an Output channel, the output can be an Auxiliary, Auxiliary Injector, Auxiliary Ignition or a Virtual Auxiliary. Once an Output is selected the rest of the
settings will become visible.
3. set the On Delay and Off Delay to appropriate values for the application, a description of the On and Off Delay's operation is provided below.
4. Double click on the SW Parameter 1 setting and a window will open, select the Runtime (Value or Status) which you want to use to control the output state.
5. Double click on the SW Cond 1 setting and a window will open, this window will contain a list of possible comparisons such as <, >, =, <=, >= & /= (not equal).
Select the appropriate option. Note: for statuses it is usually easier to use only the = or /=
options.
6. The next setting below SW Cond 1 should now be displayed as the runtime you selected in SW Parameter 1. If a status was selected, Double clicking on this
setting will bring up a box with the available statuses, if a runtime value was selected the window will allow you to enter a value. Enter the value or select the status
you want to compare.

Example:
Switch Logic = Cond 1 ONLY
Off Delay = 0.1s
SW Parameter 1 = Engine Speed
SW Cond 1 = ">"
Engine Speed = 4500 RPM

This will result in the selected Output becoming active when the rpm goes over 4500rpm and becoming inactive (with a delay of 0.1s) when the engine speed drops to
4500rpm or lower. This kind of setup would commonly be used for a VTEC style system.

Terminology used:
· AND - ALL conditions must be true before switching will occur
· OR - Switching will occur if ANY of the conditions becomes true
· > - Greater than
· < - Less than
· >= - Greater than or equal to
· <= - Less than or equal to
· = - Equal to
· /= - Not equal to
· Function Active - When the corresponding function is active, this becomes true regardless of the associated value.

Output
This setting allows the user to select the output that will be controlled by this function.

On/Off Delay
The On Delay and Off Delay settings add delays in the switching off of the output, this effect is similar to adding hysteresis as it helps eliminate rapid on-off-on
switching. The On Delay is how long the activation requirements must be continuously be met before the output turns on and the Off Delay is the same but for turning
the output off.

Switch Logic
Sets how the conditions will be combined to make the final on/off state. Note that conditions in brackets are always evaluated first Options are:
· Cond 1 ONLY - Only the first switching condition is used.
· Cond 1 AND 2 - The first two switching conditions are used. They must both be true to turn on the output.
· Cond 1 AND 2 AND 3 - All three conditions are used. They must all be true to turn on the output.
· Cond 1 OR 2 - The first two switching conditions are used. The output will turn on if either of them is true.
· Cond 1 OR 2 OR 3 - All three conditions are used. The output will turn on if any of them are true.
· Cond (1 AND 2) OR 3 - All three conditions are used. The output will turn on if both (Condition 1 AND Condition 2 are true) OR Condition 3 is true.
· Cond (1 OR 2) AND 3 - All three conditions are used. The output will turn on if (Condition 1 OR Condition 2 are true) AND Condition 3 is true.

SW Parameter 1,2,3
Selects the parameter used in the switching condition, the available options include the majority of the runtime values and statuses.

SW Cond 1,2,3
Selects the Condition used in the switching condition, available options are <, >, =, <=, >=, /= (not equal to).

SW Value 1,2,3
Selects the Value being compared against in the switching condition, this is a selectable status box when the parameter is a status.
This setting doesn't show up as 'Value' but instead shows up as the parameter name.

Example: Switching a VTEC solenoid

Suppose in this case the solenoid should be switched on at 4500 RPM. To do this only a single condition is required, that being "RPM greater than 4500". To
implement this the following setup may be used:

Switch Logic = Cond 1 ONLY

SW Parameter 1 = Engine Speed
SW Cond 1 = >
Engine Speed = 4500

To run a Honda VTEC solenoid directly from the ECU (without an additional relay), wire it to aux 5, 6, 7 or 8 and set the Drive Type to High Side.

Example: Creating Hysteresis (on at one value, off at a lower value)

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It is quite common to want to turn an output on at a value (eg 4000 RPM) but not want it to switch off until a lower value (eg 2000 RPM). This is often used by factory
vehicles for intake runner control (eg Toyota TVIS) or switched cam control. The following numbers show how to turn the auxiliary output 2 on when engine speed goes
above 4000 RPM and keep it on until engine speed falls below 2000 RPM.

Switch Logic = Cond (1 AND 2) OR 3

SW Parameter 1 = Engine Speed
SW Cond 1 = >
Engine Speed = 2000
SW Parameter 2 = Aux 2 (Status)
SW Cond 2 = =
Sw Value 2 = Active
SW Parameter 3 = Engine Speed
SW Cond 3 = >
Engine Speed = 4000

This may seem a little confusing but can be explained by breaking the switch logic down. The logic is:

On when (Engine Speed > 2000 AND Aux 2 is Active) OR (Engine Speed > 4000)

It works in the following manner:

1. Assume the auxiliary output is already off.
2. As engine speed goes above 2000 RPM, the conditions we have are Engine Speed is above 2000, but aux 2 is not Active or Engine Speed is not above 4000.
· On when (Engine Speed > 2000 AND Aux 2 is Active) OR (Engine Speed > 4000)
· On when (true AND false) OR false.
· On when false OR false
· On = false
3. As engine speed goes above 4000 RPM, the conditions we have are Engine Speed is above 2000, but aux 2 is not Active or Engine Speed is above 4000.
· On when (Engine Speed > 2000 AND Aux 2 is Active) OR (Engine Speed > 4000)
· On when (true AND false) OR true.
· On when false OR true
· On = true
4. As engine speed goes back below 4000 RPM, the conditions we have are Engine Speed is above 2000 and aux 2 is Active but Engine Speed is not above
4000.
· On when (Engine Speed > 2000 AND Aux 2 is Active) OR (Engine Speed > 4000)
· On when (true AND true) OR false.
· On when true OR false
· On = true
5. As engine speed goes back below 2000 RPM, the conditions we have are Engine Speed is not above 2000, but aux 2 is Active or RPM is not above 4000.
· On when (Engine Speed > 2000 AND Aux 2 is Active) OR (Engine Speed > 4000)
· On when (false AND true) OR false.
· On when false OR false
· On = false

The point to note here is that the auxiliary output uses its own on/off state to select what RPM it turns on/off at. When it is not on, it turns on at 4000 RPM, but when it is
on, it turns off at 2000 RPM.

Example: NOS Control

This example is for demonstrative purposes only and is not a recommended method of NOS control.

Suppose you wanted to disable NOS in first and second gears to reduce wheel spin. To do this only a single condition is required, that being "Gear is greater than 2".
To implement this, the following setup may be used:

Switch Logic = Cond 1 ONLY

SW Parameter 1 = Gear (Status)
SW Cond 1 = >
Gear = 2

To further this example, suppose you also only wanted NOS to be active when boost is being produced. To do this you want the auxiliary output to switch on when
"Gear is greater than 2" AND "MAP is greater than 100 kPa". To implement this the following setup may be used:

Switch Logic = Cond 1 AND 2

SW Parameter 1 = Gear (Status)
SW Cond 1 = >
Gear = 2
SW Parameter 2 = MAP
SW Cond 2 = >
MAP = 100

To further extend this example, suppose you also wanted an override switch that could make the NOS active all the time. You have wired a switch to Digital Input 5 and
set it up as a General Purpose input. To do this you would want the auxiliary output to switch on when ("Gear is greater than 2" AND "MAP is greater than 100 kPa")
OR ("Digital Input 5 is On). To implement this the following setup may be used:

Switch Logic = Cond (1 AND 2) OR 3

SW Parameter 1 = Gear (Status)
SW Cond 1 = >
Gear = 2
SW Parameter 2 = MAP
SW Cond 2 = >
MAP = 100
SW Parameter 3 = Digital Input 5 (Status)
SW Cond 3 = =
Digital Input 5 = Active

Example: Switching a Variable Cam Timing solenoid

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Suppose in this case the solenoid should be on above 4000 RPM but turn off again at 6500 RPM. To do this "RPM must be greater than 4000" AND "RPM must be
less than 6500".

Switch Logic = Cond 1 AND 2

SW Parameter 1 = Engine Speed
SW Cond 1 = >
Engine Speed = 4000
SW Parameter 2 = Engine Speed
SW Cond 2 = <
Engine Speed = 6500

Example: Switching a water injection solenoid

Suppose in this case the user wants to switch a water injection solenoid constantly on (without using PWM), but only if the engine is making over 1Bar of boost (MAP
above 200kPa) AND the inlet air temperature is above 70degC. The user also wants an override switch (using DI-4 which is setup as a general purpose switch) which
forces the solenoid to turn on. So the output should switch when; ( "MAP is greater than 200 kPa" AND "Inlet Temp is less than 70 degC" ) OR "Digital input 4 is on".

Switch Logic = Cond (1 AND 2) OR 3

SW Parameter 1 = MAP
SW Cond 1 = >
MAP = 200
SW Parameter 2 = IAT
SW Cond 2 = >
IAT = 70
SW Parameter 3 = Digital Input 4 (Status)
SW Cond 3 = =
Digital Input 4 = Active

Example: Disabling NOS in third gear only

Suppose that you have a weak third gear and want to disable NOS only in that gear. You also have a NOS switch connected to Digital Input 5 (and Digital Input 5 is
correctly configured as GP Input). In this case you want the Auxiliary Output to turn on when (Digital Input 5 is ON AND Gear Position is not Three).

Switch Logic = Cond 1 AND 2

SW Parameter 1 = Gear (Status)
SW Cond 1 = /=
Gear = 3
SW Parameter 2 = Digital Input 5 (Status)
SW Cond 2 = =
Digital Input 5 = 5
G4X and G5 ECU Tuning Functions > Auxiliary Outputs > General Purpose PWM
General Purpose PWM Auxiliary Output
General Purpose PWM Auxiliary Outputs work in a very similar way to General Purpose Auxiliary Output's but have the added ability to control the frequency and Duty
Cycle of the output via 3d tables instead of the output being a purely on/off switched.
The conditions must be met before any signal is output on the selected auxiliary.

100% Duty cycle = completely on

0% duty cycle = completely off

This function Pulse Width Modulates an auxiliary output at a constant or variable frequency with a variable duty cycle. This function is used for generic control of
solenoids and interfacing to other electronic devices, typical applications include nitrous injection, water injection, non linear frequency output to old speedometers and
many more.

GP PWM outputs will pulse width modulate (PWM) an auxiliary output pin at a given frequency. The frequency can either be constant or come from a 3D table. The
output duty cycle will be taken from a 3D table when all the on conditions specified are met. The output will continue to be applied for the given time period (SwOff
Timer value) after conditions cease to be met. When conditions are not met, the output will be off (0% duty cycle) in the same way a GP Output is off (taking into
account the polarity setting).

Again, to summarise, the auxiliary output will:

· Be off (0%) until the on conditions are met.

· On conditions operate the same as for a GP Auxiliary Output.
· PWM for a period of time after on conditions are met.
· On Delay sets the time in seconds that the output will continue to be off for after the conditions are met.
· PWM when switch conditions are met.
· Duty cycle is taken from the Aux x PWM DC table found under Auxiliary Outputs in the settings tree.. Duty Cycle can range from 0 to 100%.
· The Frequency settings select if the frequency is constant or taken from a Table. When Table mode is selected, the frequency is entered in the Aux x
PWM Freq table found under Auxiliary Outputs in the settings tree.
· PWM for a period of time after on conditions are not met.
· Off Delay sets the time in seconds that the output will continue to PWM for after the conditions are no longer met.
G4X and G5 ECU Tuning Functions > Auxiliary Outputs > IC Spray
Inter Cooler Spray Control
Inter Cooler Spray Control

This function allows for control of a solenoid or pump to spray water onto an air/air Inter Cooler (IC) for more efficient cooling of the intake air. Once the conditions are
met to enable the IC Spray function, the pump control relay is pulse width modulated at a low frequency and low duty cycle. The purpose of this is to repeatedly spray a
mist of water onto the Inter Cooler then allow it to evaporate.

For IC Spray to activate both the selected Input must be active and the switching function Runtime ON/Off Value requirements must be met.

Settings

Output - Sets which Auxiliary will be used to control the IC Spray pump/solenoid.

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Input - Sets which input will be used to activate the IC Spray control.

Switching Function - Determines which Runtime will be used in conjunction with the ON Value and OFF Value settings to activate the IC Spray control.

ON Value and OFF Value - Determines the actual value at which to switch on/off the IC Spray function. These settings act as a form of hysteresis, the selected
Runtime's (selected in Switching Function) value has to go above the ON Value to activate IC Spray and drop below the OFF Value to deactivate it.

Water Spray Mode - This has an effect on water consumption over a long period of time. When the switching conditions are no longer met the IC Spray drive will turn
off. There is a high chance that the system will be part way though a cycle when it switches off. The Resume option means that when the switch conditions are met, the
system will continue from the same position in the cycle. This means that the pump may actually be off or about to turn off even though the function has been activated.
In contrast, the Reset option will automatically start spraying from the beginning of the cycle as soon as the function has been activated.

Spray Period - The time taken for one complete on/off cycle, 5 to 10 seconds is typical.

Spray Duty Cycle - Controls how much water is delivered once the IC Spray function is activated. 100% means the pump will run continuously, 50% means that the
pump will cycle with equal on and off times, 25 to 50% is typical.

RPM Lockout - IC Spray Control will be disabled below this RPM. This can be set to zero to allow testing of the IC spray function without the engine running, a typical
value is 400 RPM.
G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Purge
Purge Auxiliary Output
Many factory cars have a charcoal canister which stores the fuel vapour coming from the fuel tank. A purge solenoid allows the charcoal canister contents to be vented
into the engine during light load.
There are no settings to adjust as other than selecting the output controlling the solenoid.

The purge function will turn on the purge solenoid when the following three conditions are met:
1. Engine Coolant Temp is greater than 50 degrees C.
2. MAP is less than 90kPa.
3. Engine Speed is greater than 1800 RPM .

Therefore the engine must be warmed up and operating in vacuum, but not at idle.
G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Shift Light (PWM)
Shift Light (PWM)
Link G4X and G5 ECUs are capable of directly driving a shift light. The shift light point can be individually specified for each gear. For the Shift Light (PWM) function to
work Gear Detection must be setup and working.

For wiring of an LED for a shift light see Switching an LED.

Shift Light Settings

· PWM Output - The Auxiliary pin that the Shift Light signal will be put out on.
· Frequency - The number of times per second the shift light will flash when on. 10 Hz will produce a flickering shift light, frequencies above this will lead to a
dimming light. Frequencies higher than 50 Hz are not necessary.
· Start Duty Cycle - The percentage of time the shift light will be on for at the start of the Shift Control Range.
· End Duty Cycle - The percentage of time the shift light will be on for at the end of the Shift Control Range.
· Shift RPM Table - The engine speed in each gear at which the shift light will reach the End Duty Cycle. Above this engine speed the shift light will maintain the
specified End Duty Cycle.
· Shift Control Range - The amount of RPM in each gear in which the shift light will transition from Start Duty Cycle to End Duty Cycle.

Setup Example

· PWM Output = Aux 5

· Frequency: 10 Hz
· Start Duty Cycle: 10%
· End Duty Cycle: 90%
· Shift RPM Table:
Gear 1 2 3 4 5 6
Engine Speed 3750 5000 5500 6000 6500 6500

· Shift Control Table:

Gear 1 2 3 4 5 6
Shift Control Range 800 700 600 500 400 300

As the driver starts driving the following would happen:

1. The engine speed increases to 2950 RPM, the shift light starts flashing at 10% duty cycle. As the engine speed increases to 3750 RPM the shift light duty cycle
increases to 90%.
2. The driver changes to 2nd gear, the engine speed drops and the shift light stops flashing. The engine speed increases to 4300 RPM, the shift light starts
flashing at 10% duty cycle. As the engine speed increases to 5000 RPM the shift light duty cycle increases to 90%.
3. The driver changes to 3rd gear, the engine speed drops and the shift light stops flashing. The engine speed increases to 4900 RPM, the shift light starts
flashing at 10% duty cycle. As the engine speed increases to 5500 RPM the shift light duty cycle increases to 90%.
4. The driver changes to 4th gear, the engine speed drops and the shift light stops flashing. The engine speed increases to 5500 RPM, the shift light starts flashing
at 10% duty cycle. As the engine speed increases to 6000 RPM the shift light duty cycle increases to 90%.

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5. The driver changes to 5th gear, the engine speed drops and the shift light stops flashing. The engine speed increases to 6100 RPM, the shift light starts flashing
at 10% duty cycle. As the engine speed increases to 6500 RPM the shift light duty cycle increases to 90%.
6. The driver changes to 6th gear, the engine speed drops and the shift light stops flashing. The engine speed increases to 6200 RPM, the shift light starts flashing
at 10% duty cycle. As the engine speed increases to 6500 RPM the shift light duty cycle increases to 90%.

Setup Notes
· The Shift Control Range and the Shift RPM is going to vary for each gear and each engine setup. The best numbers to use can be determined by speaking with
the engine builder and the driver of the vehicle.
· If using an RPM Limit set the limit to be higher than the engine speed specified in the Shift RPM Table.
· If the vehicle is in a neutral (no gear) the Shift Light function will use the settings for Gear 0.
G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Speedo Out
Speedo Out Auxiliary Output
The speedometer output generates an output frequency based upon the selected speed variable. The output frequency generated is suitable for calibration of digital
speedometers. A sweep function can also be used at key on to run the needle over the entire range of the speedo.
The output frequency in Hz is the current speed in kph * multi + offset.

Settings:

Output
The Auxiliary Output being used to control the speedometer gauge.

Source
The speed source to use for Speedo Out.

Max Speed
The maximum Speed (Assuming correctly set Multi and Offset) applied to Speedo Out during normal operation. This can be used to prevent damage to the speedo due
to running it past the end or to prevent an OEM ECU seeing the actual vehicle speed above a certain point.

Multi
The ratio of output frequency to input speed. If set to 1.0 the output frequency will be the same as the input speed. If set to 2.0 the output frequency will be twice that of
the input speed. If set to 0.5 the output frequency will be half that of the input speed.

Offset
Added to the input speed over the entire range, is used to correct for when there is an offset or zero error in the gauge. Note the Multi must be set correctly before this
offset value is representative of the speed units being used.

Key On Sweep
Activates the key on speedo sweep feature. This feature causes the speedo to sweep round to the Sweep Speed at key on then back to 0.

Sweep Speed
The maximum frequency applied to the speedo at key on if Key On Sweep is enabled. Adjust this using trial and error to make the speedo sweep to the desired speed.

Sweep Time
The time taken to reach the Sweep Speed. Once the correct Sweep Speed is setup, this is the time it will take the gauge needle to reach its peak position.

Example Setup 1
In this example we will assume that a vehicle is equipped with a digital speedometer and hall effect speed transducer. For some reason (maybe a trans change or
wheel size change) the speedo calibration is no longer correct. The speedometer reads 80 kph when the vehicle is travelling at 100 kph. To correct this situation the
following must be performed:

1. Break the wire from the transducer to the speedo. Connect the transducer to a Digital Input (eg DI 3).
2. Configure DI3 as a speed input including correctly calibrating it (e.g. Set GP Speed 1 Source to DI 3 and adjust the Calibration value until it is correct).
3. Wire an auxiliary output to the speedo (eg Aux 3).
4. Set the Speedo Out 'Output' setting to Aux 3.
5. Set the Source to the speed source that has been setup in step 2.
6. Adjust the Multi until the speedometer value increases at the same rate as the ECU.
7. If the speedometer has a constant offset, say always reads 3 kph low then the Offset setting can be used to correct this, an offset value of 3 in this example.

Example Setup 2
In this example we will assume that a vehicle is equipped with wheel speed sensors connected to a CAN wheel speed module, and this data is sent to the ECU over a
CAN bus. We wish to send the speed of the driven wheels out from the ECU to the factory dash.

1. Setup the CAN to receive the wheel speed from the CAN wheel speed module.
2. Setup the speeds sources that are receiving from CAN (e.g. Set LF Wheel Speed set to CAN DI 1 Frequency and so on)
3. Setup the driving and driven wheel speed sources.
4. Wire an Auxiliary Output to the dash.
5. Set the Speedo Out 'Output' to the Auxiliary that is wired to the speedometer.
6. Set the Source to Driven Wheel Speed.
7. Adjust the Multi and offset until the speedometer value matches the ECU value.
G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Subaru Tumbler (TGV) Control
Subaru Tumbler (TGV) Control
This auxiliary output function is used to control the factory Tumbler Generator Valves (TGVs) found on some Subaru engines. This function provides PWM push-pull
motor control and monitored position of both valves.

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TGV Control Setup

1. Wire the TGV valve motors to Aux 7 and Aux 8 (Aux 7&8 are the only pins that currently support TGV). Wire both motors in SERIES. Wire the positive terminal of
one motor to Aux 7. Wire the negative terminal of that motor to the positive terminal of the second motor. Wire the negative terminal of the second motor to Aux 8.
To determine what terminal is positive, apply 12V to the motor. The terminal connected to +12V when the motor is driven hard open is the positive terminal. Correct
wiring can be confirmed by checking the valve measured positions in PCLink.
2. Wire the position feedbacks to two Analog Inputs. Note that the position sensors must also be wired to the ECUs sensor ground and +5V output. The position
signal must have a higher voltage (about 4.2V) when the valves are closed. The position signal must have a lower voltage (about 0.4V) when the valves are open.
3. Go to Auxiliary Outputs -> TGV and set PWM Output to Aux 7/8.
4. Set Bank 1 Source and Bank 2 Source to the Analog Inputs they were wired to.
5. Select the configurable calibration to be used for each Bank Source and calibrate to read 0-100% over the valves travel:
Example:
· Select an unused sensor calibration.
· Output Units = %
· Input Value A = 0.4V
· Output Value A = 100%
· Input Value B = 4.2V
· Output Value B = 0%
· Set both left and right Analog Channels calibrations to the sensor calibration being used.
6. Observe the TGV Control is working. Watch the TGV Bank 1 & TGV Bank 2 runtime values while the engine is running. The valve position should be 0% when
the engine is cold and should go to 100% when the throttle is opened.

TGV Control
The following points should be noted about TGV Control
· A TPS or APS signal is required.
· The TGV valves will be closed when the engine is started at temperatures below 65 degrees C.
· The TGV valves will be opened when the throttle is moved (greater than 2%) or engine temperature is above 65 degrees C.
· The TGV valves will always be open above 4000 RPM.
· It may be necessary to use one of the fuel overlay tables to remove fuel when the TGV valves are closed as the engine will become very rich. To do this, set the Y
axis of the table to the analog volt channel used for TGV position and set fuel trim numbers appropriately, the Subaru WRX V10 sample map has an example of this.
G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Tacho
Tacho
This function provides a 0-12V pulsed output to drive a low-level tachometer from an auxiliary output pin. There will be one output pulse for each spark plug firing,
therefore the frequency of the pulses is determined by the engine speed. The tacho duty cycle is adjustable to cater for the requirements of different tachometers.

Note: The tacho drive will NOT trigger high-level tachometers which are designed to be run directly from a coil's negative terminal.

The tacho output can provide calibration correction and a key on sweep feature.

The following adjustments configure the tacho drive:

· Max RPM - Sets the maximum engine speed that the ECU will display on the tacho, this is often required when an older vehicle has been fitted with a higher
revving modern engine. A value of 0 results in no limit being applied, the Multiplier and Offset need to be set correctly for this max rpm to be visually correct.
· Multiplier - Sets the correction of the output frequency of the tacho in relation to engine speed. Normally this value is set to 1.0, resulting in one tacho pulse per
ignition event. Tacho Multiplier can be used to calibrate tachometers that do not read correctly or when a tacho is used on an engine with a different number of
cylinders from which it was originally designed for.
· Offset - Used to correct inaccuracies in the tacho needle's installation, this value adjusts the position of the needle by a constant offset throughout the entire
range. Note this setting requires the Multiplier to be correct before the offset value can be treated directly as an rpm value.
· Tacho Duty Cycle - The percentage of time that the tacho output will be driven low. Therefore a higher duty cycle will give longer pulses than a lower one. There
will be one output pulse for each spark plug firing, therefore the frequency of the pulses is determined by engine speed. Adjustment of this value may be required
to get some tachometers to operate correctly.
· Key On Sweep - Activates the key on tacho sweep feature. This feature causes the tacho to sweep round to the Sweep RPM at key on then back to 0.
· Sweep RPM - The maximum RPM the tacho will sweep to at key on if Key On Sweep is enabled.
· Sweep Time - The time taken to reach the Sweep RPM.
G4X and G5 ECU Tuning Functions > Auxiliary Outputs > Timers
Timers
Four general purpose timers are provided for making control functions. The timers can be reset and held at zero or reset and left to count again based on the activation
state and the polarity settings. Once the adjustable maximum value is reached the timer will stop counting up. Timers can be used as axis parameters for tables and as
conditions on general purpose outputs, timer runtime values are available to view in the auxiliary outputs runtime values.

The following should be noted about the general purpose timers:

· The timer resolution is in 0.001 s or 1 ms.

· The maximum count time is 16,000,000s.

For each timer the following settings are available:

· Label - Allows the user to add a label to the timer to indicate what it is used for
· Activation - This selects the input that can be used to reset the timer.
· Max Time - The timer will not count above this value, the timer will stop at this value when it is reached.
· Polarity - Determines when the timer is reset; when the activating condition is off (held at zero while inactive), when the activating condition is on (held at zero
while active), or when the activating condition changes state (not held at zero).

Example:

The following example shows how to configure a timer for doing a fixed two second NOS purge when the driver presses a steering wheel button:

1. Activating Condition - Assume a steering wheel mounted button has been wired to Digital Input 3. It is correctly set up so that Digital Input 3 status shows ON
when the button is pressed.
2. Timer Setup - Configure the timer as follows. This will result in the timer starting counting when the button is pressed and resetting to zero when the button is
released.
· Activation = Digital Input 3
· Max Time = 5.000 s (this setting does not really matter for this situation as long as it is above 2.000 s)
· Polarity = Reset when off. The timer will be reset and held at zero when the driver is not pressing the button.
3. Use the Timer - Assume an Auxiliary Output is wired to the NOS purge solenoid. The output is set to turn on when the timer is "greater than 0 AND less than or
equal to 2.000 s". The output settings will be:

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· Sw Logic = Cond 1 AND 2

· SwOff Timer = 0.0s
· Parameter 1 = Timer 1
· Cond 1 = >
· Value 1 = 0
· Parameter 2 = Timer 1
· Cond 2 = <=
· Value 2 = 2.000

Note that this example could be expanded further by making the ECU automatically trigger the NOS purge for example when the NOS temperature is high and the
vehicle is stationary. To do this the timer would be activated from a source such as a Virtual Auxiliary Output.

Example:

The following example shows how to configure a timer to add additional fuel after the engine has been on boost for ten seconds solid. This is to reduce power and
heating after the engine has been running on full power for quite some time.

1. Activating Condition - Virtual Auxiliary Output 3 is configured to turn on when MAP is greater than 120 kPa (ie on when on boost). The Virtual Auxiliary Output
status will show ON when the engine is on boost.
2. Timer Setup - Configure the timer as follows. This will result in the timer counting up while the engine is on boost.
· Activation = Virtual Auxiliary Output 3
· Max Time = 15.000 s. Note that this setting will control how far across the fuel trim table the timer will be allowed to go.
· Polarity = Reset when off. The timer will be reset and held at zero when the engine is not on boost.
3. Use the Timer - Any of the fuel overlay tables can be used. 4D fuel table is used here. The table could be set up as shown below. The fuel trim will be applied
as:
· 0% when the timer is between 0 and 10 seconds (ie off boost and for the first ten seconds of boost).
· Between 10 and 15 seconds fuel is progressively increased (2 - 10 %).
· As the timer has a max of 15 seconds, it will stop at 10 % enrichment and stay there until the engine comes off boost.

This example could be extended by also altering the ignition timing or more simply reducing the boost pressure after a time period.

G4X and G5 ECU Tuning Functions > Digital Inputs

Digital Inputs
G4X and G5 ECUs have up to eleven digital inputs. Unused analog input channels can also be used as digital inputs. Digital inputs are general-purpose outputs that
can be used to supply the ECU with a wide range of information.
The following limitations apply:
· DI1-4 must be used for VVT Signals

Any Digital Input can be used for frequency/Duty cycle signals, the maximum readable frequency is more than 10kHz (Can read higher frequencies depending on
signal amplitude).
The digital input Switch On Voltage is 1.8V, Switch Off Voltage is 1V.

MAF and Throttle Safety inputs can be either analog or digital (frequency) inputs depending on the vehicle, the help for the MAF input is here and the help for the
Throttle Safety input is here.

Refer here for more information on CAN DI and CAN DI Frequency inputs.

for wiring information go to Digital Input Wiring

for specific wheel speeds inputs go to chassis and body, for cam sensors inputs go to vvt.
G4X and G5 ECU Tuning Functions > Digital Inputs > Pin Settings
Pin Settings
These settings belong to their respective output and are moved to the location the output is being used to make setting up faster and easier.
To find the functions using a DI (when it is showing "multiple') go to Digital Inputs -> Input Pins -> the desired DI and double click on connection list. If the Function
setting (found under Digital Inputs -> Input Pins and always has a lock symbol) is double clicked on it will take you to the first function it is assigned to (if it is assigned).

If one function has a Source ID assigned, then the pin settings will be found with the function.
If two or more functions have the same Source ID assigned, the pin settings will be found under Digital Inputs -> Input Pins -> the desired DI.

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Single Function example

Multiple Function example

Digital input pins may have the following settings:

DI x Pull-up resistor
This setting only available when Source is set to a digital input pin.
Turn this on to enable a pull-up resistor on the selected digital input. Note: Pull-up will be to 12V.

DI x Active Edge
This setting only available when function is speed based.
Selects whether the digital input is triggered on a rising or falling edge.

DI x Active State
This setting only available when function is switch based.
Selects whether the input is active when the digital input is high or low.
See Digital Input Wiring for how to set this.

DI x Input Latch
This setting only available when function is switch based.
Selects whether the input acts like a switch or a push button, when Input Latch is turned on the DI status will change state (active to inactive or inactive to active) each
time the input is activated.
for example if a momentary push button is wired up to an input with Input Latch turned on and the current DI state is inactive:
1. When the button is pushed the state will change from inactive to active.
2. When the button is released the state will remain active.
3. When the button is pushed again the state will change from active to inactive.
4. When the button is released the state will remain inactive.

If input Latch is turned off the button will be active when pushed and inactive when released.

G4X and G5 ECU Tuning Functions > Digital Inputs > Switch Functions
Switch Functions
The following Digital Input Functions rely on a switched input (On or Off) and so Virtual Auxiliary's are available as inputs as well as the Digital Input pins. Spare Analog
pins can also be used as switched digital inputs.
for launch, gearshift or antilag go to motorsport, for anti theft, cruise, ac clutch or starter control go to chassis and body, for IC Spray or timers go to aux outputs, for
table switching go to the tables section, for idle switch go to idle
for wiring information go to Digital Input Wiring

Brake NC
This input controls the Brake NC Runtime Status. Set this source setting to the input that is wired up to a brake switch which is a closed circuit when not braking. This
input affects Cruise Control.

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Brake NO
This input controls the Brake NO Runtime Status. Set this source setting to the input that is wired up to a brake switch which is an open circuit when not braking. This
input affects Cruise Control.

Clutch Switch
This input controls the Clutch Switch Runtime Status. Set this source setting to the input that is wired up to a clutch switch. This input affects the In Driving Gear Status,
Cruise Control and the same input could be used for gearshift control and disabling of knock control during gearshift.

Fault Code Clear Switch

This input controls the Fault Code Clear Switch Runtime Status. When this switch becomes active it clears the fault codes in the ECU and throws a flag in PCLink to
indicate that it has been activated, it does not clear the fault codes in PCLink but will clear the Check Engine Light.

GP Input 1-8
These inputs control the GP Input 1-8 Runtime Statuses. These inputs have a configurable label and can be used for inputs that aren't specifically listed such as bonnet
open and other less commonly used inputs.

GP Delay 1-4
These inputs allow the user to delay an input or output for a configurable amount of time.
The input has to be continuously active for the On Delay time before the output is set to active.
The input has to be continuously in the same non active state (Inactive, Off, Fault) for the Off Delay time before the output is set to that state.

Ignition Switch
This input controls the Ignition Switch Runtime Status. Ignition Status is used by ECU Hold Power. Set this source setting to the input that is wired up to the ignition
switch (not one of the accessory switches).
Note: If Ignition Switch is not Active an Engine Kill (100% Fuel and Ignition Cut) is applied, this means that if no input is going to be wired for this function it needs to be
set to 'Always On'.

Lock Timing Switch

This setting enables a lock timing switch to be wired into the ECU. When this input is Active the ignition timing is locked to the Ref. Timing value in the triggers Calibrate
Tab.

Log Marker
This input controls the Log Marker Runtime Status. Each time this input becomes active a flag is placed in any log file currently being recorded, this enables the user to
find specific parts of the log easier. This can also be done when logging in PCLink by pressing the B Key.

Neutral/Park
This input controls the Neutral/Park Runtime Status. This input affects the In Driving Gear Status, Gear/Drive Idle Offset and Gear/Drive Idle Up. This input can also
affect the Drive Idle Fuel Trim if it is not set to OFF and can affect the Starter Control function.

Oil Level Switch

This input controls the Oil Level Switch Runtime Status. Set this source setting to the input that is wired up to an oil level switch.

Oil Pressure Switch

This input controls the Oil Pressure Switch Runtime Status. Set this source setting to the input that is wired up to an oil pressure switch.

Power Steer Switch

This input controls the Power Steer Switch Runtime Status. This input affects the Power Steer Idle Offset, Power Steer Idle Up and Power Steer Idle Fuel Trim. Set this
source setting to the input that is wired up to a power steer pressure switch.

Start Position
This input controls the Start Position Runtime Status. This input is required to be setup if Starter Control is to be used and can be used by the Pre-Crank Prime. Set this
source setting to the input that is wired up to the start switch.

Stop Switch
This input controls the Stop Switch Runtime Status. An Engine Kill (100% Fuel and Ignition Cut) is applied while this input is active. Set this source setting to the input
that is wired up to an engine kill/stop switch switch.

Throttle Safety Switch

When using Throttle Safety Switch in Digital mode an engine kill is applied if the throttle position is 8% or more and the switch is inactive.
For more information on the purpose and use refer here.

Timer 1-4
Timers that are reset by an input, refer here for more information.

2 Stroke Engine Reverse

This function doesn't currently do anything, contact tech support if you require this functionality.

G4X and G5 ECU Tuning Functions > Digital Inputs > Ethanol Sensor
Ethanol Sensor

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A digital input can be used to collect data from an ethanol content sensor. Both GM Siemens and Continental ethanol content sensors are supported and use the same
calibration.
Ethanol Sensors also output a Fuel Temperature value which is shown as Ethanol Temperature but if no Fuel Temperature Analog Input has been setup then the same
temperature also is also written to the Fuel temperature runtime which is used for modelled fuel calculations.

Note: Some Ethanol sensors require the DI pullup to be turned on to work.

Note: On G4X and G5 ECUs the Active Edge typically needs to be set to Rising.

Ethanol Settings
The following settings exist for configuring an ethanol sensor:

· Ethanol Sensor Fault Value - The value used by the ECU if a fault is detected in the ethanol content sensor output. Specify a value which will lead to the safest
level of tune being selected by the ECU.
· Ethanol Sensor Lockout Time - The amount of time the ECU will wait before reading ethanol content from the sensor. For the ethanol sensor to accurately
provide the level of ethanol content fuel needs to be flowing through the sensor. During this lockout time the ECU will use the last ethanol content value read
from the sensor before the ECU shutdown. This allows the ECU to provide cold start enrichment without having to wait for the ethanol content sensor to provide
a reading.
· Injector DC Clamp - The Injector Duty Cycle (primary injectors) at which the ethanol sensor reading will stop being updated. This is used to prevent incorrect
readings at high fuel usage when there is very little fuel in the return line running through the ethanol sensor.

Refer Here for Ethanol Sensor wiring.

Refer Here for Ethanol Sensor runtime status.
G4X and G5 ECU Tuning Functions > Digital Inputs > Turbo Speed
Turbo Speed
Source
The location your speed source is coming from, Digital Input, CAN Bus etc.

Calibration
The calibration number sets the relationship between displayed speed and turbo shaft speed. It is common for turbo speed transducer modules to divide down the
pulses coming from the transducer to reduce signal frequency.
The equation to determine the calibration number is as follows:

Where:
· Number of Teeth is the number of teeth on the turbo compressor wheel.
· Divider is how much the transducer reduces the frequency of the signal. Eg if the transducer puts out one pulse for every 16 compressor teeth then the Divider
number will be 16. If there is no divider, then divider will be 1.

The full relationships are as follows. This is included mainly for reference.

G4X and G5 ECU Tuning Functions > Digital Inputs > GP Speed/RPM Input/GP Frequency
GP Speed/RPM Input/GP Frequency
GP Speed, GP RPM and GP Frequency allow the user to setup frequency inputs to the ECU that don't fit nicely into the built in specific functions.

Label
Give your speed input a name to make it easier to find when searching through parameters for your speed input.

Source
The location your speed source is coming from, Digital Input, CAN Bus or Math Block.

Calibration (Only available for GP Speed and GP RPM)

The number of teeth per revolution for rpm and per 100m for speed, a 0 calibration passes the input frequency straight through as the output speed/rpm.
GP Speeds can be calibrated in the same way as Wheel Speed inputs.
G4X and G5 ECU Tuning Functions > Analog Inputs
Analog Inputs
If looking for tps main & sub or aps main & sub go to ethrottle, if looking for cruise, ac pressure/temp or gear position go to chassis and body, if looking for gear lever
force go to motorsport, Lambda 1-8 are only writeable by CAN, TC values are fed in by CAN.

When using a CAN Analog with the exact value being fed in use Calibration None.
for wiring information go to Analog Input Wiring

Refer here for more information on CAN Analog inputs.

BAP
This is the Barometric Pressure input and controls the BAP runtime value. Most Link ECUs have an on-board sensor which is selected with the 'Internal' Option.

ECT

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This is the Engine Coolant Temperature input and controls the ECT runtime value. The ECT runtime value is used for a large variety of functions in the ECU including
Fuel warmup enrichment and Engine Speed limiting making it a very useful input to have connected to the ECU.

Exhaust Pressure
This is the Exhaust Pressure input and controls the Exhaust Pressure runtime value. The Exhaust Pressure can be useful for logging turbo efficiency and is used by
Link CAN Lambda and Built in Lambda controllers to correct the Lambda reading. The runtime has to display gauge pressure for the Lambda correction to work
correctly and so a Sensor Type setting is provided where you can select whether the sensor and calibration being used outputs an absolute pressure or a gauge
pressure (gauge pressure being 0 is atmospheric).

Fuel Pressure
This is the Fuel Pressure input and controls the Fuel Pressure runtime value. The Fuel Pressure runtime value is used in Closed Loop Fuel pump control and can be
used in Modelled Fuel, Closed Loop Fuel Pump Control and a variety of other functions.

Fuel Temperature
This is the Fuel Temperature input and controls the Fuel Temperature runtime value. The Fuel Temperature runtime value can be used in Modelled Fuel to adjust for
changes to the fuel density as it is heated or cooled.
If an Ethanol Sensor has been setup and this input has not then the Fuel Temperature runtime will be set to the same value as the Ethanol Temperature.

GP Analog 1-4
GP Analog inputs can be used to feed analog measurements into the ECU that don't explicitly exist in the list of input functions such as suspension travel or Fuel level.

GP Pressure 1-4
GP Pressure inputs can be used to feed pressure measurements into the ECU that don't explicitly exist in the list of input functions such as pre-intercooler boost or
exhaust backpressure.

GP Temp 1-4
GP Temperature inputs can be used to feed temperature measurements into the ECU that don't explicitly exist in the list of input functions such as differential or
gearbox oil temperature.

GP Rotary Switch 1-4

GP Rotary Switch inputs can be used to convert a voltage into evenly spaced integer values. This can be useful when using a rotary switch to select a column on a
table as it removes any interpolation that would otherwise happen with a non perfect voltage. More information can be found here.

IAT
This is the Intake Air Temperature input and controls the IAT runtime value. The IAT runtime value can be used in Fuel, Ignition and Boost Control to account for
differences in air density as it's temperature changes and to help reduce the chance of knock by reducing boost pressure, increasing the fuel volume and retarding the
ignition timing as IAT increases.

Lambda 1
This is the Wideband Air Fuel Sensor input and controls the Lambda 1 runtime value. Link Fury ECUs have an on-board sensor which is selected with the 'Internal'
Option. To use the value from a CAN Lambda Sensor select 'Link CAN', to use the CAN output of a different aftermarket sensor controller select an appropriate CAN
Analog input and configure the user CAN to suit. More information on Lambda inputs and using CAN as a Lambda input can be found here.

Lambda 2
This is the Wideband Air Fuel Sensor input and controls the Lambda 2 runtime value. To use the value from a CAN Lambda Sensor select 'Link CAN', to use the CAN
output of a different aftermarket sensor controller select an appropriate CAN Analog input and configure the user CAN to suit. More information on Lambda inputs and
using CAN as a Lambda input can be found here.

Maf Meter
Link ECUs can take MAF (Mass Air Flow) signals from both digital and analog MAF sensors. The Mass Air Flow runtime value can be used as an alternative load
source to MAP but is less commonly used in aftermarket applications due to the restriction they can impose on air flowing into the engine and slow response time.

MAP
This is the Manifold Absolute Pressure input and controls the MAP runtime value. Link Monsoon ECUs have an on-board sensor which is selected with the 'Internal'
Option. The MAP runtime value is used in the Boost Control, MAP Limit, Idle Speed Control and Evap Purge. The MAP runtime value can also be used as a load
measurement in Fuel and ignition control as well as AC Clutch control making it an important input for boosted engines and single throttle body engines not using a
MAF sensor.

After connecting a MAP sensor to the ECU, selecting the input and calibration a MAP Sensor Calibration needs to be performed. A calibration should be performed
whenever a new sensor is used.

The MAP input also has a configurable filter for smoothing the input signal on engines with excessive noise, it is recommended to use the lowest filtering setting unless
there are found to be issues with noise on the MAP signal. Higher filter levels will result in longer delays between the MAP changing and the ECU reacting which
means more accel fuel will be required and the engine might be more sluggish.

Note: The internal MAP Sensor in Monsoon ECUs from Serial number 106244 onwards and in new Plugin ECUs is a 7Bar sensor, it was previously a 4Bar sensor.

Oil Pressure
This is the Oil Pressure Sensor input and controls the Oil Pressure Runtime Value (Not to be confused with the Oil Pressure Switch input and Runtime which is purely
an On/Off input). The Oil Pressure input is often used in conjunction with a GP RPM Limit to stop the engine if oil pressure drops to dangerous levels.

Oil Temperature
This is the Oil Temperature Sensor input and controls the Oil Temperature Runtime Value. The Oil Temperature runtime value is useful for logging purposes especially
in track vehicles where oil temperature can become dangerously high compromising the ability of the oil to minimise engine wear. Oil Temperature is also useful when
looking at Oil Pressure data as it is another variable which can affect the Oil Pressure.

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TPS (Throttle Position Sensor)

This is the Throttle Position Sensor input and controls the TPS (Main) runtime value. The TPS (Main) runtime value is used by all engine limits to smooth entry and exit,
EThrottle in conjunction with TPS (Sub), ISC as a lockout condition, Overrun Fuel Cut, AntiLag and GearShift Control. The TPS runtime value can also be used by AC
Clutch control as a lockout condition and Fuel and Ignition control as a load source.
When using EThrottle this setting isn't visible in the Analog folder and is instead located in the EThrottle folder.

Throttle Safety Switch

On some powersport vehicles (snowmobiles in particular) there is a high chance of the throttle becoming frozen open, these vehicles often have a switch or position
sensor fitted to the throttle lever. This sensor detects the user pushing on the lever and not its actual position.
Mechanically this is achieved by having a very small travel hinge with a switch near the base of the lever. The slack of this hinge is taken up before any force is applied
to the throttle cable.

If using the Digital Throttle Safety Switch mode the engine kill function becomes active if the throttle position is 8% or higher and the switch is not active.

If using the Analog Throttle Safety Switch mode the functionality is as described below:
Resistors are arranged around this switch to detect if the circuit has failed.
Throttle State Voltage at Input Throttle Position Engine Status
Circuit Fault 0 - 0.99V Don't Care Engine Killed
Throttle Released - Idle 1 - 2V 0% to 3% Engine Running
Throttle Released - Throttle Stuck 1 - 2V 4% to 100% Engine Killed
Circuit Fault 2.01V - 2.49V Don't Care Engine Killed
Pressing Throttle - OK 2.5V to 3.5V Don't Care Engine Running
Circuit Fault 3.51V to 5V Don't Care Engine Killed
The following circuit can be replicated in other applications to achieve the same effect:

G4X and G5 ECU Tuning Functions > Analog Inputs > Calibration Tables
Calibration Tables
Some sensor types do not have predefined calibrations or have calibrations that aren't in the Link software. When a sensor without a built in calibration is used a
calibration table or linear calibration can be setup to provide the correct calibration to the input signal.
Note: Temperature, Pressure and Lambda sensor calibration numbers can be found HERE. Check these against your sensor first before creating a custom cal.

Linear Calibrations are used for sensors with a linear relationship between the input and output value such as most MAP sensors.
Calibration Tables are used for sensors with a non linear relationship between the input value and output value such as temperature sensors.

Linear Calibration
Three linear calibrations are available, to use a particular linear calibration for an input it will first need to be setup. Each linear calibration has six settings and these are
described below. The calibration can be selected in the calibration list of the input.
· Label - Used to add a short description to your calibration.
· Output Units - Used to select the output units of your calibration, this determines the number of decimal points and range of values your output settings can have
as well as allowing the entered output values to change as the unit being used is changed. For example if the the Output units is set to pressure and the current
pressure units being used are psi then Output Value A and B can be entered in psi and if the units being used are changed to kPa then the values shown in Output
Value A and B are changed to match. Pressing U changes units as described here.
· Input Value A - This is the sensor VOLTAGE at the first calibration point.
· Output Value A - This is the sensor MEASUREMENT at the first calibration point.
· Input Value B - This is the sensor VOLTAGE at the second calibration point.
· Output Value B - This is the sensor MEASUREMENT at the second calibration point.

Example
The air fuel ratio corresponding to 0V is 9.0:1 while the air fuel ratio corresponding to 5V is 19.0:1. This information should be entered in the following way.
· Output Units - Set to Lambda and change the Lambda units to AFR (description of how to change units here).

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· Input Value A - 0.00 V This is the sensor voltage at the first point.
· Output Value A - 9.00 AFR This is the AFR at 0.00 V
· Input Value B - 5.00 V This is the sensor voltage at the second point.
· Output Value B - 19.00 AFR This is the AFR at 5.00 V

The units can be changed back to Lambda after the two output values have been set, the output values will change to show the Lambda values (0.612 for A and 1.293
for B with a stoichiometric value of 14.7AFR) when this is done.

An image of the setup with Imperial units and another image of Metric units is shown below, 'U' was used to switch between the two.

Linear Cal with Imperial units

Linear Cal with Metric units

Note: Linear calibrations will extrapolate values outside of the voltage set points.

Calibration Tables
Ten calibration tables are available, to use a particular calibration for an input it will first need to be setup. Each calibration table has three settings and a table to fill out,
these are described below. The calibration can be selected in the calibration list of the input.

· Label - Used to add a short description to your calibration.

· Input Units - Used to select whether the calibration is specified in terms of resistance (Ohms) or voltage, resistance is useful for temperature inputs as the ECU
can adjust the calibration based on the pull-up.
· Output Units - Used to select the output units of your calibration, this determines the number of decimal points and range of values your output settings can have
as well as allowing the entered output values to change as the unit being used is changed. For example the table can be filled out with values in psi and the units
can be automatically converted to kPa. Pressing U changes units as described here.
· Calibration Table - This is where the sensor calibration information is entered.

The calibration table has the input units on the X axis and the output values are entered into the table, the axis can be adjusted to suit in the same manner as other
tables.

Example
Non-linear temperature sensor data is entered into Cal Table 1. The information should be entered in the following way.
· Input Units - Set to Ohms as this is what the temperature sensor outputs
· Output Units - Set to °C as this is the unit type we want the temperature in.

Cal Table with Metric units

The values in the table will change when the PCLink units are changed, for example if the above table was made with the units set to degrees C the table will look like
the below image when 'U' is pressed to change to imperial units.

Cal Table after changing units to Imperial

Note: Calibration Tables will not extrapolate values off either end of the table, they will be capped at the values at either end of the table. A linear interpolation will be
applied between the table cells however.

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G4X and G5 ECU Tuning Functions > Analog Inputs > Pin Settings
Pin Settings
These settings belong to their respective output and are moved to the location the output is being used to make setting up faster and easier. When multiple functions
are using the same Analog (only possible when using as a DI) these settings are found under Analog Inputs -> Input Pins -> the desired Analog.
To find the function/s using an Analog (when it is showing "multiple', only possible when using as a DI) go to Analog Inputs -> Input Pins -> the desired Analog and
double click on connection list. If the Function setting (found under Anaalog Inputs -> Input Pins and always has a lock symbol) is double clicked on it will take you to
the first function it is assigned to (if it is assigned).

Function Using Analog

Analog / Analog Temperature X Error Low

This setting allows the user to control the minimum allowable voltage on the respective analog input. If the input voltage drops below this value an error flag is raised,
this is useful for picking up on wiring errors, unplugged sensors or failed sensors and can save the engine if the sensor that has failed is used for fuelling or ignition.

Analog / Analog Temperature X Error High

This setting allows the user to control the maximum allowable voltage on the respective analog input. If the input voltage rises above this value an error flag is raised,
this is useful for picking up on wiring errors, unplugged sensors or failed sensors and can save the engine if the sensor that has failed is used for fuelling or ignition.

Analog Temperature X Pull-up Resistor (Analog Temperature 1-4 only)

This setting allows the user to control the internal pull-up on analog temperature pins. On Storm's and Monsoon's the pull-ups are fixed at 1kOhm and aren't able to be
turned off. On all other ECUs ANT1&2 can be 1kOhm, 10kOhm or Off with only ANT3&4 being fixed at 1kOhm.

Error Value
This setting doesn't actually belong to the analog pin, it belongs to the function using it. Most functions have a configurable error value which is the value that is used
when the input is in fault (above error high or below error low). This fault value is in the units of the function.
G4X and G5 ECU Tuning Functions > Analog Inputs > Wideband Lambda Sensors
Wideband Lambda Sensors
Internal Lambda Control
Some Link G4X and G5 ECUs contain internal wideband Lambda sensor controllers. A Bosch LSU 4.9 lambda sensor can be wired directly to the ECU without the
need for an external controller.
· The Link G4X Fury has one internal Lambda sensor controller.
· The Link G5 Voodoo Pro has two internal Lambda sensor controllers.

The lambda sensor is used to measure exhaust oxygen content and hence estimate air fuel ratio.
Note: Refer HERE for information on wiring a lambda sensor to the Internal Lambda Controller.

Run When Stalled

This setting is only applicable when using the internal Lambda controller (such as in a Fury or Voodoo Pro) or a Link CAN Lambda.
This setting is used to control whether the Lambda sensor is turned on and heated up as soon as the ECU (and external controller if using a Link CAN Lambda) is
powered up or if it waits to heat up[ the sensor until after the engine has started before heating the sensor up. It is recommended that this option is set to No for all
installations except during tuning of cold start. Oxygen sensors run a very hot ceramic tip and can be easily damaged by excess moisture contacting the tip and
suddenly cooling it. Typically the engine is started first, then some time later after it is deemed that the exhaust is warm enough the sensor is gradually heated until it
reaches its working temperature.
· No - The ECU will not control the lambda sensor when the engine speed is stalled. This is the recommended mode for normal engine operation as it helps
prolong lambda sensor life as the sensor is active only when hot exhaust gases are flowing past.
· Yes - The ECU will control the lambda sensor when the ECU is on. This option is useful for cold start tuning which requires the lambda sensor to be operating
before the engine is first started.

Note: When this setting is set to Yes it forces CAN Lambda units to heat up the sensor and start reading the A/F ratio by sending a minimum engine speed of 500rpm
within the built in CAN stream.

Analog Lambda Input

Wideband lambda values can be input into the ECU via the 0-5V analog inputs in conjunction with either the built in calibrations or the configurable calibrations.
The following is a list of the built in sensor calibrations for various Wideband Lambda Sensor controllers. Note that these calibrations can be used with any sensor
controller as long as the sensor controllers output has been calibrated to match.

Note: ALWAYS confirm the output calibration of your sensor controller.

Link CAN Lambda

To use a Link CAN Lambda to read in Lambda 1 or 2 you will need to set the Lambda Sensor Control to Link CAN Lambda, setup the appropriate CAN bus and
configure the CAN Lambda to write to the correct Lambda.
More information on setting up a Link CAN Lambda can be found here.

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Generic CAN Wideband

To use a generic CAN Lambda device you will need to setup a custom CAN stream.
You can either set the relevant Lambda (1 or 2) to Link CAN and then have the CAN stream write directly to the runtime or have the CAN stream write to a CAN analog
and select that CAN analog as the source and the appropriate calibration (None calibration will pass the value straight through).

Lambda 3-8 are only writeable directly by CAN.

Link Lambda 1 & 2 Error Codes

Code Description Cause Solution

Internal Lambda
Control is turned off /
No CAN Lambda If there is meant to be a CAN Lambda or Internal Lambda then check your settings
OFF
devices are and wiring.
connected on this
Lambda channel
No errors have been
OK
detected
2-8 Internal control error
9 Heater Control Failure
No user actions can be taken to correct, report this to your Link distributor.
10-11 Calibration Error
12 Internal control error
Calibration Resistor Open or short circuit in sensor calibration resistor
13 Check your wiring.
Error measurement.
14 Internal Error Possible ECU/CAN Lambda hardware issue.
No user actions can be taken to correct, report this to your Link distributor.
15 Calibration Error
Sensor heater may be faulty or there may be a wiring issue. Watch Int. Lambda 1
Temp. during heating to determine if the sensor heats at all. This error for CAN
Sensor has been heating for too long without
16 Heated Too Long Lambdas is typically caused by a bad power supply and can be fixed by adding a
reaching operating temperature.
22uF Capacitor across the power supply at the CAN Lambda 4 pin plug as per the
CAN Lambda manual.
The controller went into protection mode to prevent This can occur if exhaust gas is excessively rich or lean or if the sensor is failing.
17-18 Invalid Pump Current
excess pump current being applied to the sensor. Lambda reading is invalid during this condition.
19-25 Internal control error No user actions can be taken to correct, report this to your Link distributor.
The controller hardware detected a battery voltage
26 Battery Under Voltage Check your wiring, check battery, may occur during cranking.
that is too low while operating (below 10.8V).
27-32 Internal control error No user actions can be taken to correct, report this to your Link distributor.
Open loop or too high resistance on APE-IPE loop
33 Open Circuit APE-IPE
(pump cell).
Check wiring, inspect sensor.
Open loop or too high resistance on RE-IPE loop
34 Open Circuit RE-IPE
(nerst cell).
35 Open Circuit RComp Open circuit on sensor calibration resistor. Check wiring, inspect connector. Typical error when no sensor is connected.
The sensor calibration resister value was too high
36 RComp Invalid
or too low.
37 IPE Short to Gnd Short to ground or high resistance short on IPE.
38 RE Short to Gnd Short to ground or high resistance short on RE.
39 APE Short to Gnd Short to ground or high resistance short on APE.
Short or open circuit on IPE or APE or high
40 IPE or APE Error
resistance short.
Under voltage or negative voltage on MES (Short
41 MES Under Voltage
to Ground).
42 MES Over Voltage Over voltage on pin MES (Over 9V). Check wiring, inspect sensor.
Under voltage or negative voltage on RE (Short to
43 RE Under Voltage
Ground).
44 RE Over Voltage Over voltage on pin RE (Over 9V).
Under voltage or negative voltage on IPE (Short to
45 IPE Under Voltage
Ground).
46 IPE Over Voltage Over voltage on pin IPE (Over 9V).
Under voltage or negative voltage on APE (Short
47 APE Under Voltage
to Ground).
48 APE Over Voltage Over voltage on pin APE (Over 9V).
The sensor got excessively hot or an unusually low
Overheat Or Pump pump cell resistance was measured. Watch Int.
49 Cell Resistance Too Lambda 1/2 Temp. to determine if sensor is being
Low overheated. This could also indicate a failing or
failed sensor.
Check Sensor
The sensor got excessively hot or an unusually low
Overheat Or Nerst pump cell resistance was measured. Watch Int.
50 Cell Resistance Too Lambda 1/2 Temp. to determine if sensor is being
Low overheated. This could also indicate a failing or
failed sensor.
51 Can't Read Switch On No user actions can be taken to correct, report this to your Link distributor.
Can't Read Internal control error.
52
Diagnostics

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Code Description Cause Solution

53 Controller Not Found! Possible ECU hardware issue.
Sensor is reading more oxygen than air contains
54 Excess Pump Current Inspect sensor.
and is probably faulty.
G4X and G5 ECU Tuning Functions > Analog Inputs > Accelerometer
Accelerometer
Link G4X Fury, Xtreme, Plugin ECUs and G5 Voodoo Pro have built in accelerometers. This sensor used is a precision calibrated 3 axis accelerometer capable of
measuring acceleration in any direction. This can be used to measure, log and display the acceleration forces applied to the ECU (and hence the vehicle it is attached
to). The accelerometer requires no calibration to accurately measure force but as the ECU can be installed in the vehicle in any orientation the accelerometer must be
corrected so it knows where level is and also so it knows where the front of the car is.

Settings

Zero Accelerometer
Instructs the ECU to apply a correction to the accelerometer measurements to correct for the mounting orientation of the ECU. This test must be performed with the car
sitting on level ground. The purpose of this test is to tell the accelerometer exactly what position is level.
· Run - Use current measurements.
· Zero Accelerometer - Correct for ECU orientation. This mode automatically sets itself back to Run once it has performed the calibration

Orientation Correction
After using the Zero Accelerometer function to tell the accelerometer where level is, it also must be told which direction is the front of the car relative to the ECUs
installed orientation (this number is degrees in the horizontal plane, for example a value of 90 will result in a value that was previously Longitudinal now being Lateral).
The simplest way to determine this setting is:
1. With the vehicle on level ground and the suspension at normal ride height, set Zero Accelerometer to Zero Accelerometer, wait for it to set itself back to Run.
The accelerometer will now know where level is but does not know which direction forwards driving will be. Vertical Acceleration should show 1g.
2. Drive the vehicle while logging Lateral Acceleration and Longitudinal Acceleration. On a dead straight piece of track, perform a firm controlled deceleration (eg
from 80 to 20 kph). Pay particular attention to keeping the vehicle traveling straight during the deceleration.
3. Ideally during the deceleration only negative Longitudinal Acceleration should be measured. If significant Lateral Acceleration is measured then adjust
Orientation Correction and repeat until deceleration only shows a negative Longitudinal Acceleration reading.
4. Once completely calibrated and orientated both Longitudinal Acceleration and Lateral Acceleration should read zero when traveling at a constant speed. When
braking and accelerating (straight) should not significantly affect Lateral Acceleration. Constant speed left or right cornering should not affect Longitudinal
Acceleration.

Filter
Adjusts the amount of filtering applied to the accelerometer measurements. Increase the filtering to reduce the influence of vibration in the accelerometer signals. A
larger number will be required in vehicles that experience high vibration (eg rally cars). A smaller number can be used in smooth riding vehicles (eg road cars).

Runtime Values

Longitudinal (X) Acceleration

The acceleration measured lengthways along the vehicle. This gives an indication of acceleration and braking forces. The value displayed is in g-force.

Lateral (Y) Acceleration

The acceleration measured sideways across the vehicle. This gives an indication of cornering forces. The value displayed is in g-force.

Vertical (Z) Acceleration

The acceleration measured in the direction of gravity. This gives an indication of the downwards force applied on the tires. The value displayed is in g-force.

G4X and G5 ECU Tuning Functions > Analog Inputs > Gp Rotary Switch
Gp Rotary Switch
GP Rotary switches are designed to take the voltage from a rotary switch and convert it into an integer that can be used on a table axis. Converting to an integer and
using that instead of just using the raw voltage means that any noise on the signal is ignored and so doesn't result in interpolation between columns on the table.
This function assumes that the Rotary switch has evenly spaced voltage values across its range.

The settings used by this input are listed below:

· Label - Used to note what this Rotary Switch is being used for.
· Source - Used to select the analog input that has been wired to the rotary switch.
· Positions - The number of positions on the rotary pot. Note if the pot starts at 0 and goes to 10 this would be 11 positions.
· Minimum Voltage - The voltage of the rotary switch when at it's lowest value.
· Maximum Voltage - The voltage of the rotary switch when at it's highest value.
· Minimum Position - The number of the lowest position. If the Rotary pot is numbered 1-10 this value would be 1 and the number of positions would be 10. If the
rotary pot is numbered -4 to 5 the minimum position would be -4 and the number of positions would be 10.
· Error Value - The value the output will be set to when the analog pin goes into fault state (above error high, below error low or when it times out if using a CAN
Analog).
G4X and G5 ECU Tuning Functions > Triggers
Triggers
Triggers refers to the sensor(s) which are used for the ECU to calculate the current engine speed and position in the engine cycle.

Note: Because these parameters are so important to the operation of the fuel injection and ignition system, correctly setting up and calibrating the triggering is one of
the most important steps in the entire installation and tuning process. Contact your nearest Link Dealer for assistance with these settings if you are al all unsure.

First the Triggering Setup parameters must be set and then the Trigger Calibration process must be performed.

For information on resolving issues with triggering, refer HERE.

For wiring information go to Trigger Inputs Wiring.
G4X and G5 ECU Tuning Functions > Triggers > Trigger Setup
Trigger Setup
Note: Refer to the Engine Specific Information section for suggested settings for specific engines. A lot of common engines have their own entry in the Trigger Modes
list.

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Trigger Mode
There are a large number of triggering variants used by different engine manufacturers. The important differences are the type of sensors used, the number of pulses
sent from the sensor during the engine cycle and the timing of the pulses.

The Trigger Mode tells the ECU the number of pulses and the timing of these pulses in relation to each other (the trigger pattern that the engine uses).

Link ECUs use digital trigger decoding so that the actual trigger pattern may be selected (via the Triggering Mode) and processed by the Link ECU.

Important Note: Check all other trigger settings after changing Trigger Mode as changing the Trigger Mode will change other trigger setup information. All trigger
parameters are re-initialised to pre-selected values each time Trigger Mode is changed. After selecting the desired Trigger Mode, other triggering parameters can then
be adjusted as required. Most importantly, check the Trigger Offset value as this will change the base timing.

Contact your nearest Link Dealer if you are at all unsure of what to select for Trigger Mode.

Note: When the Trigger Mode is set to Multi-tooth it is recommend to have the Trigger 2 tooth edge a reasonable distance from any of the trigger 1 teeth, this is to help
prevent the trig 2 tooth crossing over a trigger 1 tooth which can occur on engines with trigger wheels located in separate locations. If the trigger 2 tooth does cross
over a trig 1 tooth the ECU will lose sync which can cause the engine to misfire or stop. It does not matter which trigger 1 teeth edges the trigger 2 tooth edge falls
between.

Note: When the Trigger Mode is set to Multi-tooth / Missing it is recommended to have the trigger 2 tooth edge a reasonable from the Trigger 1 'Sync Tooth' as the
trigger 2 tooth crossing over the sync tooth can cause it to sync incorrectly when starting. When using a VVT cam signal for Trigger 2 ensure that none of the teeth on
any of the VVT cams can cross over the Trigger 1 sync tooth.

For information on specific trigger modes, click Here.

RPM Filtering
The RPM Filtering setting helps stabilise the Engine Speed parameter. It does this by averaging the number of Top Dead Centre (TDC) readings. On some engines
(usually 1 or 2 cylinder engines) the engine speed rapidly accelerates and de-accelerates, causing the Engine Speed parameter to fluctuate rapidly, this can make it
very hard to tune the engine. By averaging the TDC points the Engine Speed parameter reads much more consistently, making it easier to tune the engine.

· 1 - Default - This is the default setting and should be used for nearly all engines, the exception is one and two cylinder engines where the engine speed is fluctuating
rapidly.
· 2 - The Engine Speed parameter will be averaged over two TDC points.
· 3 - The Engine Speed parameter will be averaged over three TDC points.
· 4 - The Engine Speed parameter will be averaged over four TDC points.

Trigger Type
Select the correct type of trigger sensor connected to this trigger input. Options are:

· Reluctor - For variable reluctance type sensors. Characterised by the use of spiked trigger wheels and usually only two wires.
· Opto/Hall - For Optical or Hall Effect type sensors. Characterised by the use of slotted discs or rotors and typically three wires.

Trigger 1 & 2 Filtering

Warning: This is an advanced feature and should only be configured by a trained tuner.

Trigger Filtering sets the amount of hardware filtering applied to trigger input signals.
Some trigger signals contain a large amount of high frequency interference and electrical noise. This interference can cause false trigger events to occur. Filtering is
used to eliminate this interference. Ideally the least amount of filtering required should be used.

Trigger Pull-up
Note: This option is only available when using Optical/Hall Trigger Type.
Trigger Pull-up enables the pull-up resistor on a trigger input. Pull-up resistors are often required for open collector (switch to ground) optical and hall effect sensors.
Most optical and hall effect sensors will require the pull-up resistor to be ON.

If 'Piggy-backing' a factory ECU, make sure pull-ups are turned off, as the factory ECU will be providing the pull-up.

For further information on the purpose of pull-up resistors, click HERE.

Trigger Edge
Note: This option is only available when using Optical/Hall Trigger Type.

Select the edge of the trigger signal that indicates the trigger event:

· Rising - The trigger event occurs when the signal goes from a low voltage (eg 0V) to a high voltage (eg 5,8 or 12V).
· Falling - The trigger event occurs when the signal goes from a high voltage (eg 5,8 or 12V) to a low voltage (eg 0V).
· All - The trigger event occurs when the signal goes from a high voltage to a low voltage and also occurs when the signal goes from a low voltage to a high voltage.

Multi Tooth Position

Select the driving source of the multi tooth crank angle sensor. Options are Cam or Crank.

Tooth Count
This value specifies the total number of symmetrical teeth or slots in the multi-tooth trigger wheel.

Warning - A valid tooth count must divide evenly into 360. Typically most trigger wheels will be fine with the exception of 32. (360 / 32 = 11.25). This situation will cause
uneven timing between cylinders.

Note: Where a trigger wheel has teeth missing, this value must be set to the number of teeth that would of been counted if the teeth were not missing.

Note: The maximum number of teeth selectable in PCLink when using Multi-tooth or Multi-tooth / Missing is 200.

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Example:
If a trigger wheel has 24 symmetrically spaced teeth, set this value to 24.

Example:
When using a trigger wheel with 58 teeth and a gap where two teeth are missing (i.e. there would be sixty teeth if it was not missing), set the Tooth Count value to 60
and Missing Teeth value to 2. Note that this is generally known as a "60 minus 2" trigger wheel.

Missing Teeth
Note: This option is only available when using Multi Tooth/Missing Trigger Mode.

This value specifies the number of teeth or slots that are missing from the trigger wheel.

Example:
When using a trigger wheel with 58 teeth and a gap where two teeth are missing (ie there would be sixty teeth if they were not missing), set the Tooth Count value to 60
and Missing Teeth value to 2. This is generally known as a "60 minus 2" trigger wheel.

Number Of Gaps
This value specifies the number of locations in which there are missing teeth, these locations have to be evenly spaced and all have the same number of missing teeth.
The number of teeth missing per gap is set by the Missing Teeth Setting above.

Sync Tooth
This setting specify's the tooth on the crank trigger that is used for synchronising the cams. The value is the number of teeth after the sync point to the Sync Tooth. For
Multi-Tooth mode the sync point is trigger 2 tooth, for MultiTooth/Missing the sync point is the gap. For example a value of 3 when using MultiTooth/Missing means the
3rd tooth after the gap is the tooth being used for synchronising the cams.
The only restriction on the tooth used is that none of the cam teeth can cross this tooth during their vvt swing, each cam tooth must always be on one side or the other
of the sync tooth for the full cam movement. For example if using a Multi-Tooth pattern with a trigger sync on one cam and a vvt signal on the other this setting needs to
be set to a trigger 1 tooth that none of the vvt teeth cross over the full cam swing.
Refer to CAM Pulse Window below for a better explanation and diagram.

Note: This setting is only visible in MultiTooth / Missing Mode.

Trigger Arming Threshold

Note: This option is only available when using a Reluctor Trigger Type.

Warning: This is an advanced feature and should only be configured by a trained tuner.

The Trigger Arming Threshold Table sets the voltage required to 'Arm' the trigger generation circuitry before waiting for a falling edge.

The purpose of the trigger arming circuitry is to improve the trigger inputs ability to reject interference and electrical noise, thus helping to eliminate spurious trigger
signals. At low engine speeds (particularly when cranking), reluctor sensors produce a very low voltage signal. Therefore at low RPM a lower arming voltage is
required. As engine speed increases so does the amplitude of the reluctor sensors signal. This allows higher arming thresholds to be used. Different arming voltages
can be entered for each 1000 RPM.

Sync Mode
Specifies the way in which the trigger system will synchronize. This setting can be found under ECU Settings > Triggers > Trigger 2. This setting is only visible in
certain trigger modes.
The following options are available:

· None
The engine will not sync to the 720 degree engine cycle. This sync mode will NOT work with multi-tooth Trigger Mode, but WILL work with multi-tooth / missing
Trigger Mode.

Trigger 1 - Multi-
tooth / Missing

Trigger 2 Sync Mode -

None

Supported engine Rotary, 2 Stroke, 4 Stroke (with group fuel modes and distributed or wasted spark ignition modes)
configurations
Notes With this trigger setup the ECU knows the engine position within a 360 degree engine cycle.

· Crank Pulse 1x
The sync will be an edge off a crank sensor. The engine will sync to 360 degrees within an engine cycle and would be used for a 2 stroke or rotary engine.

Trigger 1 - Multi-tooth

Trigger 2 Sync Mode -

Crank Pulse 1x

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Supported engine Rotary, 2 Stroke, 4 Stroke (with group fuel modes and distributed or wasted spark ignition modes)
configurations
Notes With this trigger setup the ECU knows the engine position within a 360 degree engine cycle.

Trigger 1 - Multi-tooth /
Missing

Trigger 2 Sync Mode -

Crank Pulse 1x

Supported engine Rotary, 2 Stroke, 4 Stroke (with group fuel modes and distributed or wasted spark ignition modes)
configurations
Notes With this trigger setup the ECU knows the engine position within a 360 degree engine cycle. Using the Crank Pulse 1x sync mode with multi-
tooth / missing trigger mode provides no benefit over having the sync mode set to None.

· Cam Pulse 1x
The sync will be an edge off a cam sensor. The engine will sync to the 720 degree engine cycle. The cam trigger wheel has one tooth that the ECU uses in
conjunction with the crank trigger to determine engine position.

Trigger 1 - Multi-tooth

Trigger 2 Sync Mode -

Cam Pulse 1x

Supported engine 4 Stroke (with sequential or group fuel modes and distributed, wasted spark, or direct spark ignition modes)
configurations
Notes With this trigger setup the ECU knows the engine position within a 720 degree engine cycle. The trigger 2 tooth has to remain between the
same two Trigger 1 teeth.

Trigger 1 - Multi-tooth /
Missing

Trigger 2 Sync Mode -

Cam Pulse 1x

Supported engine 4 Stroke (with sequential or group fuel modes and distributed, wasted spark, or direct spark ignition modes)
configurations
Notes With this trigger setup the ECU knows the engine position within a 720 degree engine cycle. The trigger 2 tooth can move across Trigger 1
teeth but cannot at any point be located in the Trigger 1 gap.

· Cam Level
The sync will be a level on the cam. The engine will sync to the 720 degree engine cycle. Because the crank trigger rotates at twice the rate of the cam trigger, the
ECU will know engine position by monitoring if the cam signal is high or low. This sync mode will NOT work with multi-tooth Trigger Mode, but WILL work with multi-
tooth / missing Trigger Mode.

Cam Level wheel

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Cam signal from cam level wheel.

Trigger 1 - Multi-tooth

Trigger 2 Sync Mode -

Cam Level

Supported engine 4 Stroke (with sequential or group fuel modes and distributed, wasted spark, or direct spark ignition modes)
configurations
Notes With this trigger setup the ECU knows the engine position within a 720 degree engine cycle.

· Cam Pulse Window

Looks for a Trigger 2 tooth within a specified window (length set by Window Length) before the Trigger 1 Sync Tooth (Trigger 1 Sync Tooth being X teeth after the
Trigger 1 missing tooth gap with X being the value set in Trigger 1's Sync Tooth setting)
This sync mode will only work in 'Multi-Tooth / Missing' trigger mode. This mode is useful for engine with multiple teeth on the cam as you can specify a particular
one for syncing (just make sure to account for any VVT cam swing).

In the example below Trigger 1's Sync Tooth setting would be set to 5 (tooth shown highlighted in red) and Window Length could be set to 30 degrees. If this was an
intake cam with a 50deg cam swing (shown in blue) a Window Length of 80 degrees would cover the full swing while still syncing properly, the start point of an 80deg
window has been indicated in green on the diagram with the end point being the Sync Tooth in red.
Trigger 1 - Multi-tooth /
Missing

Trigger 2 Sync Mode -

Cam Pulse Window

Supported engine 4 Stroke (with sequential or group fuel modes and distributed, wasted spark, or direct spark ignition modes)
configurations
Notes With this trigger setup the ECU knows the engine position within a 720 degree engine cycle. The trigger 2 tooth being used for syncing cannot
at any point be located in the Trigger 1 gap.

· MAP Level
Ignores the Trigger 2 Type and instead uses the MAP runtime to detect the intake stroke.
This mode requires a MAP signal that is affected in one half of the engine cycle but not the other and so is suitable for 1 cylinder engines, 3 cylinder engines and
engine with the MAP sensor attached to the runner of one cylinder (typically engines with ITBs). This sync mode will only work in 'Multi-Tooth / Missing' trigger mode.
It is recommended that MAP is connected to An Volt 1 when using this mode so that it is included in the trigger scope.
The MAP Offset value is the threshold for how far the MAP value has to drop below the BAP value during an intake stroke while cranking to be recognised as the
intake stroke half of the engine cycle. If the MAP value drops less than half of the MAP Offset value during that half engine cycle then it is considered to be the power
stroke half of the engine cycle. If the MAP value dips to between half the MAP Offset value and the whole MAP Offset value below BAP during cranking it is
considered an undefined half cycle and so the ECU will try to sync again on the next crank revolution.

G4X and G5 ECU Tuning Functions > Triggers > Trigger Setup > Specific Trigger Modes
Specific Trigger Modes
The follow help is specific to particular Trigger Modes:
· Nissan 360 Opto Setup Procedure
· Nissan 360 Opto Distributor Setup Procedure
· Nissan 360 Opto Widest Slot Setup Procedure

Note: The Nissan 360 Opto sensor is known to be susceptible to trigger issues at particularly high RPM and in engines with aftermarket camshafts and/or valve springs
due to the design and location of the factory trigger sensor. These trigger issues can present as misfires or as what feels like a lower-than-expected rpm limit.
· The most common way to prevent trigger issues as a result of the factory sensor is to change to an aftermarket trigger disk within the factory sensor or an
aftermarket trigger sensor setup on the cam.

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· The best solution to trigger issues on vehicles that use the 360opto style sensor is to go to a crank trigger setup with a cam sync but this is often a reasonably
expensive and more technically difficult process.
· If you wish to retain the factory sensor you can minimise the chance of trigger issues by removing as much play as possible between the crank, cam and sensor. A
new O-ring on the sensor shaft, ensuring there is minimal play in the sensor to cam spline, making sure cambelt tension has been set correctly (maybe a new
tensioner), ensuring the cambelt is OEM or a very high quality replacement and not excessively worn or stretched all help to reduce the chance of trigger issues
occurring. A brand new CAS normally rectifies the problem but this can be expensive and possibly a difficult item to acquire.

Nissan 360 Opto (Trigger Mode)

The Nissan 360 Opto Trigger Mode is designed for use with Nissan optical Crank Angle Sensors (CAS) that have 360 evenly spaced slots and 4,6 or 8 different width
slots. Digital trigger decoding uses all of the 360 slots to achieve precise engine position calculation.

Of the 4, 6 or 8 slots, one will be wider than the others. The sizes of the slots are calculated by the ECU using the number of cylinders. This mode works with the coil
on plug motors, a different mode (Nissan 360 Opto with Distributor) is provided for the motors that came factory with a distributor.

Nissan 360 Opto with Distributor (Trigger Mode)

The Nissan 360 Opto with Distributor Trigger Mode is designed for use with Nissan optical Crank Angle Sensors (CAS) that have 360 evenly spaced slots and 4,6 or 8
different width slots. Digital trigger decoding uses all of the 360 slots to achieve precise engine position calculation.

Of the 4, 6 or 8 slots, one will be wider than the others and the rest will be the same size. The sizes of the slots are calculated by the ECU using the number of
cylinders. This mode works with motors that came with a distributor such as motors such as the RB20E or RB30ET.

Nissan 360 Opto Widest Slot (Trigger Mode)

This mode works in a similar manner to the G4+ 360 Opto mode in that it looks for the widest slot rather than looking at the width of each slot, this means that this
mode can be used with trigger wheels that don't follow the typical pattern of slot sizes based on the number of cylinders and the ignition system that the motor has. We
recommend only using this mode if neither of the other Nissan 360 Opto modes work or are suitable for your application.

The Nissan 360 Opto Widest Slot Trigger Mode is designed for use with Nissan optical Crank Angle Sensors (CAS) that have 360 evenly spaced slots and 4,6 or 8
different width slots. Digital trigger decoding uses all of the 360 slots to achieve precise engine position calculation.
Of the 4, 6 or 8 slots, one will be wider than the others. This Widest Slot is used by the ECU to determine the engines position in the firing order. As the width of this
slot varies depending on the exact CAS used, an automated setup procedure has been provided.

Setup Procedure:
Setup ECCS Trigger Decoding as follows (Read the entire process and ensure you understand before starting):
1. Ensure the 360 slot signal is wired to the ECUs Trig 1 input.
2. Ensure the 4,6 or 8 slot signal is wired to the ECUs Trig 2 input.
3. Switch the key on, do not start the engine.
4. Connect to the ECU using PCLink.
5. Ensure all Configuration options are correct.
6. Under the Fuel heading, select Fuel Setup. Set Injection Mode to OFF. This will prevent the engine from starting.
7. Under the Triggers heading, select Trigger Setup.
8. Select Nissan 360 Opto Widest Slot as the Trigger Mode. Note that this will initialise all trigger inputs to default values. The default values are as follows:
Trigger 1:
· Trigger 1 Type = Optical/Hall
· Trigger 1 Pull-up = ON
· Trigger 1 Edge = Rising
Trigger 2:
· Trigger 2 Type = Optical/Hall
· Trigger 2 Pull-up = ON
· Trigger 2 Edge = All
9. Crank the engine and capture a Trigger Scope.
10. Count the number of trigger 1 teeth that occur during the widest trigger 2 gap and enter it into the ECCS Widest Slot setting, typically this is a multiple of 4.
11. Crank again while watching Trig1 signal, Trig2 Signal and Engine Speed (can all be found under the Trigggers/Limits Tab in the Runtime Values Window). If both
Trigger Signals and change to Yes and the Engine speed shows a consistent and reasonable value then the setting is most likely correct. If not, repeat steps 9 and
10.
12. Set Injection Mode back to the desired option.
13. If all is OK, perform a store to permanently save all settings to the ECU.
14. Set the base timing before attempting to start the engine (DO NOT JUST TRY STARTING THE ENGINE!).

G4X and G5 ECU Tuning Functions > Triggers > Calibration

Calibration
Once the correct Trigger Mode has been selected and Triggers 1 and 2 configured, the trigger timing must be calibrated by checking the ignition timing using a timing
light. Doing this tells the ECU where the trigger signals occur in relation to engine position.

Refer here for special instructions for ROTARY TRIGGER CALIBRATION.

To Calibrate Triggers

1. In the Triggers >Calibrate menu, click the Set Base Timing button . This will open the Set Base Timing window.

2. While the Set Base Timing window is open, ignition timing is locked to a constant value (The value entered in the "Lock Ignition Timing to" field).

3. Enter the ignition timing value that you want to see with the timing light in the "Lock Ignition Timing To" value. This value will depend on the location of available
timing marks. 0 (TDC) and 10 deg BTDC are the most common values. Remembering to press enter after changing the value and the cell will turn blue to indicate
the value has changed from what it was previously set to.

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Trigger Calibration for all other Trigger Modes

Adjust the Trigger Offset number (middle field) until the timing seen on the timing light matches the "Lock Ignition Timing to" number.

4. To setup the Ignition Delay perform the following steps:

a) Set Ignition delay to 0.

b) Using a good quality timing light, increase RPM and observe ignition retard.
c) Increase Ignition Delay and repeat step b) and c) until the retard is eliminated.
d) A typical value is between 40 to 80 microseconds.

5. Click Done to keep the new Trigger Calibration settings. Otherwise click Cancel to restore the previous values.

6. Perform a STORE to permanently store the new trigger calibration setting to the ECU.

Trigger Offset
Trigger Offset is used to calibrate crank angle sensor position so that the ECU can calculate the correct engine position at any time.

Although the trigger offset affects both fuel and ignition, it is easiest to calibrate the trigger offset by getting the ECU to try and deliver the ignition timing at a fixed angle
(e.g 10deg BTDC) and checking that the ignition is actually occurring at this point using a timing light. This procedure is described under Trigger Calibration.

Adjustment:
· Increasing this number will advance ignition and injection timing.
· Decreasing this number will retard ignition and injection timing.

Note: Refer to Trigger Calibration for information on calibrating trigger signals (setting the base timing).

Multi Tooth/Missing Trigger Mode

In Multi Tooth / Missing trigger mode the required trigger offset can be determined by measuring the angle between the tooth after the gap and sensor when the engine
is at TDC number 1.
· If the gap passes the sensor before TDC1 in normal engine rotation direction then the offset number will be negative.
· If the gap passes the sensor after TDC 1 in normal rotation direction then the offset number will be positive.
· Example: If the tooth after the gap has gone past the sensor by 40 degrees when at TDC 1, then the offset number would be -40.
· Example: If the tooth after the gap is 60 degrees before the sensor when at TDC 1 then the offset number would be 60.
· NOTE: This trigger offset number could still be out by 360 degrees depending on the location of the sync pulse. If the number obtained results in the spark being fired
when the valves are open, add or subtract 360. Eg -40 becomes 320. Eg 60 becomes -300.
· ALWAYS check the trigger offset with a timing light as described in Trigger Calibration.

Rotary Trigger Calibration

The normal procedure used to set Trigger Calibration does not work so well on Rotary engines. A piston engine will run happily with ignition timing set to fire on TDC.
This is not so for Rotary engines.

Note: Most Rotary engines have a timing mark on their front pulley at 20 degrees ATDC. It is the tuners responsibility to confirm that the engine has a mark at 20
degrees. If the mark is at some other position, that position should be substituted in the following procedure. Late 13B engines only have a 20 degrees ATDC mark.
Early 13B engines have a 5 and 20 degrees ATDC mark. 12A Engines have a 0 and 20 degrees ATDC marks.

Note: G4+ and G4X/G5 allocate the leading and trailing ignition drives slightly differently to each other and so you always need to check both the leading and trailing
positions to determine the correct offset. You will also need to recheck the trigger offset when changing from leading waste to leading direct.

Rotary Trigger Calibration Procedure

The idea of this trigger calibration setup method is to end up with the leading spark firing at 5 degrees ATDC and the trailing spark firing at 20 degrees ATDC.
1. Disable the fuel injectors by selecting OFF as the Injection Mode under the Fuel [Link] will ensure that the engine will not attempt to start while the
ignition timing is being calibrated.

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2. Enter a value of -20 degrees in the Trailing Split Table in all the cells around the area where the engine will run during trigger calibration. It may be necessary to
set the entire table to the same value.
3. In the Triggers->Calibrate menu, click Set Base Timing. The Set Base Timing window will open.
4. Enter 0 as the Lock Ignition Timing To value to be used (remember to push enter after changing the number).
5. Attach a timing light to fire off the TRAILING spark of the front rotor.
6. Crank the engine while watching for consistent ignition operation at a fixed crank position. Adjust the Offset until the ignition is firing exactly on the 20 degrees
ATDC timing mark.
7. Select Done to close the Set Base Timing window.
8. Enable the fuel injectors by selecting the relevant Injection Mode.
9. Perform a STORE so that the Trigger Offset value is permanently retained. Remember that the Trailing Split table has been modified so be careful not to Store
changes to that by accident.
10. Repeat the above procedure once the engine is running (ideally at about 2000 RPM) as it is hard to get accurate timing readings during cranking. To do this,
repeat the above procedure without setting Injection Mode to OFF.

G4X and G5 ECU Tuning Functions > Triggers > Solving Triggering Issues
Solving Triggering Issues
Triggering issues are one of the most common problems encountered when installing any aftermarket ECU. Triggering questions make up the majority of technical
service requests. It can not be emphasized enough how critical engine position decoding is. Incorrectly configured, wired or designed engine position sensor
arrangements can lead to instant and catastrophic engine failure. In the best circumstances they may go unnoticed by the tuner or driver and may not cause a loss of
engine position at a critical time however, this is not usually the case.

Some important points when trying to diagnose triggering issues:

· A good oscilloscope is ESSENTIAL to resolving trigger issues. Preferably an electronics type scope should be used as often automotive scopes have a low sample
rate and poor resolution screens. If support is required solving triggering issues, often the first thing Link technicians will ask for is a picture of the trigger signals.
· Wiring is critical. Follow the correct wiring and grounding conventions. Crank angle sensors are a high impedance sensor often with a low level signal. Correct
shielding and grounding is critical.
· Setting up triggering adjustments such as arming threshold and filtering is not something that should be done trial and error. There are technical ways to correctly
adjust these settings.

The following topics discuss some common triggering issues:

· Incorrect Trigger Wheel Design

· Correctly Setting Trigger Arming Voltages
· Setting Ignition Delay
· Understand the Trigger 1 Error Counter
· Engine Kill Active

G4X and G5 ECU Tuning Functions > Triggers > Solving Triggering Issues > Incorrect Trigger Wheel Design
Incorrect Trigger Wheel Design
Design of the toothed wheels used for crank and cam angle measurement is [Link] is not uncommon for installers to machine or modify wheels.

Design of the "Gap"

One or more missing teeth are often used to indicate a reference position. One of the most common problems encounter on after-market wheels and in fact on some
OEM (eg BMW) wheels is incorrect design of the teeth and gap. Some important points regarding the issue shown below:

· This is only a problem when there are teeth missing.

· This is usually only a problem on high tooth count wheels (eg 60-2).
· This problem gets worse at higher RPM.
· This problem is usually only encountered using Reluctor Sensors. Hall Effect sensors usually do not suffer from this phenomenon.

Incorrect design of the teeth around the gap can lead to a distortion of the sensors signal. There are a variety of contributing factors to this problem (electronic,
magnetic), most of which can not be adjusted. The following pictures show a correctly designed wheel and the signal from that wheel at approx 7200 RPM.

Correctly designed gap

And the signal from the same wheel. Point A shows the arming voltage on the rising edge of the tooth after the gap. Point B shows the zero crossing. Point B is where
the ECU sees the signal and uses it for engine position tracking. Note how the signal after point B goes well below zero volts.

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Signal from correctly designed gap

However, it is more common in after market wheels and even some OEM wheels to have an incorrectly designed gap. This causes a problem at very high RPM . The
following pictures show an incorrectly designed wheel and the signal from that wheel at approx 7200 RPM.

Incorrectly designed gap

The signal from this incorrectly designed gap show a problem with the tooth after the gap. This signal was taken at approximately 7200 RPM.

Signal from incorrectly designed gap

Note the excessive amplitude of the signal as the sensor enters and exits the gap. But, more importantly notice what is happening at point B. As RPM increases the
negative voltage of the tooth after the gap is reducing. In the picture the signal is just OK as it still passes through zero volts. However, at around 7500 RPM this signals
negative amplitude at point B was above zero volts and the tooth was missed all together. This causes the next tooth to be the one seen after the gap resulting in a
loss of tracking of engine position. In this case resulting in a six degrees advance in timing to all cylinders!

G4X and G5 ECU Tuning Functions > Triggers > Solving Triggering Issues > Correctly Setting Trigger Arming Voltages
Correctly Setting Trigger Arming Voltages
When using a reluctor type trigger sensor it is necessary to correctly fill in a Trigger Arming Threshold Table.

The Trigger Arming Threshold table sets the voltage required to 'Arm' the trigger generation circuitry before waiting for a falling edge on the trigger signal. The purpose
of the trigger arming circuitry is to improve the trigger inputs ability to reject interference and electrical noise, thus helping to eliminate false trigger signals. At low
engine speeds (particularly when cranking), reluctor sensors produce a very low voltage signal. Therefore at low RPM a lower arming voltage is required. As engine
speed increases so does the amplitude of the reluctor sensors signal. This allows higher arming thresholds to be used. Different arming voltages can be entered for
each 1000 RPM.

Correctly setting up the Trigger Arming Threshold Table

To correctly setup the Trigger Arming Threshold Table it is necessary to be able to read the half wave amplitude (the height of the waveform above the zero point) of
the trigger signal, there are two methods for doing this:

· Oscilloscope - Use an oscilloscope to measure the trigger signal amplitude. This is the preferred method.
· Trigger Scope - Most Link G4X and G5 ECUs have a feature called Trigger Scope which measures the voltage on the ECUs triggers and presents the data in a
visual form similar to an oscilloscope.

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An oscilloscope will be used in this explanation of setting up the Trigger Arming Threshold table, however using Trigger Scope is a very similar process. Before
commencing make sure that the engine speed is reading correctly, that the ECU is connected to PCLink, and that the engine speed is visible.

The Trigger Arming Threshold Table has an axis that increments in steps of 1000 RPM. For each step of 1000 RPM the following process needs to be followed:

1. Increase the engine speed until it matches the RPM of the trigger arming voltage table cell to be set.
2. Adjust the voltage/division and time/division setting until the teeth of the trigger wheel are clearly visible.
3. Press the 'Pause' button on the oscilloscope. Allow the engine to return to idle.

Measuring the trigger signal amplitude at 1000 RPM

4. Go to the Trigger Arming Threshold Table (for the relevant trigger), select the correct cell (same RPM as oscilloscope capture) and enter a value that is half the
voltage of the tooth with the lowest amplitude. For the oscilloscope image above this would be 2.5 volts, as the change in voltage between the two red lines is 5.0
volts and the value entered needs to be half of this.
5. Repeat steps one to four until the remaining cells in the Trigger Arming Threshold Table have been correctly filled in.

When determining the correct value for the zero RPM cell in the Trigger Arming Threshold Table you can disable the engines fuel and ignition systems and then
perform the steps above at the engines cranking speed. Enter the value obtained in the zero RPM cell.
G4X and G5 ECU Tuning Functions > Triggers > Solving Triggering Issues > Understanding the Trigger 1 Error Counter
Understanding the Trigger 1 Error Counter
The Trigger 1 Error Counter will increment by one every time the ECU counts an incorrect number of teeth on the Trigger 1 signal. The teeth are counted over 720
degrees of crankshaft rotation.

There are many reasons why the ECU could incorrectly count the number of teeth on Trigger 1 or Trigger 2. These include:

· Incorrect number of teeth specified in multi-tooth or multi-tooth / missing trigger modes.

· Incorrect Trigger 2 sync mode selected.
· Trigger wheel or trigger sensor mechanically moving due to engine vibration or cam-belt stretch.
· Incorrect wiring of crank or cam position sensors.
· Electrical interference.
· Incorrect trigger wheel design.
· Trigger arming voltages incorrect.
· Trigger sensor becoming saturated due to engine speed and number of trigger teeth.

Because some trigger setups rely on Trigger 1 and Trigger 2 for the ECU to know the degrees of crankshaft rotation it is possible that a problem with Trigger 2 could
cause the Trigger 1 Error Counter to increment. The following examples will help demonstrate how the Trigger 1 Error Counter could increment.

Example One - Crank Only Triggering

Trigger setup:

Trigger Mode: Multi-Tooth / Missing

Trigger 1 Multi-Tooth Posn: Crank
Trigger 1 Tooth Count: 36
Trigger 1 Missing Teeth: 2
Trigger 2 Sync Mode: None

Under normal conditions on Trigger 1 the ECU would expect to see a gap of 2 teeth, then 34 teeth. The pattern would then be expected to repeat, and once the ECU
had seen the trigger pattern twice it would know the crankshaft had rotated 720 degrees and know where in the engine cycle the engine is. The image below is a visual
representation of what the ECU would normally expect to see.

Trigger pattern with no problems

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If however the ECU had seen one tooth more, or one tooth less than expected then it would increment the Trigger 1 Error Counter. The images below represent what
the ECU would see when these faults occur.

Trigger pattern with an extra tooth

Trigger pattern missing a tooth

Example Two - Crank Triggering with Cam Pulse 1x

Trigger setup:

Trigger Mode: Multi-Tooth

Trigger 1 Multi-Tooth Posn: Crank
Trigger 1 Tooth Count: 12
Trigger 2 Sync Mode: Cam Pulse 1x

Under normal conditions the ECU would expect to see one tooth on Trigger 2 and then 24 teeth on Trigger 1. Once the ECU had seen this trigger pattern it would know
the crankshaft had rotated 720 degrees and know where in the engine cycle the engine is. The image below is a visual representation of what the ECU would normally
expect to see.

Trigger pattern with no problems

If however the ECU had seen one tooth more, or one tooth less than expected on either Trigger 1 or Trigger 2 then it would increment the Trigger 1 Error Counter. The
images below represent what the ECU would see when these faults occur.

Trigger pattern with an extra tooth on Trigger 1

Trigger pattern with an extra tooth on Trigger 1

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Trigger pattern with a missing tooth on Trigger 1

Trigger pattern with a missing tooth on Trigger 1

Trigger pattern with an extra tooth on Trigger 2

Trigger pattern with an extra tooth on Trigger 2

Trigger pattern with no tooth on Trigger 2

Trigger pattern with no tooth on Trigger 2

G4X and G5 ECU Tuning Functions > Math

Math
Note: All values used in the Math Blocks are in metric units, pressure values are in kPa not psi, short distances are in meters not feet, long distances are in kilometers
not miles, Lamba is in Lambda not AFR, Temperature is in Celsius not Fahrenheit, speed is in kph not mph, fuel consumption is in l/100km not mpg, volume is in liters
not gallons. This applies to all values that change with the 'U' key between selected Metric and imperial units, this value change is only a display change in PCLink and
the values in the ECU (and so the values the math calculation sees) are always metric.

The Math Block feature allows a user configurable maths channel which can be used for a variety of purposes. The features has provision for up to 4 variables,
supports most standard operators and supports equations up to 20 characters long. The various settings and a description of their operation are listed below.
Up to 8 Math Blocks are currently supported.

Label
This setting allows the user to enter a label or short description which will be displayed next to the Runtime Value name of the specific Math Block being used making it
easier to identify which Math Block is doing which operation.

Parameter a-d
These four settings allow the user to select which Runtime Values or Statuses will be used in the Equation as variables.

Decimal Places

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This setting allows the user to select how many decimal places they want shown on the Runtime Value of the Math Block being setup.

Equation
This text box allows the user to enter the equation they want calculated, the variables must be entered in their lower case forms (a,b,c&d).

Using a Math Block

· Parameters a, b, c and d reflect the current value of any ECU runtime value.
· The equation is calculated at a rate of 250Hz.
· The equation may contain any combination of math functions, up to 30 characters.
· Parameters are sampled at the time of calculation.

In the tables below

· param/param1/param2 may be set to any of parameters a, b, c or d.
· param/param1/param2 may be set to any number value.

Numeric functions
Math Function Syntax Example Description
Absolute value abs(param) abs(-25.6) = 25.6 abs(a) results in a positive number no matter if a is positive or negative.
abs(25.6) = 25.6
ceiling ceil(param) ceil(-25.6) = -25 ceil(a) results in the smallest integer that is greater than or equal to a (i.e : rounds up to
ceil(25.6) = 26 the nearest integer).
floor floor(param) floor(-25.6) = -26 floor(a) results in the smallest integer that is smaller than or equal to a (i.e : rounds down
floor(25.6) = 25 to the nearest integer).
exponential exp(param) exp(6) = 403.428 exp(a) results in the value of e (Euler's number), to the power of a.
logarithm, ln(param) ln(2) = 0.693 ln(a) results in the natural log of a.
natural
logarithm, base log(param) log(2) = 0.301 log(a) results in the log base 10 of a.
10
power pow(param1, param2) pow(6, 2) = 36 pow(a, 2) results in a to the power of 2.
square root sqrt(param) sqrt(25) = 5 sqrt(a) results in the square root of a.
cosine cos(param) cos(pi) = -1 cos(a) results in the trigonometric cosine of a.
sine sin(param) sin(pi) = 0 sin(a) results in the trigonometric sine of a.
tangent tan(param) tan(pi) = 0 tan(a) results in the trigonometric tangent of a.
constant, e e e = 2.71828 Euler's number, a special constant
constant, pi pi pi = 3.14159 Pi, a special constant.

Logic functions
Math Function Syntax Example Description
not !param !1 = 0 !a results in 0 if a is not zero, and 1 if a is zero.
!100.1 = 0
!0 = 1
and param1&param2 5&9 = 1 a&b results in 0 if either a or b is zero, otherwise 1.
5&0 = 0
or param1|param2 5|9 = 1 a|b results in 1 if either a or b is 1, otherwise 0.
5|0 = 1
graeter than param1>param1 5>9 = 0 a>b results in 1 if a is greater than b, otherwise 0.
5>0 = 1
less than param1<param2 5<9 = 1 a<b results in 1 if a is less than b, otherwise 0.
5>0 = 0

Math functions
Math Function Syntax Example Description
multliply param1*param2 5*9 = 45 a*b results in the multiplication of parameters a and b.
divide param1/param2 5/9 = 0.556 a/b results in parameter a divided by parameter b.

modulus param1%param2 4%5 = 4 a%b results in the modulus of parameters a and b. modulus computes the remainder of
5%5 = 0 a divided by b.
6%5 = 1
power param1^param2 5^9 = 1953125 a^b results in parameter a to the power of parameter b.

add param1+param2 5+9 = 14 a+b results in the addition of parameters a and b.

subtract param1-param2 5-9 = -4 a-b results in the subtraction of parameters a and b.
braces param1*(param2+param3) 10*(287+1000) = 12870 controls the order of precedence in calculations.
10*287+1000 = 3870

Special functions
Math Function Syntax Example Description
peak pk(param, timeout) pk(a, 1.0) holds the peak value of parameter a. if the value of parameter a.
does not change within the timeout (in seconds) the peak is set to the current value of a.
if timeout is 0, the peak is held indefinitely.
Only one 'pk' function may be used per equation.
delta dt(param, time) dt(a, 1.0) holds the delta value of parameter a, taken over the time specified (in seconds).
Only one 'dt' function may be used per Math Channel.
average av(param, time) av(a, 1.0) holds the average value of parameter a, taken for 20 evenly spaced samples over the
time specified (in seconds).
Only one 'av' function may be used per Math Channel.

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time t holds the value of time in seconds since ECU startup.

Counter, free cnt(param) cnt(a) starts counting up, once per millisecond, as long as parameter a is not 0. when
running parameter a is 0, the counter is reset to 0. Only one 'cnt' function may be used per Math
Channel.
edge ed(param1, param2) ed(a, b) counts rising edges on parameter a, as it passes from less than 1 to greater than 1.
when parameter b is 0, the counter is reset to 0. Only one 'ed' function may be used per
Math Channel.

Examples
When Units are set to degrees C but you want one digital gauge that shows ECT in Fahrenheit.
· set math block label to "ECT (Fahrenheit)"
· set math block parameter a to ECT
· set math block equation to (a*9/5)+32

When Units are set to kPa but you want one digital gauge that shows MAP in PSI.
· set math block label to "MAP (PSI)"
· set math block parameter a to MAP
· set math block equation to a/6.895
G4X and G5 ECU Tuning Functions > Motorsport
Motor sport
The following optional features can be selected for motor sport use:

· Anti-lag
· Launch Control
· Gear Shift Control
· Nitrous Control
· Race Timer
· Power Management
· Traction Control
G4X and G5 ECU Tuning Functions > Motorsport > Anti-Lag
Anti-Lag
Anti-lag is a feature which is designed to eliminate the lag period (or spool up time) which is experienced with a typical turbocharger. Anti-lag may be used to generate
a small amount of boost under conditions where the engine would normally be operating in vacuum (such as in overrun which occurs when lifting off the throttle). By
doing this, the turbocharger will already be spooled when the throttle is re-applied and lag will have been reduced.

Anti-lag is achieved by bypassing air into the engine (via the throttle plate or a solenoid) and retarding the ignition timing to the point where the engine is making very
little power. An ignition cut may also be employed under overrun conditions although this is not essential.

WARNING
Anti-lag will result in very high exhaust gas temperatures. These may be reduced by adding extra fuel via the Anti-Lag fuel table although it should still be noted that
Anti-Lag will significantly reduce the life of the turbocharger and manifolds.

Cyclic idle describes the method used by the ECU to control engine speed when extra air is being bypassed into the engine and Anti-Lag isn't active. Link ECU's apply
a Fuel Cut sequence to achieve this and when set up correctly the engine has a “cyclic” sound to it. Cyclic Idle is ONLY required when Anti-Lag is OFF and extra air is
still being bleed into the engine requiring the engine speed to be controlled. Cyclic Idle is only required where motor sport rules do not allow ECU an controlled air bleed
(or EThrottle), in these situations the engine has to permanently have the throttle cracked wide enough for antilag which would otherwise cause excessively high idle
speed.

The Anti-Lag and Cyclic Idle are two separate functions and are mutually exclusive (i.e they are never on at the same time).

The follow help topics relating to Anti-Lag are provided:

· Anti-Lag Settings
· Anti-Lag Cyclic Idle
· Anti-Lag Dual Tables
· Anti-Lag Ignition Retard
· Anti-Lag Fuel Correction
· Anti-Lag Ignition Cut
· Anti-Lag Fuel Cut
· Anti-Lag Setup Examples
· Anti-Lag with Electronic Throttle
G4X and G5 ECU Tuning Functions > Motorsport > Anti-Lag > Anti-Lag Settings
Anti-Lag Settings
Anti-Lag is designed to reduce turbo lag when stepping off and back onto the throttle.

This is achieved using the following four principles:

· Extra air is bled into the engine via a bypass valve or an adjusted throttle body.
· Ignition timing is retarded to reduce power while letting the expanding gasses flow out of the exhaust valve. This results in a larger volume of air being pushed
through the turbocharger's exhaust wheel.
· Extra fuel is added to help cool the exhaust gasses.
· Ignition is cut on alternating cylinders allowing unburnt fuel to enter the exhaust. This unburnt fuel then combusts due to the high exhaust temperatures from the
retarded timing. This combustion results in more expanding gasses further increasing the turbocharger's RPM.

This extra exhaust heat and pressure can damage an exhaust system. Do not use Anti-Lag for extended periods of time.

Anti-Lag Mode
This is the master setting to turn Anti-Lag ON or OFF.

Anti-Lag System Arming

The Anti-lag system will remain OFF until the system is armed. This means neither Cyclic Idle (unless Cyclic Idle is set to 'Always ON') nor Anti-Lag will work until the
arming condition(s) are met. Various methods can be used including a Digital Input, Virtual Auxiliary or an Always ON option allowing the system to be armed
permanently.

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Anti-Lag Solenoid
This function allows the ECU to activate a solenoid when the Anti-Lag system is active with Cyclic Idle or Anti-Lag ON. Its purpose is to bleed extra air into the engine
and is typically used to adjust/replace the throttle plate stop.

AL Ign Cut Table

An ignition cut table can be activated to allow unburned fuel to enter the exhaust, this setting turns this table ON and OFF. See Anti-Lag Ignition Cut Table for further
information.

AL Fuel Cut Table

A Fuel cut table can be activated to complement a mostly Ign-cut based AL strategy or on its own with retard and a positive fuel trim to generate the extra overrun
exhaust energy. A fuel cut can reduce the high EGT and often results from the very retarded ignition during AL operation since you have a cylinder volume of cool air
passed through the engine and exhaust manifold with each cut event. This setting turns this table ON and OFF. See Anti-Lag Fuel Cut Table for further information.

ISC Override
This setting enables the Anti-Lag system to take control of the Idle Speed Controller so that extra air can be bled into the engine through it. When ON and in Anti-Lag or
Cyclic Idle the Idle Speed Position is controlled by the Anti-Lag or Cyclic Idle Override Tables.

AL Ign Retard Mode

There are two modes of ignition retard available:
· Degrees - Adds the number in the Ignition Retard Table to the current Ignition Timing.
· Degrees Absolute - Sets the current current Ignition Timing to the Ignition Retard Table value.

AL Enable RPM
This engine speed (RPM) needs to be exceeded before Anti-Lag becomes active (AL Enable TP must be exceeded and the system must also be armed). Anti-Lag will
stay active as long as the engine speed (RPM) is above this value. For Anti-Lag to become inactive both the engine speed (RPM) needs to fall below this value and the
TP(Main) position must fall below the AL Enable TP value and both values remain below their enable values for the duration of the AL Deactivation Timeout.
Disarming the system (turning off the arming DI) will immediately cause Anti-Lag to become inactive.

AL Enable TPS
This level of throttle position (TP(Main)) needs to be exceeded before Anti-Lag becomes active (AL Enable RPM must be exceeded and the system must also be
armed). Anti-Lag will stay active as long as TP(Main) is above this value. For Anti-Lag to become inactive both the engine speed (RPM) needs to fall below this value
and the TP(Main) position must fall below the AL Enable TP value and both values remain below their enable values for the duration of the AL Deactivation Timeout.
Disarming the system (turning off the arming DI) will immediately cause Anti-Lag to become inactive.
The TPS Hysteresis setting below adds extra control to this setting allowing hysteresis to be added to the system.

TPS Hysteresis
This setting controls the amount of hysteresis on the AL Enable TPS value. The TPS Hysteresis value is added to AL Enable TPS value when entering AntiLag and
subtracted when leaving.
e.g.
AL Enable TPS = 70%
TPS Hysteresis = 10%
To enter AntiLag the TPS value must be over the AL Enable RPM and over 70% + 10% = 80% TPS
To exit AntiLag the TPS value must be under the AL Enable RPM and under 70% - 10% = 60% TPS

AL Deactivation Timeout
This function specifies the time after the engine speed (RPM) falls below the AL Enable RPM AND the throttle position (TP(Main)) falls below the AL Enable TP that
Anti-Lag remains active for. This is the time that the turbo will remain spooled for once stepping off the throttle. Disarming the system (turning off the arming DI) will
immediately cause Anti-Lag to become inactive without waiting for the Deactivation Timeout.

AL ISC Override Table

This table overrides the current position of the idle speed (solenoid, stepper motor or ethrottle). This override is used to bleed extra air into the engine when Anti-Lag is
active. A standard Idle valve does generally not flow enough air for proper Anti-Lag operation, an after market upgrade is often necessary. This override is only
available when Idle Speed Control is setup and will override ISC's Min and Max Clamps. Note: A separate ISC Override Table is provided for cyclic idle.

Note: The ISC Override function will only be visible if ISC Override if set to ON AND Idle Speed Control Mode is not Off.

See Also:
· Anti-Lag Runtimes - A list of the Antilag Runtime Values/Statuses and what they mean

G4X and G5 ECU Tuning Functions > Motorsport > Anti-Lag > Anti-Lag Cyclic Idle Settings
Anti-Lag Cyclic Idle Settings
Cyclic Idle is used to limit the engine speed when the throttle is released, Anti-Lag is inactive and excessive air is still being bled into the engine. Cyclic idle is
necessary in a situation where motor sport rules do not allow the fitting of an ECU controlled extra air bleed solenoid to the vehicle which results in a permanent excess
of air which would otherwise cause excessively high idle speed. Cyclic Idle cuts fuel to the engine to maintain a steady, usable idle speed.

To monitor the status of the Anti-Lag System see the MotorSport tab of the Runtime Values window (F12 Key). For detailed information on how the limiting and cutting
system works see Limiting System.

Safety Note
When in Cyclic Idle Mode a 100% fuel cut will be applied if the engine speed exceeds the Cyclic Idle RPM Limit by more than 500RPM. This is not adjustable but is a
safety feature in the event that the Cyclic Idle system is setup incorrectly.

Cyclic Idle Setup Notes

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· The difference between Cyclic Idle High and Cyclic Idle Low is normally 3 to 5%.
· The Cyclic Idle Low and Cyclic Idle High numbers MUST be bigger than the position the throttle is at when cyclic idle is running. For example, if you have the throttle
open 20% at idle, then these must be bigger (e.g 22% and 26%).
· The RPM limit for the engine is dependent on the throttle position and the Cyclic Idle High and Cyclic Idle Low settings:
· When throttle position is less than the Cyclic Idle Low setting, the RPM limit is the cyclic idle limit.
· When throttle position is greater than the Cyclic Idle High setting, the RPM limit is the current engine RPM limit.
· When throttle position is between the Cyclic Idle Low and Cyclic Idle High settings, the RPM limit is interpolated between the cyclic idle limit and normal RPM
limit. For example, when throttle position is half way between the low and high settings, the current RPM limit is half way between the cyclic and normal RPM
limits. This allows the engine to transition gently into normal running after being on cyclic idle.
· Cyclic idle is active only when the Anti-Lag System Arming control option is active. This means that if you want a setup with cyclic idle, but without Anti-lag you need
to make the Anti-lag system in-active. This can be done by putting zero in the tables and setting the arming values to very high numbers.

Note: Cyclic idle Limiting will not operate correctly if the standard RPM Limit has not been set up.

Cyclic Idle Mode

This is the master control of cyclic idle. The following modes are available:
· OFF - Cyclic idle never operates
· Always ON - Cyclic idle is always ON, regardless of whether anti-lag is Armed or OFF(from DI control).
· Cool Down - Cyclic idle only operates for a set time after anti-lag transitions from active to armed.
· ON = System Armed - Cyclic idle is active only when anti-lag is armed.

Cyclic Idle Low

Idle speed will be controlled at the Cyclic Idle Limit RPM while the throttle position (TP(Main)) is BELOW this value. At throttle positions between this value and the
Cyclic Idle High value, cyclic idle will be progressively decreased to allow for a smooth transition to normal running. This value should be set to about 2% above the
closed throttle position (with the throttle stop screw holding the throttle plate opened).

Cyclic Idle High

When throttle position (TP(Main)) is above this value, the cyclic idle limit will be disabled. This value should be set to approximately 5-10% higher than the Cyclic Low
value.

The following image shows a graphical representation of how Cyclic Idle Low, Cyclic Idle High and Cyclic Idle Limit interact. These settings aim to provide a smooth
reentry into driving from cyclic idle.

Cyclic Idle Limit

This is the actual idle speed that the cyclic idle limit will operate at when throttle position (TP(Main)) is BELOW the Cyclic Idle Low value. A typical value for this would
be 1800RPM. A value of 0RPM means no limit will be applied.

Cyclic ISC Override Table

This table overrides the current position of the idle speed (solenoid, stepper motor or ethrottle). This override is used to bleed extra air into the engine while Cyclic Idle
is active. A standard Idle valve does generally not flow enough air for proper Cyclic Idle operation, an after market upgrade is often necessary. This override is only
available when Idle Speed Control is setup and will override ISC's Min and Max Clamps. Note: A separate ISC Override Table is provided for Anti-Lag.

Note: The ISC Override function will only be visible if ISC Override if set to ON AND Idle Speed Control Mode is not Off.

Cool Down Timeout

Controls the length of time the cyclic idle will remain ON for, when the Anti-Lag switches from ON to OFF. This setting only applies when the Cyclic Idle Mode is set to
Cool Down mode.

Advanced Mode

Advanced mode allows more control over the cyclic idle RPM limiting cut method. When set to OFF, the ECU will use default cut settings. If the advanced mode is set
to ON, the following settings will become available:
· Limit range
· Cut effect
· Start cut

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· End cut

Limit Range

This setting is only available when Advanced Mode is set to ON.

The engine speed (RPM) range which the limiting control will operate over. The range is in addition to the Cyclic Idle Limit. A typical value for this would be 200RPM.
(Hint - to create a more aggressive sounding cyclic idle, decrease this number).

Cut Effect

This setting is only available when Advanced Mode is set to ON.

The Cut Effect controls the method that the ECU uses to perform the cyclic fuel cut. The following options are available:
· Adaptive - the ECU will apply an adaptive cut pattern based on the current engine speed.
· Constant - the ECU will apply a constant cut pattern based on the current engine speed.

Start Cut

This setting is only available when Advanced Mode is set to ON.

The start cut determines the percentage ignition cut applied at the start of the Limit Range. A typical value would be 30%. The Start Cut RPM is the Cyclic Idle Limit.

End Cut

This setting is only available when Advanced Mode is set to ON.

The end cut determines the percentage ignition cut applied at the end of the Limit Range. A typical value would be 90%. The End Cut RPM is found by adding the Limit
Range to the Cyclic Idle Limit.

See Also:
· Anti-Lag Runtimes - A list of the Antilag Runtime Values/Statuses and what they mean
G4X and G5 ECU Tuning Functions > Motorsport > Anti-Lag > Anti-Lag Dual Tables
Anti-Lag Dual Tables
Anti-Lag supports dual tables for each ignition retard, fuel enrichment and ignition cut. Each table can individually be switched either by a Digital Input or a Virtual
Auxiliary channel:

· Ign Retard Table2 Activation

· Fuel Table2 Activation
· Ign Cut Table2 Activation

When the chosen activation channel (digital input or virtual auxiliary) becomes active, the corresponding Table 2 will become active.

Application Example
You want to setup anti-lag for both wet and dry conditions. In dry conditions you want anti-lag to be more aggressive and generate more boost (due to more traction).
Set up:
· Ign Retard Table 1 for wet conditions, and
· Ign Retard Table 2 for dry conditions.

The Ign Retard Table 2 will contain numbers giving more ignition retard to generate more boost pressure for dry conditions.

You can use a second fuel enrichment and ignition cut table if further control is required.
G4X and G5 ECU Tuning Functions > Motorsport > Anti-Lag > Anti-Lag Ign Retard Table
Anti-Lag Ign Retard Table
This table allows the ignition timing to be retarded as a function of the current engine speed and throttle position (TP(Main)) while Anti-Lag is active. The operation of
this table depends on the AL Ign Retard Mode setting found in the Anti-Lag setup options.

Note: Ignition retard should only be used in areas where Anti-Lag is required (e.g overrun). At high loads (for example from half to full throttle) all values should be zero
so that no retard is used.

AL Ign Retard Mode settings effect the numbers used in the Anti-Lag Ign Retard Table as follows:

· Degrees - Anti-Lag Retard Table numbers represent the number of degrees advance that will be added to the current ignition timing. Negative numbers
represent retard. A table number of -40 will result in ignition timing being 40 degrees more retarded than normal.

· Degrees Absolute - Anti-Lag Retard Table numbers represent the actual ignition timing used when Anti-Lag is active. If a number of -20 is entered, the actual
timing while Anti-Lag is active will be 20 degrees retarded. Note that in this mode a value of zero in the Anti-Lag Ign Retard Table will result in the normal
ignition timing being used.

Anti-Lag Ignition Retard Example

If AL Ign Retard Mode is set to Degrees the table will behave as follows:

Typically the Anti-Lag Ign Retard Table will contain values between about -25 and -50 degrees in the areas where Anti-Lag should operate (typically between 1500 and
7000 RPM and less than about 30% throttle. An example Anti-Lag Ign Retard Table is shown below:

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Typical Anti-lag Ignition Trim Table (Degrees Trim)

So while Anti-Lag is active, at a throttle position of 20% and 5500 RPM, 50 degrees of timing will be removed from the normal ignition timing. So if the normal ignition
timing was 25 degrees, the actual timing while Anti-Lag is active would be 35 degrees after top dead centre.

G4X and G5 ECU Tuning Functions > Motorsport > Anti-Lag > Anti-Lag Fuel Trim Table
Anti-Lag Fuel Trim Table
This table allows fuel to be added (or removed) during Anti Lag operation. Typically this is done as a function of the current engine speed and throttle position (TPS
(Main)). The units are in percentage of extra fuel, meaning that 0 represents no change.

Note: Extra fuel should only be added in areas where Anti-Lag ignition retard is being used. At high loads (for example from half to full throttle) all values should be
zero so that no extra fuel is added.

Typically this table will contain values between about 0 and 10 % in the areas where Anti-Lag should operate (typically between 1500 and 7000 RPM and less than
about 30% throttle. An example Anti-Lag Fuel Table is shown below:

Typical Anti-lag Fuel Correction Table

G4X and G5 ECU Tuning Functions > Motorsport > Anti-Lag > Anti-Lag Ignition Cut Table
Anti-Lag Ignition Cut Table
The Anti-lag Ignition Cut Table can be turned on or off using the AL Ignition Cut Table setting in the Anti-Lag setup menu.

This table specifies the percentage cut applied to the ignition. A value of 0% represents no cut at all, and a value of 100% represents a full cut on all cylinders. Typical
values for this are around 50%.

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Typical Anti-lag Ignition Cut Table

G4X and G5 ECU Tuning Functions > Motorsport > Anti-Lag > Anti-Lag Fuel Cut Table
Anti-Lag Fuel Cut Table
The Anti-lag Fuel Cut Table can be turned on or off using the AL Fuel Cut Table setting in the Anti-Lag setup menu.

This table specifies the percentage cut applied to the Fuel. A value of 0% represents no cut at all, and a value of 100% represents a full cut on all cylinders. Typical
values for this are around 50%.

Typical Anti-lag Fuel Cut Table

G4X and G5 ECU Tuning Functions > Motorsport > Anti-Lag > Anti-Lag Setup Examples
Anti-Lag Setup Examples
Group N Anti-Lag with Cyclic Idle (Throttle permanently bleeding extra air)
Group N regulations prohibit the use of air bleed valves or other devices providing the same effect, therefore the throttle must be permanently cracked open (typically
between 15% and 25%). When setting up for this mode, the Anti-Lag must always be armed and cyclic idle must always be on.

· Anti-Lag System Arming = Always ON

· Cyclic Idle Mode = Always ON
· AL Enable RPM = 3000 RPM
· AL Enable TP = 60%

Operation:
Turn the key on, the engine will be running with cyclic idle and anti-lag armed but not active. Drive to the start of the rally stage, give the throttle a stab to exceed
3000RPM and 60% throttle, anti-lag will become active. Anti-lag will remain active generating turbo speed until the engine speed (RPM) and throttle position (TP(Main))
have been below their enable values for the time specified by the AL Deactivation Timeout. Drive the stage. On completion of the stage the engine will be idling with
cyclic idle.

Anti-Lag RPM/TP Activated (ECU controlled air bleed)

No cyclic idle and the user requires Anti-lag to be activated via engine speed (RPM) and throttle position (TP(Main)). Extra air is only bled into the engine via an ECU
controlled solenoid when the Anti-Lag is ON.

· Anti-Lag System Arming = DI

· Cyclic Idle Mode = OFF
· AL Enable RPM = 3000 RPM
· AL Enable TP = 60%
· Anti-lag Solenoid Connected

Operation:
Turn the key on, the engine will be running with a normal idle. Flick the switch connected to the appropriate DI to its ON position, anti-lag will become armed. Drive to
the start of the rally stage, give the throttle a stab to exceed 3000RPM and 60% throttle, anti-lag will become active. Anti-lag will remain active generating turbo speed

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until the engine speed (RPM) and throttle position (TP(Main)) have been below their enable values for the time specified by the AL Deactivation Timeout. You can turn
the anti-lag off at any time by flicking the switch to its OFF position. Drive the stage. On completion of the stage the engine will be idling normally.

Anti-Lag Switch Activated (ECU controlled air bleed)

No cyclic idle, and Anti-Lag becomes active only by using the Digital Input. Extra air is only bled into the engine via an ECU controlled solenoid when the Anti-Lag is
ON. Set the AL Enable RPM to 500 to ensure it’s always OFF during cranking.

· Anti-Lag System Arming = DI

· Cyclic Idle Mode = OFF
· AL Enable RPM = 500 RPM
· AL Enable TP = 0
· Anti-lag Solenoid Connected

Operation:
Turn the key on, the engine will be running with a normal idle. Drive to the start of the rally stage. Flick the switch connected to the appropriate DI to its ON position,
anti-lag will become active. Anti-lag will begin generating turbo speed. You can turn the anti-lag off at any time by flicking the switch to its OFF position. Drive the stage.
On completion of the stage anti-lag will still be active until the switch is set to the off position.

Warning:
This mode requires careful control over the activation switch at the start and end of the stage due to the possibility of excessive anti-lag periods.

Anti-Lag RPM/TP Activated with Cool Down (ECU controlled air bleed)
One method is to only use Cyclic idle in “Cool Down” mode meaning it only becomes active when Anti-Lag switches from ON to OFF.

The user arms the Anti-Lag system via a switch. At this point the solenoid is OFF (no extra air) and the cyclic is Idle is OFF. The Anti-Lag then switches ON (from
RPM/TP activation) and the solenoid activates bleeding air into engine. At some point Anti-Lag switches OFF (from RPM/TP timeout). The solenoid remains ON and
cyclic idle is required to limit engine speed. The system is now running in cool down mode for the time specified allowing exhaust temperatures to reduce.

· Anti-Lag System Arming = DI

· Cyclic Idle Mode = Cool Down
· AL Enable RPM = 3000 RPM
· AL Enable TP = 60%
· Anti-lag Solenoid Connected

Operation:
Turn the key on, the engine will be running with a normal idle. Flick the switch connected to the appropriate DI to its ON position, anti-lag will become armed. Drive to
the start of the rally stage, give the throttle a stab to exceed 3000RPM and 60% throttle, anti-lag will become active. Anti-lag will remain active generating turbo speed
until the engine speed (RPM) and throttle position (TP(Main)) have been below their enable values for the time specified by the AL Deactivation Timeout. After this
deactivation timeout has been exceeded the ECU will continue to bleed extra air into the engine and apply cyclic idle to hold the engine speed. The extra air and cyclic
idle will turn off after the Cool Down Timeout has elapsed. This allows extra air to be pumped through the exhaust cooling the system down. You can turn the anti-lag
off at any time by flicking the switch to its OFF position. Drive the stage. On completion of the stage the engine will running with cyclic idle for the period specified by
the Cool Down Timeout, following this the engine will return to a normal idle.
G4X and G5 ECU Tuning Functions > Motorsport > Anti-Lag > Anti-Lag with Electronic Throttle
Anti-Lag with Electronic Throttle
Anti-lag can be used in combination with electronic throttle to provide the extra air when anti-lag is active.

Before continuing make sure you understand the Anti-lag Setup Examples.

The following procedure describes the setup of a basic system:

1. Turn on ISC Override.

2. AL ISC Override Table will control your throttle position when in Anti-Lag and Cyclic ISC Override Table will control your throttle position when in Cyclic Idle.
3. Configure the Ethrottle Target Table 1 to be your standard target table. (active when neither Anti-Lag or Cyclic Idle are active)
4. Configure the AL ISC Override Table to be your air bleed target table when in Anti-Lag. For this you will need to set the throttle position to 20% - 25% percent
for a accelerator position of 0%. Interpolate the table up to 100% throttle at 100%
5. Configure the Cyclic ISC Override Table to be your air bleed target table when in Cyclic Idle (if you are using cyclic idle at any point). For this you will need to
set the throttle position to 20% - 25% percent for a accelerator position of 0%. Interpolate the table up to 100% throttle at 100% accelerator position. Doing this
will provide the extra air bleed on idle.(see the following table screenshot)
6. Setup anti-lag in either a "Switch Activated" or a "RPM/TP Activated" setup, information on this can be found in the Anti-lag Setup Examples topic.
7. Tune the anti-lag system and adjust the air bleed in the AL ISC Override Table to give your desired anti-lag effect and in Cyclic ISC Override Table to give your
desired Cyclic Idle effect.

Example Air Bleed Table

Note: When Anti-Lag or cyclic idle is active and ISC Override is ON the throttle position is controlled purely by the appropriate Override Table.

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Note: There is no need for Cyclic idle with an Ethrottle as the air bleed can be removed at will which would result in a normal idle.

G4X and G5 ECU Tuning Functions > Motorsport > Launch Control
Launch Control
The following Launch Control modes are available:

· OFF - Launch Control is turned off.

· Single Launch RPM - For Launch Control based on a switch condition. This mode is ideally suited for a clutch switch application. Launch RPM is not speed
dependent.
· 3D Launch RPM Table - For Launch Control RPM from a 3D table. This method of Launch Control can be Armed and Disarmed using a Digital Input.
· Latched Launch RPM - Designed specifically for rolling start launch control.
· Disabled - Disables the Launch Control function but keeps settings and tables visible (used to retain the Activation Control GP Table values).

Click HERE to return to the Motorsport Page

G4X and G5 ECU Tuning Functions > Motorsport > Launch Control > Single Launch RPM mode
Single Launch RPM mode
Launch Control is designed to allow for more consistent stationary launches (i.e drag racing). This mode of Launch Control releases the RPM limit as the Digital Input is
switched (eg Clutch Switch).

The following adjustments apply to the Single Launch RPM mode:

Activation Control - This is the input to enable/disable the Launch Control function.

Disarming Speed [kph] - Launch Control will be disabled when the driven wheel speed is above this value.

TPS Activation [%] - Launch Control will be disabled when the TPS (Main) position is below this value.

Arming Time [s] - This is the time that the Activation Control has to be active for before Launch Control becomes Enabled. This is to prevent an undesired limit
during gear changes.

Launch RPM [rpm] - The engine speed that the engine will be limited to for the launch.

The following adjustments apply to all Launch Control modes:

Ign Retard Mode

This specifies the way ignition retard is applied to the current ignition timing value. Options are:

· Degrees - Ignition timing is altered from its normal value by the number of degrees specified in the Launch Ign Trim setting. E.g. If the normal ignition
timing is 12 degrees BTDC, -30 degrees Launch Ign Trim will make the ignition timing 18 degrees ATDC while launch control ignition trim is active.

· Degrees Absolute - Ignition timing is altered to the value specified in the Launch Ign Trim setting. E.g. -35 degrees will make the ignition timing 35 degrees
ATDC while launch control ignition trim is active. When using this ignition mode no decay is applied on leaving launch.

Ignition Retard Adjust Mode

This specifies whether the ignition retard value is a single value, or is a 3D retard table.

Activation Control
This specifies the control channel to arm launch control.

Fuel Trim Table

This activates a 3D fuel trim table, this is useful for injecting extra fuel to keep exhaust gas temperatures down.

Launch Ign Trim

The amount the ignition is altered when Launch control is active and the . The way this value is applied depends on the Ign Retard Mode.

Ign Trim Activation (TP) - Ignition Trim is applied when the throttle is opened past this value AND the engine speed is greater than the Ignition Trim
Activation (RPM). This setting is only visible when using Single Zone mode.

Ign Trim Activation (RPM) - Ignition Trim is applied when the engine speed (RPM) is greater than this value AND the throttle is open further than the Ignition
Trim Activation (TP). This setting is only visible when using Single Zone mode.

Ign Trim Decay Time - The time it takes for the Ignition Trim to decay to nothing once the activation conditions are no longer met. This setting is only visible
when using Single Zone mode. If using degrees absolute no decay is applied on exit of Launch.

Further more, there are adjustments relating to the limiting system used by launch control.

Link G4X and G5 ECUs use a progressive limiting system. The limiting systems progressively cuts fuel and/or ignition over a specified limiting control range. Throttle
position is also taken into consideration to provide more aggressive limiting at high throttle positions.

Limit Mode
The limit mode is used to turn the system on and off. When turning the system on, there are four available limit methods.
· OFF - Limiting is turned off.
· Ignition %Cut - An ignition only progressive cut.
· Fuel %Cut - A fuel only progressive cut.
· Disabled - This mode disables the limiting but leaves the Limit Table allocated so the limit can be turned off without losing the information stored in the table.

Note: In a setup using Group Injection it is recommended for smooth limiting that ignition cutting is used. A hard fuel cut can be applied if required.

· Advanced Limiting Mode

Some limiting settings are only available in advanced [Link] advanced mode is turned off, advanced settings are forced to default values.

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The diagram below demonstrates limiting operation. The vertical axis shows the percentage cut where 0% (bottom) is no limiting and 100% (top) is full limiting.
The bottom right axis is the value being limited. The bottom left axis is throttle position. When the value being limited is within the limit control range (denoted by
the sloped red area) the amount of cut will depend on throttle position. If the value being limited exceeds the end of the limit control range, then a hard limit can be
applied (green area).

It is highly recommended to print this diagram and write your settings on it to better gain an understanding of the limiting system while trying to configure it.

Image shown is of an RPM Limit, MAP or Speed Limits operate the same only with MAP (kPa) or
Speed (kph) instead of RPM.

Warning: Advanced mode limiting settings should only be adjusted by experienced tuners. Make sure you understand EXACTLY what a setting does before
altering it.

Advanced Mode
Enables custom control over the cut percentages and effects. With advanced mode turned to OFF the ECU will force these custom settings to generic numbers.

Hard Limit
This setting selects whether a hard cut will be implemented at the point specified by the Hard Limit Activation. The following options are available:
· OFF - hard cutting is turned off.
· Ign 100% Cut - the hard cut is ignition only.
· Fuel 100% Cut - the hard cut is fuel only.
· Fuel & Ign 100% Cut - the hard cut is both fuel and ignition.

Cut Effect
The cut effect specifies the type of cutting sequence.
· Adaptive - The cutting sequence is randomized to avoid the same cylinder being cut too many times consecutively (Typical Setting)
· Constant - The cutting sequence is fixed for a particular percentage cut.

Limit Control Range

Specifies the range that the limiting operates over, the Limit control range operates under the specified limit value. For example, with an RPM limit set to 7000
RPM and a control range of 200 RPM the limit would operate between 6800 and 7000 RPM Or with a MAP Limit set to 250kPa and a control range of 10kPa the
limit would operate between 240 and 250kPa. A typical Limit Control Range would be 200 RPM for an RPM Limit or 10kPa for a MAP Limit.

Hard Limit Activation

Specifies how far past the end of the Limit Control Range you can go before the hard limit will apply. A typical value for an RPM Limit would be 200 RPM.

TPS Low
Specifies the throttle position below which the Start Cut (TP Low) cut value applies. Above this throttle position the cut level is determined by a linear gradient
between the Start Cut (TP Low) value and the Start Cut (TP 100) value. A typical value would be 15%.

End Cut
Specifies the percentage cut at the end of the Limit Control Range. A typical value would be 90%.

Start Cut (TPS 100)

Specifies the percentage cut at the start of the Limit Control Range with 100% throttle. A typical value would be 60%.
A TPS(Main) value between 100% and the TPS Low value will result in a cut value that is between Start Cut (TPS Low) &

Start Cut (TPS Low)

Specifies the percentage cut at the start of the Limit Control Range when TPS(Main) is below the TPS Low value. A typical value would be 30%.

Note: If Start Cut (TPS Low) is set above Start Cut (TPS 100) the higher cut value will be used.

Cut Decay Time

Specifies the time it will take to remove the cut in ms, 500ms would be a typical value.

Limit Ignition Trim

Specifies the amount of ignition trim applied when limiting system is active. A typical value would be -5 degrees.

Limit Fuel Trim

Specifies the amount of fuel trim applied when limiting system is active. A typical value would be 0%.
Note: Limit Fuel Trim is only visible when the Limit Mode is set to Ignition %Cut (or Disabled).

Trim Decay Time

Specifies the time it will take to remove the fuel and ignition trim in ms, 500ms would be a typical value.

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Application Notes:
When setting up a limit, ideally you want it to be as smooth and as stable as possible. You will be able to tell when a limit is smooth as the percentage cut will stabilize.
Here are tips for setting up a smooth limit:
· For a smooth limit you want the limit to settle within the limit control range.
· An engine will settle into a position within the control range easier with a softer cut gradient.
· Increase the Limit Control Range for given % cut parameters to decrease the control range gradient.
· Bring the start and end cuts together to decrease the control range gradient.
· If you find when you hit the limit at full throttle, the limit is overshot then settled into, increase the Start Cut (TP 100).

Notes on using Launch Control

Note: The more retard that is added, the more boost that will be generated (to an extent) but the more heat that will be generated. Setting this value incorrectly could
result in engine damage and should only be adjusted by experienced tuners.

Note: A typical value for Launch Ignition Trim is one that gives about 20 degrees ATDC.

Note: A typical value for Ign Trim Activation (TP) is 85%

Note: The following points should be observed when setting up Launch Control:

· Obviously it is better to start with the RPM limit too low for a given vehicle speed and raise it.
· The Launch Ign Trim should be set to 0 for all non-turbo applications or where retard is not required.

Note: The state of the Launch Control system can be verified under the Motorsport tab of the Runtime Values window (F12 key).

G4X and G5 ECU Tuning Functions > Motorsport > Launch Control > 3D Launch RPM Table mode
3D Launch RPM Table mode
Launch Control is designed to allow for more consistent stationary launches. This mode of Launch Control controls the rate at which engine speed (RPM) increases to
minimise wheel spin. To do this, the ECU needs vehicle speed information.

This mode of Launch Control employs a 3D table to select Launch RPM Limit. The required RPM limit at each vehicle speed will only be found by testing.

The following adjustments apply to 3D Launch RPM Table mode:

Activation Control - This is the input used to enable/disable the Launch Control function.

Disarming Speed [kph] - Launch Control will be disabled when the driven wheel speed is above this value.

TPS Activation [%] - Launch Control will be disabled when the TPS (Main) position is below this value.

Arming Time [s] - This is the time that the Activation Control has to be active for before Launch Control becomes Enabled. This is to prevent an undesired limit
during gear changes.

Launch RPM Table [rpm] - This table specifies the RPM limit value used at a given vehicle speed. Refer to the Limit Mode adjustment for information on how
the RPM limit is applied.

The following adjustments apply to all Launch Control modes:

Ign Retard Mode

This specifies the way ignition retard is applied to the current ignition timing value. Options are:

· Degrees - Ignition timing is altered from its normal value by the number of degrees specified in the Launch Ign Trim setting. E.g. If the normal ignition
timing is 12 degrees BTDC, -30 degrees Launch Ign Trim will make the ignition timing 18 degrees ATDC while launch control ignition trim is active.

· Degrees Absolute - Ignition timing is altered to the value specified in the Launch Ign Trim setting. E.g. -35 degrees will make the ignition timing 35 degrees
ATDC while launch control ignition trim is active. When using this ignition mode no decay is applied on leaving launch.

Ignition Retard Adjust Mode

This specifies whether the ignition retard value is a single value, or is a 3D retard table.

Activation Control
This specifies the control channel to arm launch control.

Fuel Trim Table

This activates a 3D fuel trim table, this is useful for injecting extra fuel to keep exhaust gas temperatures down.

Launch Ign Trim

The amount the ignition is altered when Launch control is active and the . The way this value is applied depends on the Ign Retard Mode.

Ign Trim Activation (TP) - Ignition Trim is applied when the throttle is opened past this value AND the engine speed is greater than the Ignition Trim
Activation (RPM). This setting is only visible when using Single Zone mode.

Ign Trim Activation (RPM) - Ignition Trim is applied when the engine speed (RPM) is greater than this value AND the throttle is open further than the Ignition
Trim Activation (TP). This setting is only visible when using Single Zone mode.

Ign Trim Decay Time - The time it takes for the Ignition Trim to decay to nothing once the activation conditions are no longer met. This setting is only visible
when using Single Zone mode. If using degrees absolute no decay is applied on exit of Launch.

Further more, there are adjustments relating to the limiting system used by launch control.

Link G4X and G5 ECUs use a progressive limiting system. The limiting systems progressively cuts fuel and/or ignition over a specified limiting control range. Throttle
position is also taken into consideration to provide more aggressive limiting at high throttle positions.

Limit Mode
The limit mode is used to turn the system on and off. When turning the system on, there are four available limit methods.

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· OFF - Limiting is turned off.

· Ignition %Cut - An ignition only progressive cut.
· Fuel %Cut - A fuel only progressive cut.
· Disabled - This mode disables the limiting but leaves the Limit Table allocated so the limit can be turned off without losing the information stored in the table.

Note: In a setup using Group Injection it is recommended for smooth limiting that ignition cutting is used. A hard fuel cut can be applied if required.

· Advanced Limiting Mode

Some limiting settings are only available in advanced [Link] advanced mode is turned off, advanced settings are forced to default values.

The diagram below demonstrates limiting operation. The vertical axis shows the percentage cut where 0% (bottom) is no limiting and 100% (top) is full limiting.
The bottom right axis is the value being limited. The bottom left axis is throttle position. When the value being limited is within the limit control range (denoted by
the sloped red area) the amount of cut will depend on throttle position. If the value being limited exceeds the end of the limit control range, then a hard limit can be
applied (green area).

It is highly recommended to print this diagram and write your settings on it to better gain an understanding of the limiting system while trying to configure it.

Image shown is of an RPM Limit, MAP or Speed Limits operate the same only with MAP (kPa) or
Speed (kph) instead of RPM.

Warning: Advanced mode limiting settings should only be adjusted by experienced tuners. Make sure you understand EXACTLY what a setting does before
altering it.

Advanced Mode
Enables custom control over the cut percentages and effects. With advanced mode turned to OFF the ECU will force these custom settings to generic numbers.

Hard Limit
This setting selects whether a hard cut will be implemented at the point specified by the Hard Limit Activation. The following options are available:
· OFF - hard cutting is turned off.
· Ign 100% Cut - the hard cut is ignition only.
· Fuel 100% Cut - the hard cut is fuel only.
· Fuel & Ign 100% Cut - the hard cut is both fuel and ignition.

Cut Effect
The cut effect specifies the type of cutting sequence.
· Adaptive - The cutting sequence is randomized to avoid the same cylinder being cut too many times consecutively (Typical Setting)
· Constant - The cutting sequence is fixed for a particular percentage cut.

Limit Control Range

Specifies the range that the limiting operates over, the Limit control range operates under the specified limit value. For example, with an RPM limit set to 7000
RPM and a control range of 200 RPM the limit would operate between 6800 and 7000 RPM Or with a MAP Limit set to 250kPa and a control range of 10kPa the
limit would operate between 240 and 250kPa. A typical Limit Control Range would be 200 RPM for an RPM Limit or 10kPa for a MAP Limit.

Hard Limit Activation

Specifies how far past the end of the Limit Control Range you can go before the hard limit will apply. A typical value for an RPM Limit would be 200 RPM.

TPS Low
Specifies the throttle position below which the Start Cut (TP Low) cut value applies. Above this throttle position the cut level is determined by a linear gradient
between the Start Cut (TP Low) value and the Start Cut (TP 100) value. A typical value would be 15%.

End Cut
Specifies the percentage cut at the end of the Limit Control Range. A typical value would be 90%.

Start Cut (TPS 100)

Specifies the percentage cut at the start of the Limit Control Range with 100% throttle. A typical value would be 60%.
A TPS(Main) value between 100% and the TPS Low value will result in a cut value that is between Start Cut (TPS Low) &

Start Cut (TPS Low)

Specifies the percentage cut at the start of the Limit Control Range when TPS(Main) is below the TPS Low value. A typical value would be 30%.

Note: If Start Cut (TPS Low) is set above Start Cut (TPS 100) the higher cut value will be used.

Cut Decay Time

Specifies the time it will take to remove the cut in ms, 500ms would be a typical value.

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Limit Ignition Trim

Specifies the amount of ignition trim applied when limiting system is active. A typical value would be -5 degrees.

Limit Fuel Trim

Specifies the amount of fuel trim applied when limiting system is active. A typical value would be 0%.
Note: Limit Fuel Trim is only visible when the Limit Mode is set to Ignition %Cut (or Disabled).

Trim Decay Time

Specifies the time it will take to remove the fuel and ignition trim in ms, 500ms would be a typical value.

Application Notes:
When setting up a limit, ideally you want it to be as smooth and as stable as possible. You will be able to tell when a limit is smooth as the percentage cut will stabilize.
Here are tips for setting up a smooth limit:
· For a smooth limit you want the limit to settle within the limit control range.
· An engine will settle into a position within the control range easier with a softer cut gradient.
· Increase the Limit Control Range for given % cut parameters to decrease the control range gradient.
· Bring the start and end cuts together to decrease the control range gradient.
· If you find when you hit the limit at full throttle, the limit is overshot then settled into, increase the Start Cut (TP 100).

Notes on using Launch Control

Note: The more retard that is added, the more boost that will be generated (to an extent) but the more heat that will be generated. Setting this value incorrectly could
result in engine damage and should only be adjusted by experienced tuners.

Note: A typical value for Launch Ignition Trim is one that gives about 20 degrees ATDC.

Note: A typical value for Ign Trim Activation (TP) is 85%

Note: The following points should be observed when setting up Launch Control:

· Obviously it is better to start with the RPM limit too low for a given vehicle speed and raise it.
· The Launch Ign Trim should be set to 0 for all non-turbo applications or where retard is not required.

Note: The state of the Launch Control system can be verified under the Motorsport tab of the Runtime Values window (F12 key).

Setup Hint:

The engine speed (RPM) values in the Launch RPM tables can be found reasonably easily by experimentation, but for those who want to control the exact amount of
slip that occurs, the numbers can be found by calculation as follows:

0% slip RPM = (Speed x Cal x Ratio) / 360 where...

· Speed is in km/h,
· Cal is the appropriate Digital Input's speed calibration number,
· Ratio is the un-normalised Gear Ratio

So as an example, to find the RPM value for 0% slip at 25 kph, assuming the digital input has a calibration number of 260, and the un-normalised gear ratio is 169.3:

0% slip RPM = (Speed x Cal x Ratio) / 360

= (25 x 260 x 169.3) / 360
= 1100450 / 360
= 3057 RPM

In most cases it is desirable to have some slip, so to add 12% slip to the above example:

Slip RPM = 0% Slip RPM x 1.12

= 3057 x 1.12
= 3424 RPM

Alternatively all numbers can be entered in the Launch RPM table as 0% Slip, then PCLink's modify selection by percentage function can be used to add the slip %. To
do this, select the RPM values to be changed (hold shift to select more than one value), then press Ctrl and + keys, then type the change followed by the % sign and
press enter. Eg type Ctrl and +, then type 12% enter...

The following points should be observed:

· More slip will be required at low speed to avoid stalling.

· Speed must be sensed from a non slipping wheel.
G4X and G5 ECU Tuning Functions > Motorsport > Launch Control > Latched Launch RPM mode
Latched Launch RPM mode
The Latched Launch RPM mode of Launch Control is designed for rolling start racing.

When the driver is at the desired rolling start speed (RPM) they press and hold a switch. The ECU will then limit the engine speed to the RPM at which the switch was
pressed (after the Arming time has passed). This causes the vehicle to maintain the current speed despite increased throttle position (TP(Main)). When the driver is
ready they release the button and launch control disables, allowing the vehicle to accelerate. Optionally when launch control is active (button pressed) the ECU can
apply fuel enrichment and an ignition retard.

Latched Launch RPM Mode Setup Notes

· The RPM Limit by default has a Limit Range of 200 RPM. This means that the ECU will apply a cut until the engine speed has reduced by 200 RPM from the set
point (when button pressed). For Latched Launch RPM mode this is not suitable, the recommended Limit Range is 0 RPM. To change the Limit Range setting
Advanced Mode needs to be set to ON.

· The Always ON option for Activation Control is not appropriate for the Latched Launch RPM mode.

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The following adjustments apply to the Latched Launch RPM mode:

Activation Control - This is the input that controls the Launch Control function. In Latched Launch RPM Mode this would normally be a spring loaded button
switch connected to a Digital Input channel.

Disarming Speed [kph] - Launch Control will be disabled when the driven wheel speed is above this value.

TPS Activation [%] - Launch Control will be disabled when the TPS (Main) position is below this value.

Arming Time [s] - This is the time that the Activation Control has to be active for before Launch Control becomes Enabled. This is to prevent an undesired limit
during gear changes.

The following adjustments apply to all Launch Control modes:

Ign Retard Mode

This specifies the way ignition retard is applied to the current ignition timing value. Options are:

· Degrees - Ignition timing is altered from its normal value by the number of degrees specified in the Launch Ign Trim setting. E.g. If the normal ignition
timing is 12 degrees BTDC, -30 degrees Launch Ign Trim will make the ignition timing 18 degrees ATDC while launch control ignition trim is active.

· Degrees Absolute - Ignition timing is altered to the value specified in the Launch Ign Trim setting. E.g. -35 degrees will make the ignition timing 35 degrees
ATDC while launch control ignition trim is active. When using this ignition mode no decay is applied on leaving launch.

Ignition Retard Adjust Mode

This specifies whether the ignition retard value is a single value, or is a 3D retard table.

Activation Control
This specifies the control channel to arm launch control.

Fuel Trim Table

This activates a 3D fuel trim table, this is useful for injecting extra fuel to keep exhaust gas temperatures down.

Launch Ign Trim

The amount the ignition is altered when Launch control is active and the . The way this value is applied depends on the Ign Retard Mode.

Ign Trim Activation (TP) - Ignition Trim is applied when the throttle is opened past this value AND the engine speed is greater than the Ignition Trim
Activation (RPM). This setting is only visible when using Single Zone mode.

Ign Trim Activation (RPM) - Ignition Trim is applied when the engine speed (RPM) is greater than this value AND the throttle is open further than the Ignition
Trim Activation (TP). This setting is only visible when using Single Zone mode.

Ign Trim Decay Time - The time it takes for the Ignition Trim to decay to nothing once the activation conditions are no longer met. This setting is only visible
when using Single Zone mode. If using degrees absolute no decay is applied on exit of Launch.

Further more, there are adjustments relating to the limiting system used by launch control.

Link G4X and G5 ECUs use a progressive limiting system. The limiting systems progressively cuts fuel and/or ignition over a specified limiting control range. Throttle
position is also taken into consideration to provide more aggressive limiting at high throttle positions.

Limit Mode
The limit mode is used to turn the system on and off. When turning the system on, there are four available limit methods.
· OFF - Limiting is turned off.
· Ignition %Cut - An ignition only progressive cut.
· Fuel %Cut - A fuel only progressive cut.
· Disabled - This mode disables the limiting but leaves the Limit Table allocated so the limit can be turned off without losing the information stored in the table.

Note: In a setup using Group Injection it is recommended for smooth limiting that ignition cutting is used. A hard fuel cut can be applied if required.

· Advanced Limiting Mode

Some limiting settings are only available in advanced [Link] advanced mode is turned off, advanced settings are forced to default values.

The diagram below demonstrates limiting operation. The vertical axis shows the percentage cut where 0% (bottom) is no limiting and 100% (top) is full limiting.
The bottom right axis is the value being limited. The bottom left axis is throttle position. When the value being limited is within the limit control range (denoted by
the sloped red area) the amount of cut will depend on throttle position. If the value being limited exceeds the end of the limit control range, then a hard limit can be
applied (green area).

It is highly recommended to print this diagram and write your settings on it to better gain an understanding of the limiting system while trying to configure it.

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Image shown is of an RPM Limit, MAP or Speed Limits operate the same only with MAP (kPa) or
Speed (kph) instead of RPM.

Warning: Advanced mode limiting settings should only be adjusted by experienced tuners. Make sure you understand EXACTLY what a setting does before
altering it.

Advanced Mode
Enables custom control over the cut percentages and effects. With advanced mode turned to OFF the ECU will force these custom settings to generic numbers.

Hard Limit
This setting selects whether a hard cut will be implemented at the point specified by the Hard Limit Activation. The following options are available:
· OFF - hard cutting is turned off.
· Ign 100% Cut - the hard cut is ignition only.
· Fuel 100% Cut - the hard cut is fuel only.
· Fuel & Ign 100% Cut - the hard cut is both fuel and ignition.

Cut Effect
The cut effect specifies the type of cutting sequence.
· Adaptive - The cutting sequence is randomized to avoid the same cylinder being cut too many times consecutively (Typical Setting)
· Constant - The cutting sequence is fixed for a particular percentage cut.

Limit Control Range

Specifies the range that the limiting operates over, the Limit control range operates under the specified limit value. For example, with an RPM limit set to 7000
RPM and a control range of 200 RPM the limit would operate between 6800 and 7000 RPM Or with a MAP Limit set to 250kPa and a control range of 10kPa the
limit would operate between 240 and 250kPa. A typical Limit Control Range would be 200 RPM for an RPM Limit or 10kPa for a MAP Limit.

Hard Limit Activation

Specifies how far past the end of the Limit Control Range you can go before the hard limit will apply. A typical value for an RPM Limit would be 200 RPM.

TPS Low
Specifies the throttle position below which the Start Cut (TP Low) cut value applies. Above this throttle position the cut level is determined by a linear gradient
between the Start Cut (TP Low) value and the Start Cut (TP 100) value. A typical value would be 15%.

End Cut
Specifies the percentage cut at the end of the Limit Control Range. A typical value would be 90%.

Start Cut (TPS 100)

Specifies the percentage cut at the start of the Limit Control Range with 100% throttle. A typical value would be 60%.
A TPS(Main) value between 100% and the TPS Low value will result in a cut value that is between Start Cut (TPS Low) &

Start Cut (TPS Low)

Specifies the percentage cut at the start of the Limit Control Range when TPS(Main) is below the TPS Low value. A typical value would be 30%.

Note: If Start Cut (TPS Low) is set above Start Cut (TPS 100) the higher cut value will be used.

Cut Decay Time

Specifies the time it will take to remove the cut in ms, 500ms would be a typical value.

Limit Ignition Trim

Specifies the amount of ignition trim applied when limiting system is active. A typical value would be -5 degrees.

Limit Fuel Trim

Specifies the amount of fuel trim applied when limiting system is active. A typical value would be 0%.
Note: Limit Fuel Trim is only visible when the Limit Mode is set to Ignition %Cut (or Disabled).

Trim Decay Time

Specifies the time it will take to remove the fuel and ignition trim in ms, 500ms would be a typical value.

Application Notes:
When setting up a limit, ideally you want it to be as smooth and as stable as possible. You will be able to tell when a limit is smooth as the percentage cut will stabilize.
Here are tips for setting up a smooth limit:
· For a smooth limit you want the limit to settle within the limit control range.
· An engine will settle into a position within the control range easier with a softer cut gradient.

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· Increase the Limit Control Range for given % cut parameters to decrease the control range gradient.
· Bring the start and end cuts together to decrease the control range gradient.
· If you find when you hit the limit at full throttle, the limit is overshot then settled into, increase the Start Cut (TP 100).

Notes on using Launch Control

Note: The more retard that is added, the more boost that will be generated (to an extent) but the more heat that will be generated. Setting this value incorrectly could
result in engine damage and should only be adjusted by experienced tuners.

Note: A typical value for Launch Ignition Trim is one that gives about 20 degrees ATDC.

Note: A typical value for Ign Trim Activation (TP) is 85%

Note: The following points should be observed when setting up Launch Control:

· Obviously it is better to start with the RPM limit too low for a given vehicle speed and raise it.
· The Launch Ign Trim should be set to 0 for all non-turbo applications or where retard is not required.

Note: The state of the Launch Control system can be verified under the Motorsport tab of the Runtime Values window (F12 key).
G4X and G5 ECU Tuning Functions > Motorsport > Launch Control > Launch Fuel Enrich and Ignition Retard Table
Launch Fuel Enrich and Ignition Retard Table
Launch Fuel Table
This table is provided to inject extra fuel during launch control based on two engine parameters.

Launch Ignition Retard Table

The Launch Retard Table is provided to give you control over retard based on two engine parameters.

A typical application for this would be a high powered drag vehicle.

A typical axis setup for this would be Engine Speed (RPM) vs. Throttle Position (TP(Main)).

Once the car is staged, you may want to wait on the launch limiter and begin spooling the turbo with a small amount of retard. As the tree begins to fall, you will apply
full throttle at which point the ignition retard increases spooling the turbo even further.

The following example table is given for a rev limit set to 7000RPM.

Launch Retard Table

G4X and G5 ECU Tuning Functions > Motorsport > Launch Control > Common Launch Control Adjustments
Common Launch Control Adjustments
The following adjustments apply to all Launch Control modes:

Ign Retard Mode

This specifies the way ignition retard is applied to the current ignition timing value. Options are:

· Degrees - Ignition timing is altered from its normal value by the number of degrees specified in the Launch Ign Trim setting. E.g. If the normal ignition
timing is 12 degrees BTDC, -30 degrees Launch Ign Trim will make the ignition timing 18 degrees ATDC while launch control ignition trim is active.

· Degrees Absolute - Ignition timing is altered to the value specified in the Launch Ign Trim setting. E.g. -35 degrees will make the ignition timing 35 degrees
ATDC while launch control ignition trim is active. When using this ignition mode no decay is applied on leaving launch.

Ignition Retard Adjust Mode

This specifies whether the ignition retard value is a single value, or is a 3D retard table.

Activation Control
This specifies the control channel to arm launch control.

Fuel Trim Table

This activates a 3D fuel trim table, this is useful for injecting extra fuel to keep exhaust gas temperatures down.

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Launch Ign Trim

The amount the ignition is altered when Launch control is active and the . The way this value is applied depends on the Ign Retard Mode.

Ign Trim Activation (TP) - Ignition Trim is applied when the throttle is opened past this value AND the engine speed is greater than the Ignition Trim
Activation (RPM). This setting is only visible when using Single Zone mode.

Ign Trim Activation (RPM) - Ignition Trim is applied when the engine speed (RPM) is greater than this value AND the throttle is open further than the Ignition
Trim Activation (TP). This setting is only visible when using Single Zone mode.

Ign Trim Decay Time - The time it takes for the Ignition Trim to decay to nothing once the activation conditions are no longer met. This setting is only visible
when using Single Zone mode. If using degrees absolute no decay is applied on exit of Launch.

Further more, there are adjustments relating to the limiting system used by launch control.

Link G4X and G5 ECUs use a progressive limiting system. The limiting systems progressively cuts fuel and/or ignition over a specified limiting control range. Throttle
position is also taken into consideration to provide more aggressive limiting at high throttle positions.

Limit Mode
The limit mode is used to turn the system on and off. When turning the system on, there are four available limit methods.
· OFF - Limiting is turned off.
· Ignition %Cut - An ignition only progressive cut.
· Fuel %Cut - A fuel only progressive cut.
· Disabled - This mode disables the limiting but leaves the Limit Table allocated so the limit can be turned off without losing the information stored in the table.

Note: In a setup using Group Injection it is recommended for smooth limiting that ignition cutting is used. A hard fuel cut can be applied if required.

· Advanced Limiting Mode

Some limiting settings are only available in advanced [Link] advanced mode is turned off, advanced settings are forced to default values.

The diagram below demonstrates limiting operation. The vertical axis shows the percentage cut where 0% (bottom) is no limiting and 100% (top) is full limiting.
The bottom right axis is the value being limited. The bottom left axis is throttle position. When the value being limited is within the limit control range (denoted by
the sloped red area) the amount of cut will depend on throttle position. If the value being limited exceeds the end of the limit control range, then a hard limit can be
applied (green area).

It is highly recommended to print this diagram and write your settings on it to better gain an understanding of the limiting system while trying to configure it.

Image shown is of an RPM Limit, MAP or Speed Limits operate the same only with MAP (kPa) or
Speed (kph) instead of RPM.

Warning: Advanced mode limiting settings should only be adjusted by experienced tuners. Make sure you understand EXACTLY what a setting does before
altering it.

Advanced Mode
Enables custom control over the cut percentages and effects. With advanced mode turned to OFF the ECU will force these custom settings to generic numbers.

Hard Limit
This setting selects whether a hard cut will be implemented at the point specified by the Hard Limit Activation. The following options are available:
· OFF - hard cutting is turned off.
· Ign 100% Cut - the hard cut is ignition only.
· Fuel 100% Cut - the hard cut is fuel only.
· Fuel & Ign 100% Cut - the hard cut is both fuel and ignition.

Cut Effect
The cut effect specifies the type of cutting sequence.
· Adaptive - The cutting sequence is randomized to avoid the same cylinder being cut too many times consecutively (Typical Setting)
· Constant - The cutting sequence is fixed for a particular percentage cut.

Limit Control Range

Specifies the range that the limiting operates over, the Limit control range operates under the specified limit value. For example, with an RPM limit set to 7000
RPM and a control range of 200 RPM the limit would operate between 6800 and 7000 RPM Or with a MAP Limit set to 250kPa and a control range of 10kPa the
limit would operate between 240 and 250kPa. A typical Limit Control Range would be 200 RPM for an RPM Limit or 10kPa for a MAP Limit.

Hard Limit Activation

Specifies how far past the end of the Limit Control Range you can go before the hard limit will apply. A typical value for an RPM Limit would be 200 RPM.

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TPS Low
Specifies the throttle position below which the Start Cut (TP Low) cut value applies. Above this throttle position the cut level is determined by a linear gradient
between the Start Cut (TP Low) value and the Start Cut (TP 100) value. A typical value would be 15%.

End Cut
Specifies the percentage cut at the end of the Limit Control Range. A typical value would be 90%.

Start Cut (TPS 100)

Specifies the percentage cut at the start of the Limit Control Range with 100% throttle. A typical value would be 60%.
A TPS(Main) value between 100% and the TPS Low value will result in a cut value that is between Start Cut (TPS Low) &

Start Cut (TPS Low)

Specifies the percentage cut at the start of the Limit Control Range when TPS(Main) is below the TPS Low value. A typical value would be 30%.

Note: If Start Cut (TPS Low) is set above Start Cut (TPS 100) the higher cut value will be used.

Cut Decay Time

Specifies the time it will take to remove the cut in ms, 500ms would be a typical value.

Limit Ignition Trim

Specifies the amount of ignition trim applied when limiting system is active. A typical value would be -5 degrees.

Limit Fuel Trim

Specifies the amount of fuel trim applied when limiting system is active. A typical value would be 0%.
Note: Limit Fuel Trim is only visible when the Limit Mode is set to Ignition %Cut (or Disabled).

Trim Decay Time

Specifies the time it will take to remove the fuel and ignition trim in ms, 500ms would be a typical value.

Application Notes:
When setting up a limit, ideally you want it to be as smooth and as stable as possible. You will be able to tell when a limit is smooth as the percentage cut will stabilize.
Here are tips for setting up a smooth limit:
· For a smooth limit you want the limit to settle within the limit control range.
· An engine will settle into a position within the control range easier with a softer cut gradient.
· Increase the Limit Control Range for given % cut parameters to decrease the control range gradient.
· Bring the start and end cuts together to decrease the control range gradient.
· If you find when you hit the limit at full throttle, the limit is overshot then settled into, increase the Start Cut (TP 100).

Notes on using Launch Control

Note: The more retard that is added, the more boost that will be generated (to an extent) but the more heat that will be generated. Setting this value incorrectly could
result in engine damage and should only be adjusted by experienced tuners.

Note: A typical value for Launch Ignition Trim is one that gives about 20 degrees ATDC.

Note: A typical value for Ign Trim Activation (TP) is 85%

Note: The following points should be observed when setting up Launch Control:

· Obviously it is better to start with the RPM limit too low for a given vehicle speed and raise it.
· The Launch Ign Trim should be set to 0 for all non-turbo applications or where retard is not required.

Note: The state of the Launch Control system can be verified under the Motorsport tab of the Runtime Values window (F12 key).
G4X and G5 ECU Tuning Functions > Motorsport > Gear Shift Control
Gear Shift Control
Note: Refer HERE for a detailed explanation of Gear Shift Control settings (or click on a setting listed below).
Note: Examples of using Gear Shift Control are given HERE.

Gear Shift Control provides engine output torque control to assist with gear shifting. Gear Shift Controls primary function is to disengage the current gear using a rapid
cut, blip or both and then either increase or reduce engine torque to assist in rev matching the engine to the gearbox for the new gear.

Gear Shift Control offers full configurability allowing it to be used in applications from a simple clutch switch based up shift cut right through to full closed loop control for
clutch-less shifting of sequential dog gear boxes.
Gear Shift Control also offers a complete and comprehensive Paddle Shift Control function with built in Actuator Control, miss-shift detection, shift retries and stacked
downshifts.

Gear Shift Control has provision for:

· Clutch switch based WOT up shifting,
· Determination of different shift types - Driven up shift, Overrun down shift, Driven down shift, Overrun up shift.
· Full set of adjustments for each gear and each shift type.
· Softened torque introduction for power shifts.
· Digital input, strain gauge and analog gear position sensor determination of requested gear shift.
· Closed Loop limiting of engine speed to target a particular engine speed for smooth engagement of the next gear.
· Closed loop shifting started from gear lever force or analog position sensor and ended by next gear engagement.
· Lockouts for RPM, speed, throttle position and trying to shift past the end of gear range.
· Reactivation lockout to prevent repeated shifts.
· Maximum down shift RPM to prevent over rev.
· Throttle blipping for down shifting using electronic throttle or an actuator. Blip for entire cut or blip end prediction to prevent overrun.
· Complete Paddle Shift control including controlling the compressor, actuators, stacked downshifts, shift retries and special conditions for shifting into/out of
Neutral and Reverse.

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Gear Shift Control can be used with or without gear detection. To use closed loop gear shift control or to have per gear settings for shifts then gear detection must be
set up. This is done under Chassis and Body -> Gear Detection. If no gear detection is used then the 0 cell is used in all tables. To fully benefit from Gear Shift Control
it is recommended that gear position and gear ratios are correctly configured.

Operation
The basic operation (and settings) of Gear Shift Control apply to the various stages of the shift process as shown in the following sections.

1 - Shift Request
The conditions that determine if a shift is being requested.
· Start Shift Mode:
· Digital Input - A shift request is started when either the Up Shift Digital Input or Down Shift Digital Input becomes active.
· Gear Lever Force (Seq) - A shift request is started when the Gear Lever Force is above the Upshift Force value or below the Downshift Force value.
· Gear Lever Force (H) - A shift request is started when the absolute of the Gear Lever Force is above the Shift Force value.
· Gear Barrel Position - A shift request is started when the Gear Detection analog voltage input moves further than the Start Shift Voltage Threshold from the
current Gear's specified voltage.
· Digital Paddle Shift - A shift request is started when either the Up Shift Digital Input or Down Shift Digital Input becomes active.
· Start Shift Validation Time - The shift request conditions above must be present for this long before it is considered a shift request and goes on to the next step.

2 - Shift Lockouts
The lockouts are used to prevent requested shifts from happening when conditions are unsuitable

Non Paddle Start Shift Modes:

· RPM Low Lockout - Gear shift control will not operate below this Engine Speed.
· Speed Lockout - Gear shift control will not operate below this Driving Wheel Speed.
· User Lockout - Gear shift control will not operate while this input is active.
· Up Shifts:
· UpShift TPS/APS Low Lockout - Gear shift control up shifts will not operate while the APS/TPS (source is user selectable) is below this value.
· End of Gears Lockout - Gear shift control up shifts will not operate while in top gear (as defined by the Number of Gears setting) when this setting is on.
· Down Shifts:
· RPM High Lockout - Gear shift control down shifts can only occur when the Engine Speed is less than or equal to the Maximum Down Shift RPM Lockout
value for the current gear.
· End of Gears Lockout - Gear shift control down shifts will not operate while in first gear when this setting is on.

Digital Paddle Shift Start Shift Mode:

· Compressor Pressure Lockout - Gear shift control will not operate if the Compressor Pressure is less than this value.
· User Lockout - Gear shift control will not operate while this input is active.
· Up Shifts:
· End of Gears - Gear shift control up shifts will not operate while in top gear (as defined by the Number of Gears setting).

· First Gear Clutch Lockout - If shifting up from Neutral and the First Gear Use Clutch Lockout setting is Enabled then the clutch input must be active for gear
shift control to operate.
· First Gear Paddle Hold Time - If shifting up from Neutral then the Up Shift Digital Input must be active for this long on top of the Start Shift Validation Time for
gear shift control to operate.

· Neutral Clutch Lockout - If shifting up from Reverse and the Neutral Use Clutch Lockout setting is Enabled then the clutch input must be active for gear shift
control to operate.
· Neutral Speed Lockout - If shifting up from Reverse and the Neutral Use Speed Lockout setting is On then the Driving Wheel Speed must be less than or
equal to the Neutral Speed lockout setting value for gear shift control to operate.
· Neutral Paddle Hold Time - If shifting up from Reverse then the Up Shift Digital Input must be active for this long on top of the Start Shift Validation Time for
gear shift control to operate.
· Neutral User Defined Lockout - If shifting up from Reverse and a Neutral User Defined Lockout input has been set then that input must be active for gear
shift control to operate.

· RPM Low Lockout - If not shifting up from Reverse or Neutral the Engine Speed needs to be above this value for gear shift control to operate.
· UpShift TPS/APS Low Lockout - If not shifting up from Reverse or Neutral the APS/TPS (source is user selectable) needs to greater than or equal to this
value for gear shift control to operate.
· Down Shifts:
· End of Gears - Gear shift control down shifts will not operate while in reverse gear.

· Reverse Clutch Lockout - If shifting down from Neutral and the Reverse Use Clutch Lockout setting is Enabled then the clutch input must be active for gear
shift control to operate.
· Reverse Speed Lockout - If shifting down from Neutral and the Reverse Use Speed Lockout setting is On then the Driving Wheel Speed must be 0kph for
gear shift control to operate.
· Reverse Paddle Hold Time - If shifting down from Neutral then the Down Shift Digital must be active for this long on top of the Start Shift Validation Time for
gear shift control to operate.
· Reverse User Defined Lockout - If shifting down from Neutral and a Reverse User Defined Lockout input has been set then that input must be active for gear
shift control to operate.

· Neutral Clutch Lockout - If shifting down from First and the Neutral Use Clutch Lockout setting is Enabled then the clutch input must be active for gear shift
control to operate.
· Neutral Speed Lockout - If shifting down from First and the Neutral Use Speed Lockout setting is On then the Driving Wheel Speed must be less than or
equal to the Neutral Speed lockout setting value for gear shift control to operate.
· Neutral Paddle Hold Time - If shifting down from First then the Down Shift Digital must be active for this long on top of the Start Shift Validation Time for gear
shift control to operate.
· Neutral User Defined Lockout - If shifting down from First and a Neutral User Defined Lockout input has been set then that input must be active for gear shift
control to operate.

· RPM High Lockout - If not shifting down from First or Neutral the Engine Speed needs to be less than or equal to the Maximum Down Shift RPM Lockout
value for the current gear for gear shift control to operate.
· DownShift TPS/APS High Lockout - If not shifting down from First or Neutral the APS/TPS (source is user selectable) needs to less than or equal to this
value for gear shift control to operate.

3 - Shift Type
If none of the lockout conditions are met then the shift type is determined.

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If the Start Shift Mode is Digital Input with only an Up Shift Digital Input set (no Down Shift Digital set) or is Gear Lever Force (H) then it differentiates between an Up
shifts and Down shifts using the Drive/Overrun settings and assumes that driven shifts are up shifts and overrun shifts are down shifts.
· Standard Shifts:
· Driven Up Shift - Shift Request was Up (or not specified) and APS/TPS (source is user selectable) is greater than or equal to the Drive/Overrun TPS/APS
value.
· Driven Down Shift - Shift Request was Down and APS/TPS (source is user selectable) is greater than or equal to the Drive/Overrun TPS/APS value.
· Overrun Up Shift - Shift Request was Up and APS/TPS (source is user selectable) is less than the Drive/Overrun TPS/APS value.
· Overrun Down Shift - Shift Request was Down (or not specified) and APS/TPS (source is user selectable) is less than the Drive/Overrun TPS/APS value.
· Paddle Shifts:
· Neutral Up Shift - Shift Request was Up and current gear is Neutral.
· Reverse Up Shift - Shift Request was Up and current gear is Reverse.
· Paddle Up Shift - Shift Request was Up and current gear is not Reverse or Neutral.
· Neutral Down Shift - Shift Request was Down and current gear is Neutral.
· First Down Shift - Shift Request was Down and current gear is First.
· Paddle Down Shift - Shift Request was Down and current gear is not First or Neutral.

4 - Shift Steps
The conditions present during the shift.

Standard Shifts:
· Driven Up Shift:
· Dog Unload - Lasts for the time specified in the Dog Unload Duration table (using current gear cell). Applies cuts, ignition trim and fuel trim. The cut type is
specified by Cut Mode, cut severity is specified by the Dog Unload Cut Severity table (using current gear cell). Ignition trim value is specified by the Dog
Unload Ignition Trim table (using current gear cell) and Fuel trim value is specified by the Dog Unload Fuel Trim table (using current gear cell).
· Main Shift - If the Shaft Speed Matching Limiter is ON then cuts are applied as per the RPM Match Limit table, otherwise cuts are applied using the Main
Shift Cut table (using current gear cell). The cut type is specified by the Cut Mode setting. Ignition and Fuel trim values are applied as specified in the Main
Shift Ignition Trim and Main Shift Fuel Trim tables (using current gear cell). The end of this stage step depends on the End Shift Mode setting, if it is set to
'Time' this step runs for the time specified in the Main Shift Duration table (using current gear cell), if it is set to Digital then this stage ends when the shift
request input that started the shift becomes inactive and if it is set to Gear Barrel Position then this step lasts at least as long as the value in the Main Shift
Min Duration table (using current gear cell) and lasts no longer than the value in the Main Shift Max Duration table (using current gear cell) and within those
two time constraints it will end when the Gear Barrel input voltage is within the next gear's voltage +/- the value in the Next Gear Reached Voltage Margin
table (using the next gear's cell).
· Torque Reintroduction - The Torque Reintroduction step linearly removes the cuts, fuel trims and ignition trims over the time specified in the Torque
Reintroduction Duration table (using current gear cell).
· Driven Down Shift:
· Blip and Unload - Initially operates the same as the Dog Unload stage as specified in Driven Up Shift with the addition of performing a blip at the same time
(see Overrun Up Shift Blip step for an explanation of blip operation). The blip continues after the Dog Unload Duration has passed with the Fuel and Ignition
trims being removed and the cut either removed or if Shaft Speed Matching Limiter is ON it applies the cut specified in the RPM Match Limit table. This post
Dog Unload Blip operates and Ends the same way as the Overrun Down Shift Blip step.
· Limiter Hold - This step is only entered if the Shaft Speed Matching Limiter is ON, otherwise it goes straight to the next step (Torque Reintroduction). This
step applies the Shaft Speed Matching Limiter cuts as per the RPM Match Limit table and the Cut Mode for the Limiter Hold Duration.
· Torque Reintroduction - Operates the same as specified in the Driven Up Shift Torque Reintroduction section above.
· Overrun Up Shift:
· Blip - The blip is active for up to the time set in the Blip Duration table (the blip will be ended when the duration time has passed regardless of End Shift
Mode but different modes can end it earlier). If Blip Output is E-Throttle it uses the Blip E-Throttle Target table, if set to Idle Controller it uses the Blip Idle
Target table or if it is set to Solenoid then it is just set to active. If End Shift Mode is set to Time the blip ends based on the Blip Duration table, if set to Digital
Input it ends when the shift request input that started the shift becomes inactive and if set to Gear Barrel Position it ends when the Gear Barrel input voltage
is within the next gear's voltage +/- the value in the Next Gear Reached Voltage Margin table (using the next gear cell).
· Main Shift - Operates the same as specified in the Driven Up Shift Main Shift section above.
· Torque Reintroduction - Operates the same as specified in the Driven Up Shift Torque Reintroduction section above.
· Overrun Down Shift:
· Blip - The blip is active for up to the time set in the Blip Duration table (the blip will be ended when the duration time has passed regardless of End Shift
Mode but different modes can end it earlier). Unlike Overrun Up Shift Blip if the Shaft Speed Matching Limiter is ON RPM Target Limit cuts are applied over
the duration of this step. If Blip Output is E-Throttle it uses the Blip E-Throttle Target, if set to Idle Controller it uses the Blip Idle Target or if it is set to
Solenoid then it is just set to active. If End Shift Mode is set to Time the blip ends based on the Blip Duration table, if set to Digital Input it ends when the shift
request input that started the shift becomes inactive and if set to Gear Barrel Position it ends when the Gear Barrel input voltage is within the next gear's
voltage +/- the value in the Next Gear Reached Voltage Margin table (using the next gear cell).
· Limiter Hold - This step is only entered if the Shaft Speed Matching Limiter is ON, otherwise it goes straight to the next step (Torque Reintroduction). This
step applies the Shaft Speed Matching Limiter cuts as per the RPM Match Limit table and the Cut Mode for the Limiter Hold Duration.
· Torque Reintroduction - Operates the same as specified in the Driven Up Shift Torque Reintroduction section above.

Paddle Shifts:
· Neutral Up Shift & Reverse Up Shift:
· Main Shift - The appropriate Shift Actuator is turned on, if half shifting is turned on then the Actuator Duty Cycle is increased each loop at the specified rate.
When the next gear is reached based on the Gear Barrel Position sensor or the Up Shift miss-shift timeout time has passed the Actuator Hold Step is
started. If the Main Shift ends because of the miss-shift timeout the MisShift Up Counter is incremented.
· Actuator Hold - If not half shifting the Actuator is held on for the Actuator Hold Time before being turned off and finishing the shift, if half shift is on the
actuator is turned off immediately and the shift is finished.
· Paddle Up Shift:
The Up Shift Actuator Output is turned on after the Actuator Delay has finished, this is done in parallel with the various shift stages.
· Dog Unload Delay - This is a fixed delay of the length of time specified in the Dog Unload Cut Delay, no trims or cuts applied for this time after the shift starts.
· Dog Unload - Lasts for the time specified in the Dog Unload Duration table (using current gear cell). Applies cuts, ignition trim and fuel trim. The cut type is
specified by Cut Mode, cut severity is specified by the Dog Unload Cut Severity table (using current gear cell). Ignition trim value is specified by the Dog
Unload Ignition Trim table (using current gear cell) and Fuel trim value is specified by the Dog Unload Fuel Trim table (using current gear cell).
· Open Loop Main - This stage is used if the Gear Barrel input is in fault. Applies cuts of the amount specified in the Main Shift Cut table (using current gear
cell) and of the cut type specified by the Cut Mode setting. Ignition and Fuel trim values are applied as specified in the Main Shift Ignition Trim and Main Shift
Fuel Trim tables (using current gear cell). This stage ends when the time specified in the Main Shift Duration table (using current gear cell) has passed.
· Closed Loop Main - This stage is used if the Gear Barrel input is not in fault. This stage has Ignition and Fuel trim values applied as specified in the Main
Shift Ignition Trim and Main Shift Fuel Trim tables (using current gear cell) and cuts applied as per the Main Shift Cut table (using current gear cell) if Shaft
Speed Matching Limiter is Off or applied as per the RPM Match Limit table if Shaft Speed Matching Limiter is On. This stage ends when either the next gear
is reached (when the Gear Barrel input voltage is within the next gear's voltage +/- the value in the Next Gear Reached Voltage Margin table (using the next
gear's cell)) or when the miss-shift timeout is reached. In the event this stage is ended by the miss-shift timeout if there are shift retries left it will go to Retry
Wait stage for another attempt or if there are no retries left it will go to Torque Reintroduction and in both cases the MisShift Up Counter is incremented. If
this stage is ended by the next gear being reached the next stage is Torque Reintroduction.

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· Torque Reintroduction - The Torque Reintroduction step linearly removes the cuts, fuel trims and ignition trims over the time specified in the Torque
Reintroduction Duration table (using current gear cell).
· Retry Wait - Turns off all trims and cuts and waits the specified Mis-Shift wait time before starting the shift again at the Dog Unload Delay stage.
· Neutral Down Shift & First Down Shift:
· Main Shift - The appropriate Shift Actuator is turned on, if half shifting is turned on then the Actuator Duty Cycle is increased each loop at the specified rate.
When the next gear is reached based on the Gear Barrel Position sensor or the Down Shift miss-shift timeout time has passed the Actuator Hold Step is
started. If the Main Shift ends because of the mis-shift timeout the MisShift Down Counter is incremented.
· Actuator Hold - The Actuator is held on for the Actuator Hold Time before being turned off and finishing the shift (If half shifting is turned on the Duty Cycle
applied is the same as it was when the Main Shift step ended).
· Paddle Down Shift:
If it is a Driven Down Shift a Dog Unload is performed in parallel with the Blip and uses fixed cut and trims like all other Dog Unload stages.
· Blip - Applies a Blip as per the Blip E-Throttle Target or Blip Idle Target for up to the time specified by the Blip Max Duration table and can end earlier than
the this max duration depending on the Blip End Mode.
· Limiter Hold - This stage is only used in Overrun shifts (based on Drive/Overrun TPS/APS & Drive/Overrun Source) and when the Shaft Speed Matching
Limiter is On. This stage consists of applying cuts as per the RPM Match Limit table for the time specified by the Limiter Hold Duration table.
· Torque Reintroduction - The Torque Reintroduction step linearly removes the cuts, fuel trims and ignition trims over the time specified in the Torque
Reintroduction Duration table (using current gear cell).
· Retry Wait - If the Blip stage ends due to the miss-shift timeout and there are shift retries left it moves to this state where it stays for the Mis-Shift wait time
before starting another shift attempt at the Blip stage.

5 - Post Shift
After the shift has finished (At the end of the Torque Reintroduction stage) the Re-activation Timeout is started. Gear Shift Control will start accepting new shift requests
once this timeout has finished and whatever input that started the shift is no longer indicating a shift request. This is done so that there is no chance of accidentally
triggering multiple shifts from the same request and so that the engine has a chance to settle before the next shift.
Stacked Paddle Down shifts are the one exception to this as they can be requested during Paddle Down Shifts and during the Re-activation Timeout but the timeout
will still wait for the downshift request to finish before exiting timeout. If Start Shift Mode is set to Digital Paddle Shift and there are Stacked Down Shifts present after
the Re-activation Timeout it will automatically start checking lockouts and if no lockouts are hit it will start another down shift. Stacked shifts are cleared immediately on
hitting certain lockouts or after a set amount of time if sitting on other lockouts to prevent unexpected or undesired downshifts.

Runtime Statuses and values can be found here.

G4X and G5 ECU Tuning Functions > Motorsport > Gear Shift Control > Gear Shift Control Settings
Gear Shift Control Settings
Note: Refer HERE for a general overview of Gear Shift Control.
Note: Examples of using Gear Shift Control are given HERE.

Start Shift Mode

Determines how the driver requests a gear shift.

· OFF - Gear Shift Control is disabled.

· Digital Input - One or two digital inputs are used to indicate the driver is requesting to shift gears. This mode should be used if the gear lever is fitted with an up
and down shift micro switch OR when using a clutch switch.
· Gear Lever Force (Seq) - A strain gauge is fitted to the gear lever on a sequential box and can determine up and down shifts. Sequential gear boxes only.
· Gear Lever Force (H) - A strain gauge is fitted to the gear lever on an H pattern gear shifter. In this mode up shifts and down shifts can not be directly detected
due to H pattern. Up shifts and down shifts are determined using gear lever force and Throttle Position.
· Gear Barrel Position - An analog sensor is fitted to determine gear position (Input is selected using the Gear Detection Source Setting). A gear shift request is
determined by the sensors voltage change when force is applied to the lever. Sequential gear boxes only.
· Digital Paddle Shift - Two digital inputs are used to indicate the driver is requesting to shift gears and then the ECU applies force to the shifter via an actuator to
cause a gearshift. Sequential gear boxes only.

This setting works in combination with End Shift Mode to determine the conditions that start and end a shift sequence.

End Shift Mode

This setting is only available when Start Shift Mode is set to Digital Input, Gear Lever Force (Seq), Gear Lever Force (H), Gear Barrel Position (Not available when set
to Digital Paddle Shift – paddle shift effectively always uses Gear Barrel Position).
Controls what conditions are used to determine when certain shift stages end.
· Time - Relevant shift stages will end at a fixed time after it has started.
· Digital Input - Relevant shift stages will end when the digital input that started the shift is no longer active. Use this option to keep the shift active the whole time
the request digital input is active. Use this option for a clutch switch activated shift. Ensure the Start Shift Mode is set to Digital Input when using this End Shift
Mode.
· Gear Barrel Position - Relevant shift stages will end when it is determined that the gearbox has selected the next gear (based on the Gear Barrel input voltage
and the Next Gear reached Voltage Margin table) or the Max Duration time has been reached (it is time bound unlike Digital Input mode), this provides closed
loop shifting.

This setting works in combination with Start Shift Mode to determine the conditions that start and end a shift sequence.

Cut Mode
Engine torque is reduced during driven shifts by one of the following methods (and/or torque can also be reduced using the dog unload and main shift ignition trims).
· Ignition %Cut - Ignition events will be cut to limit engine torque.
· Fuel %Cut - Fuel events will be cut to limit engine torque.

Generally Ignition cuts will give a faster gear shift and torque recovery but some engines may not like regular heavy ignition cuts. Ignition cuts may also cause
backfires which effect exhaust noise level.

Start Shift Voltage Threshold

This setting is only available when Start Shift Mode is set to Gear Barrel Position.
The voltage by which the gear position sensor must vary from its normal in gear voltage before it is decided that the driver is requesting a shift.

Start Shift Validation Time

The conditions required to start a shift must be present for this long before a shift sequence will begin. This effectively provides filtering on the drivers shift request
signal. Depending on the type of sensor used for the drivers shift request, validation time has a slightly different meaning:
· Digital Inputs/Paddle Shift - The shift request digital input (either Up Shift or Down Shift) must be Active for the validation time before a shift sequence will start.

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· Strain Lever - Gear Lever Force must be above Gear Lever Force Upshift Force or below Gear Lever Force Downshift Force for the validation time before a shift
sequence will begin.
· Gear Position Sensor - The gear position sensor voltage must be above the normal voltage for the current gear plus the Start Shift Voltage Threshold for the
validation time to start an up shift OR gear position sensor voltage must be below the normal voltage for the current gear minus the Start Shift Voltage Threshold
for the validation time to start a down shift.

If too short you may trigger an unintentional gear shift request due to a bumpy track or the driver bumping a paddle, if too long there will be a noticeable pause between
requesting the shift and the expected action.
Typical value 5-20 ms.

Upshift TPS/APS Low Lockout & Upshift TPS/APS Low Lockout Source
Gear Shift Control will not begin an UpShift sequence unless TPS/APS (which one it looks at is defined by the Upshift TPS/APS Low Lockout Source setting) is above
this value. The Upshift TPS/APS Low Lockout setting has no effect if the value is set to 0%. Gear Shift Status will display TPS Low Lockout when this lockout is active.
This is typically used to prevent a cut during non-racing conditions where the torque reversal effect will be low.

Typical settings:
TPS/APS low lockout: ~20%.
TPS/APS source: TPS for either cable or electronic throttles.

DownShift TPS/APS High Lockout & DownShift TPS/APS High Lockout Source
This setting is only available when Start Shift Mode is set to Digital Paddle Shift.
Gear Shift Control will not begin a DownShift sequence unless TPS/APS (which one it looks at is defined by the DownShift TPS/APS High Lockout Source setting) is
below this value. The Downshift TPS/APS High Lockout setting has no effect if the value is set to 0%. Gear Shift Status will display TPS High Lockout when this lockout
is active.

Typical settings:
TPS/APS high lockout: ~20%
TPS/APS source: TPS in most cases, APS if antilag is in use.

Drive/Overrun TPS/APS & Drive/Overrun Source

Used in combination with the drivers request to start a shift to determine the type of shift or how the shift operates. If Throttle Position (Or Accelerator Position, as
defined by the Drive/Overrun Source setting) is greater than or equal to this value then it is determined that the shift is being made under power (driven), otherwise it is
determined that the shift is being made during overrun.

If Start Shift Mode is set to Gear Lever Force (Seq), Gear Barrel Position or Digital Input with both the Up Shift and Down Shift Digital Inputs setup:
Possible shift types are:
· Driven Up Shift - Changing up gears under power.
· Overrun Up Shift - Changing up gears during overrun.
· Driven Down Shift - Changing down gears under power.
· Overrun Down Shift - Changing down gears during overrun.

If Start Shift Mode is set to Gear Lever Force (H) or Digital Input with only the Up Shift Digital Input setup:
Possible shift types are:
· Driven Up Shift - Shift requested and shift is Driven.
· Overrun Down Shift - Shift requested and is Overrun.

If Start Shift Mode is set to Digital Paddle Shift:

For Digital Paddle Shifts the Driven/Overrun determination is only used in Paddle Down Shifts to decide whether or not the Dog Unload should be performed and if
the Limiter Hold stage should be used.

RPM Low Lockout

Gear Shift Control will not begin a shift sequence unless Engine Speed is above this value. This setting can be set to 0 to disable RPM lockout. Gear Shift Status will
display RPM Low Lockout when this lockout is active.
Can be used to prevent shift cuts and blips when driving such as in the pits.

Speed Lockout
This setting is only available when Start Shift Mode is set to Digital Input, Gear Lever Force (Seq), Gear Lever Force (H) or Gear Barrel Position (Not Digital Paddle
Shift).
Gear Shift Control will not begin a shift sequence unless Driven Wheel Speed is above this value. This setting can be set to 0 to disable speed lockout. Gear Shift
Status will display Speed Lockout when this lockout is active.
Can be used to prevent shift cuts and blips when driving such as in the pits.

End of Gears Lockout

Prevents a gear shift sequence occurring if the driver is trying to up shift from top gear or down shift from first gear. For the end of gears lockout to function correctly
Gear Detection has to be setup correctly to detect current gear and have the correct Number of Gears specified. If the Start Shift Mode is set to Gear Lever Force (H)
or is set Digital Input but only the Up Shift Digital Input ahs been specified the direction of the shift (up or down) will be determined by the Drive/Overrun TPS/APS
settings. Options are:

· OFF - End of gears lockout is not used.

· ON - Shift sequence will be prevented from starting if the driver attempts to shift outside the available gear range (i.e. trying to shift up from top gear or down
from First gear).

The number of the highest gear is set in the Chassis and Body -> Gear Detection -> Number of Gears setting.

Gear Shift Status will display End Of Gears when this lockout is active.

User Defined Lockout

Allows the user to select an externally activated lockout, if the DI/Aux etc selected is active then Gearshift Control is disabled. Gear Shift Status will display User
Defined Lockout when this lockout is active.
This can be used to manually turn gear shift control off (for instance rally cars on touring stage or in case a gear pot fails during a race) and can also be used in cases
where an extra lockout like a clutch pedal switch is needed.

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RPM Target Calculation & RPM Target Adjust Tables

Used to control whether or not gear shift control targets a particular engine speed while shifting and if so how it calculates that target. The Gear Ratio Table has to be
setup correctly for RPM Target values to be accurate.
Options are:
· OFF - Target Engine Speed for the next gear is not calculated.
· Gear Ratio Only - Target Engine Speed for the next gear is calculated using the Gear Ratio Table. This calculation based on Engine Speed, current gear,
direction of shift and then looking at the difference between the current and next gear ratio.
· Gear Ratio & Speed - Target Engine Speed for the next gear is calculated using the Gear Ratio Table like in the Gear Ratio Only mode but with Driving Wheel
Speed being taken into account too so if wheel speed changes across the shift then the target rpm will change to take into account the new wheel speed.
Warning – be aware when using “Gear Ratio & Speed” mode if the wheels/axle are under no load (such as testing on jackstands) this can result in the Blip RPM
target being increased very high due to the wheel speed increasing during the shift.

Suggested setting: If vehicle has a driving wheel speed sensor use Gear Ratio and Speed mode, if there is no speed sensor fitted then use Gear Ratio Only.

When RPM Target Calculation is not Off RPM Target Adjust tables are provided for each normal shift type (Driven Up Shift, Overrun Up Shift, Driven Down Shift and
Overrun Down Shift) and for Paddle Up and Down Shifts as a means to slightly alter the GearShift RPM Target value.
The value applied is from the current gear cell of (the gear being shifted out of) and is applied as a percentage multiplier.
The maths used is as follows:
RPM Target = Shift Start RPM + ((Calculated target RPM - Shift Start RPM) * RPM Target Adjust Multiplier)

Where the Calculated target RPM is what the target is before the multiplier (purely based on gear ratio or gear ratio and speed).
This means that with a shift start RPM of 4000 and a calculated target RPM of 3000RPM:
· An RPM Target Adjust value of 50% will result in an RPM Target of 3500.
4000 + ((3000 - 4000) * 50%) = 3500RPM
· Or an RPM Target Adjust value of 150% will result in an RPM Target of 2500.
4000 + ((3000 - 4000) * 150%) = 2500RPM

Suggested starting values:

For the upshift RPM target adjust table/s set to slightly higher than 100% (say 105%), this will mean when the next gear is engaged the engine RPM will be slightly
above the target so there will still be a significant percentage cut active to allow the torque re-introduction to ramp out that cut smoothly.
For the downshift RPM target adjust table/s set it to slightly lower than 100% (say 95%), this will mean when the next gear is engaged the RPM will be slightly above
the target so there will still be adequate cut percentage being applied to allow the limiter hold and torque reintroduction to work correctly.

Shaft Speed Matching Limiter

This setting is only available when RPM Target Calculation is not Off.
The Shaft Speed Matching Limiter feature is used to try and match the Engine Speed to what the gearbox output shaft speed will be when the shift has finished (in the
next gear). When done properly this will result in smooth and consistently fast shifts as well as reduced wear on the dogs.
· OFF - Use fixed cuts.
· ON - Use a limiter that constantly adapts to try and make the engine speed match the target engine speed (Cut amount is defined in the RPM Match Limit Table,
cut varies with how far the current Engine Speed is from the Target Engine Speed).

Note: This setting affects the visibility of some tables in most shift types and the operation of those shift types.

Suggested Setting: In most cases ON will give a better shift with less tuning required

Blip Output
Used to select what kind of output is used for providing a blip during a shift.
· None - No blip is applied by the ECU.
· E-Throttle - The blip is done by setting the E-Throttle target position, a Blip E-Throttle Target table is supplied for each shift type that uses a blip.
· Solenoid - The blip is done by a dedicated solenoid that is simply turned on when a blip is required and off when it isn't required. The Blip Solenoid setting is
used to select which output the blip solenoid is wired to.
· Idle Controller - The blip is done by setting the Idle Controller position, a Blip Idle Target table is supplied for each shift type that uses a blip.

Blip End Mode

Blip End Mode has different options depending on Start Shift Mode and is only visible when Blip Output is not None.

If Start Shift Mode is set to Digital Input, Gear Lever Force (Seq), Gear Lever Force (H), Gear Barrel Position (Not set to Digital Paddle Shift):
Blip End Mode:
· Normal - Blip turned off when stage ends (next gear reached or duration timed out).
· RPM Target - Blip turned off when Engine Speed greater than target rpm, stage ends when next gear reached or duration timed out. RPM Target Calculation
must not be Off.
· Predictive - Blip turned off when Engine Speed greater than (RPM Target - (Engine Speed ROC * Blip Response Time(current gear) * 0.01)), stage ends when
next gear reached or duration timed out. RPM Target Calculation must not be Off.
If RPM Target Calculation is Off the Normal End Mode is used.

If Start Shift Mode is set to Digital Paddle Shift:

Blip End Mode is used in Paddle Down Shift.
· Gear Barrel Position - Blip turned off when next gear reached or Engine Speed greater than target rpm. Gear Barrel input must not be in fault for this. If RPM
Target Calculation is Off then only next gear reached is checked.
· Time - Blip turned off when stage ends (next gear reached and duration reached)

Suggested setting: RPM Target for manual shift, Gear Barrel Position for paddle shift.

Blip Response Time

Only used when Start Shift Mode is set to Digital Input, Gear Lever Force (Seq), Gear Lever Force (H), Gear Barrel Position (Not set to Digital Paddle Shift) and Blip
End Mode is set to Predictive.
This table is used to specify throttle response time so that the ECU knows how long after the Blip is turned off that it will actually be removed (e.g. how long it takes the
E-Throttle to close and the engine to consume the air that is already in the manifold) so that the RPM Target isn't overshot. Typical value is 40-80 ms.

Re-activation Timeout

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The delay before the next shift can be started. This delay begins from the end of the torque introduction. This prevents accidental repeated shifts or can be used to
ensure there is a minimum amount of time between shifts.
If a shift request input is active when this Re-activation time has finished this shift state remains on until the shift request stops, this prevents starting a new shift
immediately after the previous when the request hasn't been released.
Gear Shift Status will display Re-Activation Timeout while this timer is active.

Maximum Down Shift RPM

Prevents a down shift from starting if the current engine speed is above this value for the current gear. This is to prevent over-rev when down shifting by delaying a
down shift until it can be safely achieved. The value used for this setting applies to the gear being shifted out of. Eg if the 3rd gear RPM is 5000, a down shift out of
third gear will be prevented until RPM falls below 5000. Enter a high value in this table to prevent it from being used if required. For the maximum down shift RPM to
function correctly, a driver request input that can detect up shift and down shift is required (ie bidirectional strain lever, two digital inputs or gear position sensor)

Gear Shift Status will display RPM High Lockout while a down shift is being prevented.

RPM Match Limit Table

This table is only available when the Shaft Speed Matching Limiter is On.
This table is used to configure how much cut the Shaft Speed Matching Limiter applies at different RPM Target Error values.

Typical starting point:

In this example if the Engine RPM was 200RPM above the Gear shift RPM target, a 60% cut would be applied.

Next Gear reached Voltage Margin table

This table is only available when End Shift Mode is set to Gear Barrel Position or Start Shift Mode is set to Digital Paddle Shift.
This table is used to define how close to the specified voltage of the next gear the Gear Barrel input voltage has to be for it to be considered that the next gear has
been reached.
For example a value of 0.1V in the Second gear cell of the Next Gear reached Voltage Margin table and a voltage value of 1V for First gear and 2V for Second gear
means that it is considered to have reached Second gear when the Gear Barrel input voltage is greater than 1.9V.

Note this differs from the Volt Tolerance (+/-) setting used in the Gear Detection folder as that setting used to determine what the Gear runtime should be and typically
has a higher tolerance whereas the Next Gear reached Voltage Margin value determines when particular shift stages end such as the Main Shift stage in a Driven Up
Shift or the Blip stage in a Paddle Down Shift.

Gear Shift Inputs

These settings are only available when Start Shift Mode is set to Digital Input or Digital Paddle Shift.

Up Shift Digital Input

Selects the Digital Input that is used to indicate the driver has requested an up shift. When using a clutch switch to indicate shift request, set this to the digital input
wired to the clutch switch. When using a gear lever with micro switches, set to the input wired to the up shift micro switch (sequential gear boxes only).

Down Shift Digital Input

Selects the Digital Input that is used to indicate the driver has requested a down shift. When using a clutch switch to indicate shift request, this must be set to OFF.
When using a gear lever with micro switches, set to the input wired to the down shift micro switch (sequential gear boxes only).

Gear Lever Force

These settings are only available when Start Shift Mode is set to Gear Lever Force (Seq) or Gear Lever Force (H).

Source
This setting is only available when Start Shift Mode is set to Gear Lever Force (Seq) or Gear Lever Force (H).
Selects which Analog Input is being used for the Gear Lever Force measurement.

Offset
This setting is only available when Start Shift Mode is set to Gear Lever Force (Seq) or Gear Lever Force (H).
Sets the voltage offset for when the strain gauge gear lever is in its unloaded state. Most signal conditioned strain gauge gear levers have an unloaded output of
approx 2.5 V.

Gradient
This setting is only available when Start Shift Mode is set to Gear Lever Force (Seq) or Gear Lever Force (H).
Sets the scaling from Volts to Newtons force for the strain sensor. Use the Gear Lever Force runtime value to see the real time scaled force applied to the lever.

Note: A negative value will reverse the direction of the force.

Note: that it is not necessary to exactly calibrate the sensor to display actual Newtons force. In fact, with most strain levers this is not possible and will vary depending
on where the lever is pulled. Instead it may be desirable to calibrate the lever to display for example 100 N when the driver is pulling it much harder than normally
required for shifting.

Upshift Force & Downshift Force & Shift Force

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The Upshift and Downshift Force settings only available when Start Shift Mode is set to Gear Lever Force (Seq) and the Shift Force setting is only available when Start
Shift Mode is set to Gear Lever Force (H).
These value determines the amount of force required to indicate that the driver is requesting a shift.

Gear Barrel settings

These settings are the same as the settings found under Gear detection when the Gear detection Mode is set to Analog position Sensor. They are displayed here for
convenience and will be visible regardless of Gear Detection Mode if the Start Shift Mode is set to Digital Paddle Shift or either the Start Shift Mode or the End Shift
Mode is set to Gear Barrel Position.

Gear Ratio Settings

These settings are the same as the settings found under Gear detection when the Gear detection Mode is set to RPM / Speed. They are displayed here for
convenience and will be visible regardless of Gear Detection Mode if the Start Shift Mode is not Off. These Gear ratio values are used by the RPM Target Calculation
for a variety of purposes.
If you have no driving wheel speed sensor connected and want to use RPM target calculation and/or shaft speed matching limiter then set gear detection mode to user
defined and enter the gear ratios directly (as quoted by the gearbox or car manufacturer) with or without final drive included doesn’t matter – the ecu will only be looking
at the relative difference between ratios.

Non Paddle Shift Types and Settings

Note: Paddle Shift repurposes many tables used by Non Paddle Shift modes, Paddle Shift operation is specified here.

Driven Up Shift
A Driven Up Shift consists of a Dog Unload stage, a Main Shift stage and a Torque Reintroduction stage.
The aim of the Dog Unload stage is to perform a heavy cut to allow the dogs to unload and separate as quickly as possible. The aim of the main shift stage is to only
reduce the engine speed enough to get it close to the output shaft speed to allow the next gear to engage without a hard crash. Once the physical shift has completed
the Torque Reintroduction Stage ramps the torque back in smoothly. After the shift has finished the Re-activation Timeout is started.
Gear Shift Status will display Driven Up Shift during the Dog Unload stage and Main Shift stage and will display Torque Introduction during the Torque Reintroduction
stage.

Driven Down Shift

A Driven Down Shift consists of a combination of Dog Unload and Blip stage, a Limiter Hold stage and a Torque Reintroduction stage.
The Dog Unload/Blip stage starts the blip at the same time as it performs a dog unload cut to separate the dogs and when the dog unload cut is removed it performs
the rest of the blip with the operation to bring the rpm up to match the next gear's Engine Speed. The Limiter Hold stage is only used if if the Driven Down Shift Blip
Shaft Speed Calculation is on and it uses limits to prevent the engine speed from going over the correct speed for the next gear ratio (Use of this functionality requires
the Gear Ratio table to be filled out correctly). Once the physical shift has completed the Torque Reintroduction Stage ramps the torque back in smoothly. After the shift
has finished the Re-activation Timeout is started.
Gear Shift Status will display Driven Down Shift during the Dog Unload and Blip stage, Limiter Hold during the Limiter Hold stage and Torque Introduction during the
Torque Reintroduction stage.

Overrun Up Shift
An Overrun Up Shift consists of a Blip stage, a Main Shift stage and a Torque Reintroduction stage.
The Blip stage separates the dogs and then the main shift stage keeps torque reduced over the rest of the shift. Once the physical shift has completed the Torque
Reintroduction Stage ramps the torque back in smoothly. After the shift has finished the Re-activation Timeout is started.
Gear Shift Status will display Overrun Up Shift during the Blip stage and Main Shift stage and will display Torque Introduction during the Torque Reintroduction stage.

Note: Due to the high rate of change in engine RPM required to achieve this type of shift it often doesn’t work well and can be very harsh on the gear dogs. It would be
preferable to use the clutch when this type of shift is required.

Overrun Down Shift

An Overrun Down Shift consists of a Blip stage, a Limiter Hold stage and a Torque Reintroduction stage.
The Blip stage separates the dogs, if Blip Shaft Speed Calculation is on the Limiter Hold stage performs cuts to stop the engine speed going above the correct value for
the next gear, the speed match limiter remains active for the limiter hold duration after the next gear is engaged to prevent the “push on” effect from the blip. Once the
limiter hold duration has expired. The Torque Reintroduction stage ramps the torque back in smoothly. After the shift has finished the Re-activation Timeout is started.
Gear Shift Status will display Overrun Down Shift during the Blip stage, Limiter Hold during the Limiter Hold stage and Torque Introduction during the Torque
Reintroduction stage.

If RPM Target Calculation is not Off all Shift Types include an RPM Target Adjust Table which can be used to alter the RPM Target to improve shifting smoothness
where needed.

Stages:
Dog Unload (Driven Up Shift. Driven Down Shift is similar but more involved)
Applies a fixed cut, fuel trim and ignition trim for a fixed period to disengage the dog gears that are being pushed against each other by engine power.
· Dog Unload Duration - This table is used to specify how long the Dog Unload stage operates for, the cell used is the current gear (the one being shifted out of).
Typically 10-20ms.
· Dog Unload Cut Severity - This table is used to specify how much cut is applied during the Dog Unload stage. Cut Type is specified by the Cut Mode setting.
The cell used is the current gear (the one being shifted out of). Typically quite a heavy cut around 90%.
· Dog Unload Ignition Trim - This table is used to specify how much Ignition trim is applied during the Dog Unload stage. The trim amount is an offset, e.g. a
value of -5 will retard the ignition timing by 5 degrees. The cell used is the current gear (the one being shifted out of).
· Dog Unload Fuel Trim - This table is used to specify how much Fuel trim is applied during the Dog Unload stage. The trim amount is a percentage, e.g. a value
of 5% will increase the fuel being injected by 5%. The cell used is the current gear (the one being shifted out of).

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Blip (Overrun Up Shift & Overrun Down Shift, Driven Down Shift is similar but more involved)
Applies a blip via E-Throttle, Blip Solenoid or Idle Controller to disengage the dog gears that are being pushed together by engine braking so that it can be pulled out of
gear. For down shifts the blip is also used to get the input/output shaft speeds close enough to each other so that the dogs can engage into the next gear without
banging into each other harshly.
The type of Blip Output is set by the Blip Output setting and if it is set to E-Throttle or Idle Controller a table is provided to control how much blip is added.
· Blip E-Throttle Target/Blip Idle Target - Used to specify the E-Throttle or Idle Position target value while the blip is active the cell used is the current gear (the
one being shifted out of).

Stage Time:
How long this stage is active for depends on the End Shift Mode.
If End Shift Mode is set to Time:
· Blip Duration - This shift stage lasts for the time specified in this table, the cell used is the current gear (the one being shifted out of).

If End Shift Mode is set to Digital Input:

· No Blip Duration tables are visible, this stage ends when the Digital input that started the shift is no longer active.

If End Shift Mode is set to Gear Barrel Position:

The shift ends prior to the Blip Duration time if the Gear Barrel input voltage gets within the Next Gear Reached Voltage Margin of the next gear's gear barrel voltage.
· Blip Duration - This shift stage lasts for up to the time specified in this table, the cell used is the current gear (the one being shifted out of).

Stage Trims and Cuts:

No Fuel or Ignition trims are applied during this stage but if Shaft Speed Matching Limiter is On the speed matching limiter will be active for the entirety of this stage.

Dog Unload and Blip (Driven Down Shift only)

Applies a fixed cut, fuel trim and ignition trim for a fixed period while simultaneously applying a Blip which continues after the Dog Unload portion has finished
(Maximum shift time is Dog Unload Duration + Blip Duration). The cut is done to disengage the dog gears so that it can be pulled out of gear and the blip is performed
to try and match the engine and gearbox speeds for the new gear.

Dog Unload Duration, Dog Unload Cut Severity, Dog Unload Ignition Trim & Dog Unload Fuel Trim all operate the same as in the Dog Unload stage. Once the Dog
Unload Duration has finished if the Shaft Speed Matching Limiter is On the limiter is applied with the Dog Unload Ignition & Fuel Trims for the rest of this stage. If Shaft
Speed Matching Limiter is Off then the Cut, Fuel trim and Ignition trim are all removed at the end of the Dog Unload Duration and left off for the rest of this stage.
The Blip is applied from the start of the shift in the same way as in the Blip stage and this stage ends in the same way the Blip stage ends with the exception of the total
stage time being Dog Unload Duration plus Blip Duration.

Main Shift
Applies fixed Ignition and Fuel Trims and either a fixed cut or a shaft speed targeting cut for up a time that is dependent on the End Shift Mode.
The aim of this stage is to try to slow the engine down just enough to get the input/output shaft speeds close enough to each other so that the dogs can engage into the
next gear without banging into each other harshly.

Stage Time:
How long this stage is active for depends on the End Shift Mode.
If End Shift Mode is set to Time:
· Main Shift Duration - This shift stage lasts for the time specified in this table, the cell used is the current gear (the one being shifted out of).

If End Shift Mode is set to Digital Input:

· No Main Shift Duration tables are visible, this stage ends when the Digital input that started the shift is no longer active.

If End Shift Mode is set to Gear Barrel Position:

The shift ends prior to the Max Duration time if the Gear Barrel input voltage gets within the Next Gear Reached Voltage Margin of the next gear's gear barrel voltage.
· Main Shift Min Duration - This shift stage lasts for at least the time specified in this table, the cell used is the current gear (the one being shifted out of).
· Main Shift Max Duration - This shift stage lasts for up to the time specified in this table, the cell used is the current gear (the one being shifted out of).

Stage Trims and Cuts:

The trims and cuts are applied over the whole stage.
· Main Shift Ignition Trim - This table is used to specify how much Ignition trim is applied during the Main Shift stage. The trim amount is an offset, e.g. a value of
-5 will retard the ignition timing by 5 degrees. The cell used is the current gear (the one being shifted out of).
· Main Shift Fuel Trim - This table is used to specify how much Fuel trim is applied during the Main Shift stage. The trim amount is a percentage, e.g. a value of
5% will increase the fuel being injected by 5%. The cell used is the current gear (the one being shifted out of).

If Shaft Speed Matching Limiter is Off:

· Main Shift Cut - This table is used to specify how much cut is applied during the Main Shift stage. Cut Type is specified by the Cut Mode setting. The cell used
is the current gear (the one being shifted out of).

If Shaft Speed Matching Limiter is On:

· The cut applied is based on the Shaft Speed Matching Limiter.

Limiter Hold
This stage is only used when Shaft Speed Matching Limiter is On, if it is Off then this stage is skipped and it goes straight to Torque Reintroduction.
This stage is simply the Shaft Speed Matching Limiter being applied for the duration specified (after the next gear is reached) to counteract the push on effect of the
blip.
· Limiter Hold Duration - This shift stage lasts for the time specified in this table, the cell used is the current gear (the one being shifted out of).

Gear Shift Status will display Limiter Hold.

Torque Reintroduction
This stage removes any remaining trims and cuts linearly over a specified time to exit the shift and reintroduce engine torque smoothly.
· Torque Reintroduction Duration - This shift stage lasts for the time specified in this table, the cell used is the current gear (the one being shifted out of).

Gear Shift Status will display Torque Reintroduction.

After Torque Reintroduction has finished the shift exits and the Re-activation Timeout is started.

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Paddle Shift Settings

These settings are only available when Start Shift Mode is set to Digital Paddle Shift.

Up Shift Actuator Output & Down Shift Actuator Output

Used to select the outputs that operate the up and down shift actuators or shift actuator solenoids. Note only PWM capable outputs are selectable regardless of
whether half shift is required or not.

Half Shift for Neutral

In some sequential gearboxes Neutral is halfway between two gears and so requires less force on the actuator to get it into gear and applying too much force will make
it shift past Neutral into the gear on the other side of it.

· Disabled - Neutral is it's own complete gear slot in between Reverse and First.
· N between 1st & 2nd - Neutral is halfway between First and Second gear (typically motorbike gearboxes with no reverse). Neutral is reached by using a Down
Shift Request while in 1st and an Up Shift request from Neutral will result in a shift into First gear.
· N between R & 1st - Neutral is halfway between Reverse and First and a standard shift will skip past it.

When Half Shift is not set to Disabled a shift into Neutral will be performed using PWM (Frequency set by the Half Shift PWM Frequency setting). Since the force
required to achieve a half shift varies greatly with gearbox temperature this function starts with a small PWM duty cycle and slowly increases the DC until the ECU sees
the gear position sensor move. The PWM duty cycle starts at the Half Shift starting DC value and increases by Half Shift DC adder rate (up to a maximum of the Half
Shift max DC value) each loop of the Gear Shift control code (1kHz) until Neutral is reached (based on the Gear Barrel input voltage and the Next Gear reached
Voltage Margin table) or the Mis-Shift timer times out. If Neutral is successfully reached or the Mis-Shift timer times out the Actuator is then held on at that same Duty
Cycle for the Actuator Hold time before the shift ends.

When Half Shift is set to Disabled the actuator is set fully on (100% Duty Cycle equivalent).

Half Shift PWM Frequency

This Setting is only Visible when Half Shift for Neutral is not Disabled.
Used to specify the frequency at which the actuator is pulsed during a half shift.

Half Shift starting DC

This Setting is only Visible when Half Shift for Neutral is not Disabled.
Used to specify the Duty Cycle that is applied the first loop of a Half Shift, this Duty Cycle is then increased each subsequent loop (1kHz) by the Half Shift DC adder
rate value up to a maximum value set by Half Shift max DC.

Half Shift DC adder rate

This Setting is only Visible when Half Shift for Neutral is not Disabled.
Used to specify the rate at which the Half Shift Duty Cycle increases each loop.

Half Shift Max DC

This Setting is only Visible when Half Shift for Neutral is not Disabled.
Used to specify the maximum Duty Cycle value that the half shift can output, this can be used to prevent a shift pass Neutral by limiting how much force the actuator
can apply.

Actuator Hold
Used to control how long the Actuator is held on after the next gear is reached or the mis-shift timeout has been reached (how long the Actuator Hold Stage lasts).

Mis-Shift wait time

This setting is used to control how long to wait between a failed shift and the start of the reattempt at that shift (Retry Wait stage). This delay should be set to a time
long enough to allow the actuator to turn off completely and for the engine to recover a little from the torque limiting so that the dog unload will have some effect when it
is tried again.

Clear Stacked Shifts Time

Only Down Shift requests can be stacked.
This setting is used to control how long after the last successful shift until any remaining stacked down shifts are removed. This clearing is done so that if a stacked
down shift is prevented from occurring due to lockouts that shift cannot occur at a later time when the driver isn't expecting it.
Stacked down shifts are also cleared:
· When trying to shift into Reverse or Neutral.
· If the Gear Barrel input is in fault.
· If the DownShift TPS/APS High Lockout is hit while trying to start a stacked downshift (i.e. the driver is back on the throttle and so no longer wants to downshift).
· When any shift type other than Paddle Down Shift is performed.

Max Stacked Shifts

Only Down Shift requests can be stacked.
This is used to control how many down shifts can be stacked at any one time. If you are wanting to not allow any stacked shifts set this value to 0. The number of shifts
currently stacked is displayed by the GearShift Stacked Shifts runtime.

Warning – for experienced drivers only – can result in a shift occurring when it may not be expected. Suggest set to zero initially until the driver is well familiar with the
car and shift control.

Dog Unload Cut Delay

This setting is used by both Paddle Up and Paddle Down Shifts. It is used to determine how long the Dog Unload Delay stage lasts. Required mostly for pneumatic
actuators where it takes some time after the solenoid is activated for the air pressure to build in the lines and actuator to apply enough force to preload the shifter fork
ready for the unload cut.

Typical setting: 40ms. Can be tuned by viewing a log to determine how long after the actuator output is activated that a small movement is seen on the gear position
sensor.

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Gear Lockouts
When shifting into or out of Neutral and Reverse it is sometimes desirable to have lockout conditions to prevent things like shifting into reverse while rolling or shifting
out of Neutral without the clutch in, the following settings allow easy control over when these kinds of shifts can and can't occur.

Note: The Settings in PCLink are Grouped into First Gear, Neutral and Reverse folders, the settings in each folder are lockouts for shifting into that gear (not out of)
and for the First Gear folder it is only for shifting up from Neutral into First not for shifting Second down to First.

· Use Clutch Lockout - If this setting is on it prevents the shift (Neutral Up, Reverse Up, Neutral Down or First Down) from happening if the Clutch Switch status
isn't Active. Gear Shift Status will display Clutch Lockout when this lockout is active.
· Paddle Hold Time - This setting controls how long the paddle has to be held over and above the normal Start Shift Validation Time to request a (Neutral Up,
Reverse Up, Neutral Down or First Down) shift. This can be useful for preventing accidental shifts. Gear Shift Status will display Paddle Hold Time when this
lockout is active.
· Use Speed Lockout - If this setting in the Reverse folder is on then it will prevent Neutral Down shifts into Reverse from happening when the Driving Wheel
Speed is greater than 0. If it is on in the Neutral folder it will prevent Reverse Up shifts or First Down shifts into Neutral from happening when the Driving Wheel
Speed is greater than the Speed Lockout value. Gear Shift Status will display Speed Lockout when this lockout is active.
· Speed Lockout - This setting is only visible when the Use Speed Lockout setting in the Neutral folder is set to on. It controls the maximum Driving Wheel Speed
that shifts into Neutral (Reverse Up or First Down) can occur at.
· User Defined Lockout - If an input is selected shifts into this gear are prevented while that input is active. This is useful for adding further lockout functionality
that isn't catered for in the other built in lockouts. Gear Shift Status will display Neutral User Lockout or Reverse User Lockout when this lockout is active.

Paddle Shift Types

Paddle shifts, unlike regular gear shifts, have the ecu controlling an actuator on the gearbox and causing the shift to happen rather than simply responding to a shift
that is being forced by the driver. Because the driver can't physically shift gear, only indicate to the ECU that they want to shift gear the shift process is different and
includes controlling the actuators that shift gear and retrying the gear shift in the event that the next gear isn't reached as planned. The other added complication is that
the ECU has to support shifting into Neutral and Reverse and deal with the added complications surrounding that. Despite the added complications of paddle shift
control it can allow better shift control without the need to remove a hand from the wheel and physically shift gears which can lead to better car control and faster lap
times.

Gearshift pattern – Regardless of how the gears are mechanically arranged in the gearbox, the ECU will always present them to the driver in the same way using a
pattern like so; RN123456. So Reverse is always the lowest gear. First will always be an upshift from N (up paddle), Reverse will always require a downshift to engage
from N.

If RPM Target Calculation is not Off Paddle Up Shifts and Paddle Down Shifts include an RPM Target Adjust Table which can be used to alter the RPM Target to
improve shifting smoothness where needed.

Neutral Up Shift
A Neutral Up Shift occurs when an Up Shift is requested while in Neutral. The actuator used depends on the Half Shift for Neutral setting, if set to N between 1st & 2nd
then the Down Shift Actuator is used, otherwise the Up Shift Actuator is used.
Gear Shift Status will display Neutral Up Shift.

The appropriate Shift Actuator is turned on with 100% Duty Cycle (fully on). Once First gear is reached (based on the Gear Barrel input voltage and the Next Gear
reached Voltage Margin table Cell 1) or the Up Shift mis-shift timeout time is reached the actuator is then held on for the Actuator Hold time and is then turned off and
the shift is complete.

If the Up Shift mis-shift timeout was reached before the gear barrel voltage was within the Next Gear Reached Voltage Margin of the First gear voltage the MisShift Up
Counter is incremented. Neutral Up Shift does not retry 'failed' shifts.
After the shift has finished the Re-activation Timeout is started.

Reverse Up Shift
A Reverse Up Shift occurs when an Up Shift is requested while in Reverse.
Gear Shift Status will display Reverse Up Shift.

If Half Shift for Neutral is Disabled:

The Up Shift Actuator output is turned on with 100% Duty Cycle (fully on). Once Neutral is reached (based on the Gear Barrel input voltage and the Next Gear
reached Voltage Margin table Cell 0) or the Up Shift mis-shift timeout time is reached the actuator is then held on for the Actuator Hold time and is then turned off
and the shift is complete.

If Half Shift for Neutral is not Disabled:

The Up Shift Actuator Frequency is set to the Half Shift PWM Frequency value and the Duty Cycle is set to the Half Shift starting DC value. Every 1ms the Duty cycle
is increased by the Half Shift DC adder rate unless the Half Shift max DC has been reached in which case it remains constant. If Neutral is reached (based on the
Gear Barrel input voltage and the Next Gear reached Voltage Margin table Cell 0) or the Up Shift mis-shift timeout time is reached the actuator is then held on at the
current Duty Cycle for the Actuator Hold time and is then turned off and the shift is complete.

If the Up Shift mis-shift timeout was reached before the gear barrel voltage was within the Next Gear Reached Voltage Margin (Cell 0) of the Neutral gear voltage the
MisShift Up Counter is incremented. Reverse Up Shift does not retry 'failed' shifts.
After the shift has finished the Re-activation Timeout is started.

Neutral Down Shift

A Neutral Down Shift occurs when a Down Shift is requested while in Neutral.
Gear Shift Status will display Neutral Down Shift.

The Down Shift Actuator output is turned on with 100% Duty Cycle (fully on). Once Reverse is reached (based on the Gear Barrel input voltage and the Next Gear
reached Voltage Margin table Cell 0) or the Down Shift mis-shift timeout time is reached the actuator is then held on for the Actuator Hold time and is then turned off
and the shift is complete.

If the Down Shift mis-shift timeout was reached before the gear barrel voltage was within the Next Gear Reached Voltage Margin (Cell 0) of the Reverse gear voltage
the MisShift Down Counter is incremented. Neutral Down Shift does not retry 'failed' shifts.
After the shift has finished the Re-activation Timeout is started.

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First Down Shift

A First Down Shift occurs when a Down Shift is requested while in First gear.
Gear Shift Status will display First Down Shift.

If Half Shift for Neutral is Disabled:

The Down Shift Actuator output is turned on with 100% Duty Cycle (fully on). Once Neutral is reached (based on the Gear Barrel input voltage and the Next Gear
reached Voltage Margin table Cell 0) or the Down Shift mis-shift timeout time is reached the actuator is then held on for the Actuator Hold time and is then turned off
and the shift is complete.

If Half Shift for Neutral is not Disabled:

The Down Shift Actuator Frequency is set to the Half Shift PWM Frequency value and the Duty Cycle is set to the Half Shift starting DC value. Every 1ms the Duty
cycle is increased by the Half Shift DC adder rate unless the Half Shift max DC has been reached in which case it remains constant. Once Neutral is reached (based
on the Gear Barrel input voltage and the Next Gear reached Voltage Margin table Cell 0) or the Down Shift mis-shift timeout time is reached the actuator is then held
on at the current Duty Cycle for the Actuator Hold time and is then turned off and the shift is complete.

If the Down Shift mis-shift timeout was reached before the gear barrel voltage was within the Next Gear Reached Voltage Margin (Cell 0) of the Neutral voltage the
MisShift Down Counter is incremented. First Down Shift does not retry 'failed' shifts.
After the shift has finished the Re-activation Timeout is started.

Paddle Up Shift (Up Shift Folder)

A Paddle Up Shift occurs when an Up Shift is requested while in First or a higher gear. This kind of shift is a lot more complicated than a Neutral or Reverse Up Shift
and includes functionality like retrying on fail of shift.
Gear Shift Status will display Paddle Up Shift during the Dog Unload Delay, Dog Unload, Open Loop Main Shift and Closed Loop Main Shift stages and will display
Torque Reintroduction during the Torque Reintroduction stage and Mis-Shift Wait during the Retry Wait stage.

The Up Shift Actuator Output is turned on after the Actuator Delay has finished and is turned off at the start of the Torque Reintroduction stage.
· Auto Up Shift Enable - Used to select an input to Enable or Disable Auto Up Shifting. When this setting is not Off the Auto Up Shift RPM and Auto Up Shift TPS
tables become visible. If the selected input is active an up shift will be triggered when the Engine Speed is greater than or equal to the current gear's value in the
Auto Up Shift RPM table and TPS (Main) is greater than or equal to the current gear's value in the Auto Up Shift TPS table.
· Actuator Delay - Controls how long after the start of the shift the Up Shift Actuator Output is turned on, this is done independently of the shift stages. This delay
is also restarted at the end of the Retry Wait stage. Typically 0 delay for pneumatic actuators, delay may be required for very fast DC solenoid type actuators.
· mis-shift timeout - Used to define how long the shift has to before it is considered to have failed. This time is from the entry to the shift and is only checked in
Closed Loop Main stage, if this time is reached in Closed Loop Main before the next gear is reached the shift is considered to have failed and depending on how
many shift retries (Defined by the Retry Limit setting) are left it will either exit the shift via Torque Reintroduction or restart the shift via Retry Wait.
· Retry Limit - Defines how many retries are to performed before giving up on a shift.
· Auto Up Shift RPM - Used to specify the minimum Engine Speed at which an auto up shift can occur for each gear. This table is only visible when Auto Up Shift
Enable is not Off.
· Auto Up Shift TPS - Used to specify the minimum TPS (Main) at which an auto up shift can occur for each gear. This table is only visible when Auto Up Shift
Enable is not Off.

Stages:
Dog Unload Delay:
This stage lasts for the time specified by the Dog Unload Cut Delay setting in the Paddle Shift Settings folder. No trims or cuts are applied, it is simply a delay before
the Dog Unload stage starts.

Dog Unload:
Applies a fixed cut, fuel trim and ignition trim for a fixed period to disengage the dog gears that are being pushed against each other by engine power.
· Dog Unload Duration - This table is used to specify how long the Dog Unload stage operates for, the cell used is the current gear (the one being shifted out of).
Typically 10-20ms.
· Dog Unload Cut Severity - This table is used to specify how much cut is applied during the Dog Unload stage. Cut Type is specified by the Cut Mode setting.
The cell used is the current gear (the one being shifted out of). Typically quite a heavy cut around 90%.
· Dog Unload Ignition Trim - This table is used to specify how much Ignition trim is applied during the Dog Unload stage. The trim amount is an offset, e.g. a
value of -5 will retard the ignition timing by 5 degrees. The cell used is the current gear (the one being shifted out of).
· Dog Unload Fuel Trim - This table is used to specify how much Fuel trim is applied during the Dog Unload stage. The trim amount is a percentage, e.g. a value
of 5% will increase the fuel being injected by 5%. The cell used is the current gear (the one being shifted out of).

Once the Dog Unload stage the next stage is either Open Loop Main Shift or Closed Loop Main Shift, if the gear barrel analog input is in fault Open Loop Main Shift is
used otherwise Closed Loop Main Shift is used. The reason for this check is that it is still important to be able to shift gears even if the the gear barrel input fails and so
the Open Loop Main Shift stage uses a fixed shift time instead of relying on the gear barrel sensor to indicate the end of the stage.

Open Loop Main Shift:

This stage is only used if the gear barrel input is in fault at the end of the Dog Unload stage, if it is not in fault Closed Loop Main Shift is used instead.
The aim of this stage is to try to slow the engine down just enough to get the input/output shaft speeds close enough to each other so that the dogs can engage into the
next gear without banging into each other harshly.
· Main Shift Duration - This table is used to specify how long the Open Loop Main Shift stage operates for, the cell used is the current gear (the one being shifted
out of).
· Main Shift Cut - This table is used to specify how much cut is applied during the Open Loop Main Shift stage. Cut Type is specified by the Cut Mode setting.
The cell used is the current gear (the one being shifted out of).
· Main Shift Ignition Trim - This table is used to specify how much Ignition trim is applied during the Open Loop Main Shift stage. The trim amount is an offset,
e.g. a value of -5 will retard the ignition timing by 5 degrees. The cell used is the current gear (the one being shifted out of).
· Main Shift Fuel Trim - This table is used to specify how much Fuel trim is applied during the Open Loop Main Shift stage. The trim amount is a percentage, e.g.
a value of 5% will increase the fuel being injected by 5%. The cell used is the current gear (the one being shifted out of).

Closed Loop Main Shift:

Applies fixed Ignition and Fuel Trims and either a fixed cut or a shaft speed targeting cut until either the next gear is reached (based on the Gear Barrel input voltage
and the Next Gear reached Voltage Margin table) or the mis-shift timeout time is reached.
The aim of this stage is to try to slow the engine down just enough to get the input/output shaft speeds close enough to each other so that the dogs can engage into the
next gear without banging into each other harshly.
· Main Shift Ignition Trim - This table is used to specify how much Ignition trim is applied during the Closed Loop Main Shift stage. The trim amount is an offset,
e.g. a value of -5 will retard the ignition timing by 5 degrees. The cell used is the current gear (the one being shifted out of).
· Main Shift Fuel Trim - This table is used to specify how much Fuel trim is applied during the Closed Loop Main Shift stage. The trim amount is a percentage,
e.g. a value of 5% will increase the fuel being injected by 5%. The cell used is the current gear (the one being shifted out of).

If Shaft Speed Matching Limiter is Off:

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· Main Shift Cut - This table is used to specify how much cut is applied during the Closed Loop Main Shift stage. Cut Type is specified by the Cut Mode setting.
The cell used is the current gear (the one being shifted out of).

If Shaft Speed Matching Limiter is On:

· The cut applied is based on the Shaft Speed Matching Limiter.

If next gear is reached before the mis-shift timeout time is reached the shift moves onto the Torque Reintroduction stage.
If the mis-shift timeout time is reached the MisShift Up Counter is incremented and then the number of retries left is checked (Defined by the Retry Limit setting), if
there are retries left the shift moves to the Retry Wait stage, if all the retries have already been used the shift moves onto the Torque Reintroduction stage.

Retry Wait:
This stage is only entered if the a mis-shift timeout occurs during a shift and there are still shift retries left (Defined by the Retry Limit setting).
All trims, cuts and actuators are turned off during this stage. This stage lasts for the time specified in the Mis-Shift wait time setting and on completion of that time it
resets all of the timers (including actuator delay) and starts the shift over again at the Dog Unload Delay stage.

Torque Reintroduction:
This stage removes any remaining trims and cuts linearly over a specified time to exit the shift and reintroduce engine torque smoothly.
· Torque Reintroduction Duration - This shift stage lasts for the time specified in this table, the cell used is the current gear (the one being shifted out of).

After Torque Reintroduction has finished the shift exits and the Re-activation Timeout is started.

Paddle Down Shift (Down Shift Folder)

A Paddle Down Shift occurs when a Down Shift is requested while in Second or a higher gear. This kind of shift is a lot more complicated than than a First or Neutral
Down Shift and includes functionality like retrying on fail of shift.
Gear Shift Status will display Paddle Down Shift during the Blip stage, Limiter Hold during the Limiter Hold stage, Torque Reintroduction during the Torque
Reintroduction stage and Mis-Shift Wait during the Retry Wait stage.

The Down Shift Actuator Output is turned on after the Actuator Delay has finished and is turned off at the start of the Torque Reintroduction stage.
· Actuator Delay - Controls how long after the start of the shift the Down Shift Actuator Output is turned on, this is done independently of the shift stages. This
delay is also restarted at the end of the Retry Wait stage. Typically 0 delay for pneumatic actuators, delay may be required for very fast DC solenoid type
actuators.
· mis-shift timeout - Used to define how long the shift has to before it is considered to have failed. This time is from the entry to the shift and is only checked in
Closed Loop Main stage, if this time is reached in Closed Loop Main before the next gear is reached the shift is considered to have failed and depending on how
many shift retries (Defined by the Retry Limit setting) are left it will either exit the shift via Torque Reintroduction or restart the shift via Retry Wait.
· Retry Limit - Defines how many retries are to performed before giving up on a shift.

Dog Unload
The Dog Unload is only performed if it is a driven down shift (as defined by Drive/Overrun TPS/APS) and is done in parallel with the rest of the shift.
The Dog Unload starts after Dog Unload Cut Delay time (Cut delay time starts at the beginning of the shift).
· Dog Unload Duration - This table is used to specify how long the Dog Unload Cut and trims is applied for, the cell used is the current gear (the one being
shifted out of). Typically 10-20ms.
· Dog Unload Cut Severity - This table is used to specify how much cut is applied during the Dog Unload. Cut Type is specified by the Cut Mode setting. The cell
used is the current gear (the one being shifted out of). Typically quite a heavy cut around 90%.
· Dog Unload Ignition Trim - This table is used to specify how much Ignition trim is applied during the Dog Unload. The trim amount is an offset, e.g. a value of
-5 will retard the ignition timing by 5 degrees. The cell used is the current gear (the one being shifted out of).
· Dog Unload Fuel Trim - This table is used to specify how much Fuel trim is applied during the Dog Unload. The trim amount is a percentage, e.g. a value of 5%
will increase the fuel being injected by 5%. The cell used is the current gear (the one being shifted out of).
After the Dog Unload is finished the Dog Unload cut and trims are removed.

Stages:
Blip:
Turns on the Blip Output for up to the Blip Duration time, the Blip Output can be turned off before the Blip Duration time is reached.
· Blip Duration - The maximum amount of time the Blip Output will be active for
· Blip E-Throttle Target/Blip Idle Target - If the Blip Output is set to E-Throttle or Idle Controller a table is provided so that the aggressiveness of the blip can be
configured based gear (cell used is the gear being shifted out of). The table value is the Target E-Throttle/Idle position, not a trim. A value of 0 means no blip is
applied.
· DownShift Open Loop Duration - This table is used to specify how long the Blip stage operates for if the Gear Barrel input is in fault. If the value specified is
less than the Blip Duration and the Gear Barrel input is in fault then this stage will be active for the Blip Duration.

If Shaft Speed Matching Limiter is On and the Gear Barrel input isn't in fault the Target RPM Limiter is applied for the duration of this stage.
Note: If the Dog Unload Cut is also being applied at the same time then the larger of these two values will be used.

The Blip is turned off when the Blip Duration time is reached.
If Blip End Mode is set to Gear Barrel Position the Blip will be turned off if:
· The next gear is reached (based on the Gear Barrel input voltage and the Next Gear reached Voltage Margin table) OR
· if RPM Target Calculation is not Off the Blip will be turned off when Engine Speed is greater than the Target RPM.

This stage ends when one of the following is true:

· Blip Duration time has been reached and the Gear Barrel input is in fault and DownShift Open Loop Duration time has been reached.
· Blip Duration time has been reached and the Gear Barrel input is not in fault and next gear has been reached (based on the Gear Barrel input voltage and the
Next Gear reached Voltage Margin table).
· Blip End Mode is set to Gear Barrel Position and the Gear Barrel input is not in fault and next gear is reached (based on the Gear Barrel input voltage and the
Next Gear reached Voltage Margin table).
· Blip Duration time has been reached and the mis-shift timeout has been reached.

If this stage is ended with the Gear Barrel input in fault or with the next gear reached the next stage is determined as so:
· If the shift is a Driven Down shift (based on Drive/Overrun TPS/APS & Drive/Overrun Source) or Shaft Speed Matching Limiter is Off the next stage is Torque
Reintroduction.
· If the shift is an Overrun Down shift (based on Drive/Overrun TPS/APS & Drive/Overrun Source) and Shaft Speed Matching Limiter is On the next stage is
Limiter Hold.
If this stage is ended by the mis-shift timeout being reached and there are retries left (number of shift retries specified by the Down Shift Retry Limit) then the next stage
is Retry Wait. If no retries are left then the next stage is either Torque Reintroduction or Limiter Hold decided in the same way as above.

Retry Wait:

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This stage is only entered if the a mis-shift timeout occurs during a shift and there are still shift retries left (Defined by the Retry Limit setting).
All trims, cuts and actuators are turned off during this stage. This stage lasts for the time specified in the Mis-Shift wait time setting and on completion of that time it
resets all of the timers (including Actuator Delay) and starts the shift over again at the Blip stage with the Dog Unload Cut Delay Dog Unload reset.

Limiter Hold:
This stage is only used in Overrun shifts (based on Drive/Overrun TPS/APS & Drive/Overrun Source) and when the Shaft Speed Matching Limiter is On, if it is Off then
this stage is skipped and it goes straight to Torque Reintroduction.
This stage commences when the Next Gear reached Voltage Margin is reached (ie the gear shift is complete) it is simply the Shaft Speed Matching Limiter being
applied for the duration specified to counteract the push-on effect of the blip.
· Limiter Hold Duration - This shift stage lasts for the time specified in this table, the cell used is the current gear (the one being shifted out of).

Torque Reintroduction:
This stage removes any remaining trims and cuts linearly over a specified time to exit the shift and reintroduce engine torque smoothly.
· Torque Reintroduction Duration - This shift stage lasts for the time specified in this table, the cell used is the current gear (the one being shifted out of).

After Torque Reintroduction has finished the shift exits and the Re-activation Timeout is started.

Compressor Control
These settings are only available when Start Shift Mode is set to Digital Paddle Shift and are intended for controlling the pressure of an air tank for use with air powered
shift actuators.
Compressor Control has several runtimes which provide feedback to how it is operating, these can be found here.

Pressure Source, Calibration & Error Value

Used to select and configure which input is wired to the sensor that measures the pressure of the shift actuator air tank. This input needs to be setup and configured for
Compressor Control to work but Compressor Control doesn't have to be on for this input to be setup and configured meaning that you can use this purely as a value for
logging.

Compressor Pressure Lockout

If the Compressor Pressure is less than this value then Gear Shift Control will not try to perform shifts (applies to Paddle Shift Mode only). Compressor Control doesn't
have to be on for this input to be operate so it can be used as a lockout even when the Actuator air tank pressure is being controlled by an external controller.

Mode
Used to turn the Compressor Control Function on or off.

Output
This setting is only visible when the Compressor Control Mode is on.
Used to select the output that is wired to the compressor power and is used to turn the compressor on and off.

Target Pressure
This setting is only visible when the Compressor Control Mode is on.
Used to set the pressure that the output (and so the compressor) will be turned off at.

Hysteresis
This setting is only visible when the Compressor Control Mode is on.
Used to set how far the pressure has to drop below the Target Pressure before the output (and so the compressor) is turned on.

Voltage Lockout
This setting is only visible when the Compressor Control Mode is on.
When the Battery Voltage is below this value Compressor Control will not operate (compressor always off).

RPM Low Lockout

This setting is only visible when the Compressor Control Mode is on.
When the Engine Speed is below this value Compressor Control will not operate (compressor always off).

Startup Lockout
This setting is only visible when the Compressor Control Mode is on.
Specifies how long after engine start up (Engine Speed > 400RPM) until the Compressor Control will start operating. If a value of 0 is used there will be no delay (and if
RPM Low Lockout is also 0 Compressor Control will run while the engine is off).

User Lockout
This setting is only visible when the Compressor Control Mode is on.
When the selected input is active Compressor Control will not operate (compressor always off), this can be useful for turning Compressor Control On/Off based on a
variable not included in the built in lockouts.

G4X and G5 ECU Tuning Functions > Motorsport > Gear Shift Control > Gear Shift Control Examples
Gear Shift Control Examples
Note: Refer HERE for a general overview of Gear Shift Control.
Note: Refer HERE for a detailed explanation of Gear Shift Control settings (or click on a setting listed below).

H Pattern Gearbox With Clutch Switch

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This arrangement uses a pedal box mounted switch that is activated by the driver pressing the clutch. The switch is wired to a Digital Input. Typically the switch would
become Active at the point where the clutch disengages. Some adjustment may be required to find the exact point at which the switch should become active.

As a Digital Input will be used to start the gear shift sequence, Start Shift Mode must be set to Digital Input. Up Shift Digital Input must be set to the digital input wired to
the clutch switch. Down Shift Digital Input must be set to OFF as there is no means by which up and down shifts can be directly distinguished on an H pattern gearbox.
This will start the shift sequence when the clutch switch is active for longer than Start Shift Validation Time.

Two gear shift types can be distinguished. If a shift is started while Throttle Position is greater than or equal to the Drive/Overrun TPS/APS value then a Driven Up Shift
will be requested otherwise an Overrun Down Shift will be requested. If it is a Driven Up Shift make sure that Throttle Position does not go below the Upshift TPS/APS
Low Lockout value otherwise a TPS Low Lockout will occur rather than a shift request. Set the Upshift TPS/APS Low Lockout value to 0 to ignore the TPS lockout
condition. If only full power up shifts are required Upshift TPS/APS Low Lockout can be set higher (eg 80%) to prevent gear shift requests when not near full throttle.

Throttle blipping can be used with Overrun Down Shifts. To disable throttle blipping set the Blip Output to None.

If it is a Driven Up Shift the shift will consist of a Dog Unload stage to cut engine power and unload the dogs or synchros then a Main Shift stage used to match engine
speed to the new gear followed by a Torque Reintroduction stage used to bring the engine torque back in smoothly after the gear has been shifted.
If it is an Overrun Down Shift the shift will consist of a Blip stage, a Limiter Hold stage and a Torque Reintroduction stage.

There are two ways in which the Blip or Main Shift stage of this shift can be ended:

· After a fixed amount of time - End Shift Mode must be set to Time. The time that the Blip or Main Shift stage will last for is set in the Blip Duration or Main Shift
Duration table.
· When the clutch is released - End Shift Mode must be set to Digital Input. The Blip or Main Shift stage will end when the clutch is released.

It is assumed that if the gearbox is an H pattern that it won't have a gear barrel position sensor and so can't use the Gear Barrel Position End Shift Mode.
When using a clutch switch it is important to set Speed Lockout to a suitable value to prevent a shift sequence starting when the clutch is pressed while the vehicle is
not moving.

Sequential Gearbox with Strain Gauge Lever

This arrangement uses a strain gauge type sensor mounted on the gear lever or in the gear knob. A signal conditioned strain gauge is required (eg 0-5 V output, 2.5 V
unloaded) such as the Hollinger gear knob. The signal from the strain gauge must be wired to an Analog Input.

The strain gauge must be correctly installed. To check this first watch the runtime value for the Analog Inputs signal voltage. Ensure that the lever is correctly orientated
by ensuring that maximum signal change occurs when the lever is pushed and pulled in the direction of a gear change. There should be minimal signal change when
the lever is forced at right angles to the direction of normal gear shifting.

The strain gauge lever must be calibrated. Note the voltage from the strain gauge when the lever is in its unloaded state. Enter this voltage as Gear Lever Force Offset.
Set Gear Lever Force Gradient to achieve the required force. Monitor Gear Lever Force and ensure it reads near zero when the lever is unloaded and positive force
when pulled in the up shift direction and negative force when pushed in the down shift direction. Note that it is not necessary (or sometimes even possible) to calibrate
the actual lever force. As long as a good range is chosen (eg +/- 100 N when pushed much harder than a normal shift).

Set Gear Lever Force Up Shift Force and Gear Lever Force Down Shift Force to appropriate starting values. These will need to be adjusted after some testing.

Set Start Shift Mode to Gear Lever Force (Seq). This will result in a shift request occurring when Gear Lever Force goes above Gear Lever Force Up Shift Force or
below Gear Lever Force Down Shift Force for longer than Start Shift Validation Time.

This arrangement can detect all four shift types. If a shift is started while Throttle Position is greater than the Drive/Overrun TPS/APS value then a Driven Up Shift or
Driven Down Shift will be requested otherwise an Overrun Down Shift or Overrun Up Shift will be requested. If it is a Driven Up Shift or Overrun Up Shift make sure that
Throttle Position does not go below the Upshift TPS/APS Low Lockout value otherwise a TPS Low Lockout will occur rather than a shift request. Set the Upshift
TPS/APS Low Lockout value to 0 to ignore the TPS lockout condition. If only full power up shifts are required Upshift TPS/APS Low Lockout can be set higher (eg 80%)
to prevent gear shift requests when not near full throttle.

Only Timed End Shift Mode can realistically be used in this arrangement as there is no way to detect the end of Blip or Main Shift stage of this shift (in this example no
gearbox gear position sensor is installed). Gear Position Sensor End Shift Mode could be used if a gear position sensor was installed. Refer to the following example
for using a gear position sensor.

Throttle blipping can be used with Overrun Down Shifts or Overrun Up Shifts. To disable throttle blipping set the Blip Output to None or to disable for only one or the
other set the values in the Blip E-Throttle Target/Blip Idle Target table to all zeros for that shift type (not possible for Blip Solenoid, only for E-Throttle or Idle Controller
Blip Outputs).

Sequential Gearbox Gear Position Sensor

This arrangement uses an analog sensor fitted to the gear shifter barrel to indicate gear position. Using this sensor it is possible to achieve full closed loop gear shifting
(ie shift ends when the next gear is properly engaged). It is possible to use either the gear position sensor or a strain gauge lever to indicate a driver shift request. This
example shows how to use the gear position sensor. Refer to the previous example for how to initiate shifts from a strain lever.

The Gear Position Sensor must be configured and calibrated. The sensor must be wired to an Analog Input and Gear Detection (in the Chassis and Body folder) must
be correctly configured using the 'Analog Position Sensor' Gear Detection Mode with the 'Source' setting set to the correct Analog Input.

To calibrate gear position, move through the gears while observing the voltage on the Analog Input. While doing this make sure the gears fully engage. Under Chassis
and Body->Gear Detection, set Gear Detection Mode to Analog Position Sensor. Set each gear and voltage pair as required. The Voltage Tolerance (+/-) setting is only
used for deciding which gear to display and the Next Gear Reached Voltage Margin table is used for determining how close to the gear voltage it has to be before
being considered to be in that gear for End Shift Mode purposes.

Set Start Shift Mode to Gear Position Sensor to indicate that shift requests come from movement of the gear position sensor. When the gear position sensor voltage
changes by more than Start Shift Voltage Threshold from its normal in gear voltage, an up shift request (if going towards a higher gear) or down shift request (if going
towards a lower gear) is generated.

This arrangement can detect all four shift types. If a shift is started while Throttle Position is greater than the Drive/Overrun TPS/APS value then a Driven Up Shift or
Driven Down Shift will be requested otherwise an Overrun Down Shift or Overrun Up Shift will be requested. If it is a Driven Up Shift or Overrun Up Shift make sure that
Throttle Position does not go below the Upshift TPS/APS Low Lockout value otherwise a TPS Low Lockout will occur rather than a shift request. Set the Upshift
TPS/APS Low Lockout value to 0 to ignore the TPS lockout condition. If only full power up shifts are required Upshift TPS/APS Low Lockout can be set higher (eg 80%)
to prevent gear shift requests when not near full throttle.

There are two ways in which the Blip or Main Shift stage of this shift can be ended:

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· After a fixed amount of time - End Shift Mode must be set to Time. The time that the Blip or Main Shift stage will last for is set in the Blip Duration or Main Shift
Duration table.
· When the next gear engages (closed loop) - End Shift Mode must be set to Gear Position Sensor. The Blip stage will end when either the Gear Barrel input
voltage gets within the Next Gear Reached Voltage Margin of the next gear's gear barrel voltage or the Blip Duration time is reached, whichever comes first. The
Main Shift stage will last at least as long as the Main Shift Min Duration time and then end when either the Gear Barrel input voltage gets within the Next Gear
Reached Voltage Margin of the next gear's gear barrel voltage or the Main Shift Max Duration time is reached, whichever comes first.

Throttle blipping can be used with Overrun Down Shifts or Overrun Up Shifts. To disable throttle blipping set the Blip Output to None or to disable for only one or the
other set the values in the Blip E-Throttle Target/Blip Idle Target table to all zeros for that shift type (not possible for Blip Solenoid, only for E-Throttle or Idle Controller
Blip Outputs).

G4X and G5 ECU Tuning Functions > Motorsport > Nitrous Control
Nitrous Control
Nitrous Control is a feature that allows the user to control several (up to 3 plus spool) stages of nitrous injection into the engine. It supports Dry systems, wet systems,
progressive solenoids and On/Off solenoids as well as providing ignition retard control, fuel trims (for dry systems), various lockouts and bottle pressure monitoring and
control.
There are several global lockouts and settings to control how long it takes to ramp in and out the Fuel and Ignition trims and then each of the 4 Stages has it's own
specific lockout and trim settings, some of which are tables with columns matched to the stage.

Note: Runtime information can be found here.

Main Settings:
Nitrous Control
This setting is used to turn Nitrous Control On or Off.

Enable Input
Used to select an input that must be active before Nitrous Control is enabled. If no overall enable/disable is wanted then set this to "Always ON". This setting is typically
used to select the arming switch input.

Max RPM
Used to set the overall maximum engine speed up to which Nitrous Control will operate. Once the engine speed goes over this value Nitrous Control will be disabled
with all solenoids turned off, fuel trim removed and ignition retard removed. In some wet applications this may be set a little lower than the RPM limit so that NOS and
fuel is disabled and consumed from the manifold before any limiting occurs to reduce the risk of backfire.

Min ECT Lockout & Max ECT Lockout

Used to set the minimum and maximum Engine Coolant Temperatures at which Nitrous Control will operate. Nitrous Control will be disabled until the ECT is greater
than or equal to the Min ECT Lockout value and will be disabled at an ECT above the Max ECT Lockout.

Min Nitrous Pressure

Used to set the minimum Nitrous Pressure at which Nitrous Control will operate. Nitrous Control will be disabled until the Nitrous Pressure is greater than or equal to
this value.

Delay Units
Used to set whether the Ignition Retard Delay, Ignition Advance Delay, Fuel Trim On Delay and Fuel Trim Off Delay are in seconds or Engine Cycles. Specifying delays
in Engine Cycles can make them more consistent over the engine RPM range than using Seconds.

Ignition Retard Delay & Fuel Trim On Delay

Sets how long after the stage becomes active before the full fuel and ignition trims are applied. These delays are applied individually per stage for individual stage
lockouts and for all stages for global lockouts. The fuel and ignition trims are ramped in linearly over the course of their respective delay values starting from when the
state becomes active for a smooth transition. These delays start counting at the same time the Nitrous solenoid is turned on (when the specific stage becomes active).
These setting values are used for all stages.
Note Lambda trims are ramped in over the Fuel Trim On Delay as well.

In dry NOS applications, especially where the fuel injector is closer to the combustion chamber than the NOS nozzle, it may take a little longer for the NOS to reach the
engine than it does for the fuel to reach it. If you enabled the fuel enrichment at the same time as the NOS solenoid you will have an overly rich mixture until the full
NOS mass flow reaches the engine.
Suggested setting: Start with 0 delay, if you have a short rich spike as the stage enables then increase the delay until the rich spike is eliminated. The retard delay can
be set to a similar value to the fuel delay as a starting point.

Ignition Advance Delay & Fuel Trim Off Delay

Sets how long after the stage stops being active until the Ignition and Fuel trims respectively are fully removed. The fuel and ignition trims are ramped out linearly from
when the state stops being active for a smooth transition. These setting values are used for all stages.
Note Lambda trims are ramped out over the Fuel Trim Off Delay as well.

When the NOS solenoids shut it may take a little extra time for the engine to consume the NOS that is already in the manifold and pipework. These delays allow the
fuel trim and retard to remain active until this residue is consumed.

Stage Settings:
Mode
This setting is used to turn the stage Off or On and to set what type of Nitrous setup is being used for this stage.
· OFF - This stage isn't used.

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· Wet - This stage uses two switched solenoids controlled by the same output (both activated together), one which flows NOS and one which flows fuel. The fuel and
NOS are typically injected through the same nozzle, the flow rate of NOS and fuel and the NOS to fuel ratio are generally controlled with various sized jets.
· Dry - This stage uses a switched Nitrous Solenoid which provides a dry shot of Nitrous (the solenoid setup provides only the Nitrous and the ECU needs to add the
extra Fuel to match it). The NOS flow is controlled by a jet or jets somewhere in the hardware and is assumed to have a constant mass flow.
· Wet Progressive - This stage uses 2 PWM controlled Solenoids which provide both NOS and fuel already mixed at the correct NOS to fuel ratio. The ECU
controls the total flow rate of both NOS and fuel together (therefore the amount of power added can be varied), the NOS to Fuel ratio is controlled by Jet sizes in
the hardware.
· Dry Progressive - This stage uses a PWM controlled Nitrous Solenoid which provides a dry shot of Nitrous (the solenoid setup provides only the Nitrous and the
ECU needs to add the extra Fuel to match it). The Nitrous flow rate is controlled by the PWM duty cycle, the ECU must inject the additional fuel in proportion to the
Nitrous flow to maintain the desired NFR (Nitrous to Fuel Ratio).

Voltage Compensation
Only visible when using Wet Progressive or Dry Progressive modes.
Used to select whether or not the output Duty Cycle should be adjusted as battery voltage changes to try and keep the amount of Nitrous delivered consistent across a
range of voltages.
When the battery voltage is 14.0V the duty cycle will be as specified in the table but higher voltages will result in a lower output Duty Cycle and lower voltages will result
in a higher output Duty Cycle.

Disable During Limiting

Used to select whether this stage is turned off when any Fuel or Ignition Cut is present. This is individually selectable for each stage so that you can choose to allow
stage 0 (Spool) with Launch control or other similar configurations.

Enable Input
The selected input must be active for the stage to be active, can be used to add extra lockouts for each stage or to enable individual stage control from a Keypad or
switch. Set to Always On if you aren't wanting to use this lockout. An example of this input would be to enable the spool stage when the transbrake or two step is
active.

Output
Used to select the output that the Nitrous Solenoid has been wired to. Note the list of outputs may be different between the progressive and non progressive modes if
not all output are PWM capable.

Frequency
Only visible when using Wet Progressive or Dry Progressive modes.
Used to set the Frequency of the PWM output to the Nitrous Solenoids. Check the technical specifications of your particular solenoids to find a suitable value.

Nitrous Stage X Ignition Trim

A GP Table used to set how much Ignition trim is applied when this stage is active. The calculated value from this table will be ramped in linearly from when the stage
becomes active until the Ignition Retard Delay has passed.

Nitrous Stage X Fuel

Only visible when using Dry or Dry Progressive modes.
A GP Table used to set how much Fuel trim is applied when this stage is active. The calculated value from this table will be ramped in linearly from when the stage
becomes active until the Fuel Trim On Delay has passed.
Note Lambda trims are also applied which will affect fuel delivery if using modeled injection modes or if Open Loop Lambda Correction is on.

It is important to note this trim is a constant mass fuel flow rather than a percentage adder as most other fuel trims in G4X are. The intent is to always add the correct
mass of fuel in proportion to NOS flow to achieve the desired NFR (Nitrous to Fuel Ratio) regardless of the variation of the normal fuel injection pulse width due to
engine speed and load etc.

The Units for this trim are %InjDC when using Traditonal Fuel Equation Mode or g/s when using one of the Modelled Fuel Equation Modes.
· %InjDC - The value specified is a percentage of the maximum fuel flow per cylinder. For example if your injector has a flow rate of 1000cc/min per cylinder, a value
of 10% will give you an extra 100cc/min of fuel per cylinder regardless of engine speed or load.
· g/s - The value specified is in grams of fuel per second and so a value of 10 would be 10 extra grams per second.

Set up Notes:
The aim of the Nitrous fuel trim is to add the correct amount of fuel to achieve the desired Nitrous to Fuel ratio. The NFR is based on mass flow. Many of the Nitrous
hardware manufacturers tend to use US units of lb/hr for Nitrous flow. To calculate the amount of fuel we need to add we need 2 pieces of data;
1. Nitrous mass flow (at 100% DC if using progressive). You can either approximate this based on the manufacturers quoted kit/jet “power rating”, using a rule of
3.6lb/hr of NOS per 1HP, or the manufacturer may provide a datasheet referencing jet size and pressure etc, or you can do a flow test yourself. The flow test can be
fairly crude – you weigh the bottle before the test (in lbs), set up the ecu to activate the solenoid for 5 seconds, then weigh the bottle again to determine how much
mass was lost in 5 seconds, multiply the lbs lost by 720 to convert to lb/hr. Note the bottle should be heated to the correct temperature/pressure for the flow test.
2. Desired NFR. There are some general rules that can be applied for this but mostly this comes from experience. The kit manufacturer may have a recommendation.
For dry systems a safe NFR starting point is around 12:1 for petrol/gasoline , 7.2:1 for Ethanol or 6.4:1 for Methanol.
With these 2 pieces of data we can calculate the required fuel mass flow addition by dividing the N2O mass flow by the desired NFR. As an example lets say we had a
kit with a “100HP” NOS jet. We multiply 100HP by 3.6 to arrive at an approximate NOS mass flow of 360lb/hr, we now divide this by 12(NFR) to arrive at a fuel
requirement of 30lb/hr. Link ecu uses g/s for mass flow units so to convert lb/hr to grams per second you divide lb/hr by 7.94. The 30lb/hr fuel requirement is equal to
3.78g/s.

If using modelled fuel equation we can enter this 3.78g/s fuel requirement directly into the Nitrous Stage X fuel table (if using progressive then 3.78g/s fuel flow would
be for 100% N2O solenoid DC with proportionally less for lower N2O duty cycles.

If using traditional fuel equation there is a further step required because the ECU is unaware of injector size, the nitrous stage X table uses %InjDC (percentage of
Maximum total Injector Flow). If we divide the required Nitrous fuel addition mass flow by the total injector flow rate (in lb/hr) and multiply by 100 we will arrive at the “%”
number to enter into the Nitrous Stage X fuel table. Using the values from the above example, if we have 4 injectors rated at 80lb/hr (320lb/hr for 4 injectors) then for
30lb/hr we would need (30/320) x 100 = 9.4%.

Example table set up for Dry progressive with modelled fuel equation:
The NOS solenoid DC is used as the axis so the fuel mass will be automatically adjusted if you change how much Nitrous is commanded. Most NOS solenoids will be
“wide open” above about 90%DC, so for 90% and above I have the same fuel mass. Below 90% it is just linearly interpolated from 0%.

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Nitrous Fuel Trim for Dry Progressive Stage and Modelled Fuel

Example table set up for Dry progressive based on the traditional fuel equation example given above:

Nitrous Fuel Trim for Dry Progressive Stage and Traditional Fuel

For a non-progressive dry setup just a single fuel value is all that is needed:

Nitrous Fuel Trim for Dry Stage and Traditional Fuel

Useful Formulas and Approximations:

Lb/hr divided by 7.94 = g/s
NOS quoted kit power x 3.6 = approx. NOS mass flow in lb/hr.
NFR Gasoline suggested starting point 12:1
NFR E85 suggested starting point 7.9:1
NFR E100 suggested starting point 7.2:1
NFR Methanol suggested starting point 6.4:1

In is important to note that USA tend to use “Gasoline Equivalent” NFR’s and Injector mass flow rates - that is they tend to ignore the density differences between the
fuels and just treat them as they are all the same as gasoline. The quoted NFR’s above take fuel density into account (so will be a little different that what you may see
quoted by some kit manufacturers) and if you use modelled fuel equation the fuel density will be factored into the fuel mass flow equation also.

Nitrous Stage X DC
Only visible when using Wet Progressive or Dry Progressive modes.
A GP Table used to set the Nitrous Solenoid Duty Cycle while this stage is active. Note the Fuel and Ignition Trims will still follow their respective tables so a 0% duty
cycle in this table will cause the output to show inactive but will not turn off the fuel or ignition trims.
For Drag racing the stage DC table will usually be set up 2D with the Race timer on the axis. Be aware most NOS solenoids will be very non-linear below about 15%
DC and above about 90% DC. So you would usually have 15% commanded in the cell where the stage first become active and ramp it in from there. Consider the
solenoid wide open at 90%DC.
Example:
When stage 1 activates at race time 1s, the solenoid would activate at 15%DC. The NOS would be at full flow at 3s.

Race Timer based Nitrous Duty Cycle Example

Hint – the keyboard short cut “K” will swap the table to surface view mode which gives the view that may be more familiar to other Nitrous controllers.

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Surface View of the above Nitrous DC Table

Stage Tables:
These tables are used to set lockout values for each stage, column 0 applies to Stage 0 (Spool), column 1 applies to Stage 1 and so on.

Stage Min RPMs & Stage Max RPMs

These tables are used to set the RPM range within which each stage will operate, the Engine Speed has to greater than or equal to the Stage Min RPM value and less
than or equal to the Stage Max RPM Value for the stage to become active.

Stage Min MAPs & Stage Max MAPs

These tables are used to set the MAP range within which each stage will operate, the Manifold Absolute Pressure has to greater than or equal to the Stage Min MAP
value and less than or equal to the Stage Max MAP Value for the stage to become active.

Stage Min TPSs

This table is used to set the minimum required TPS at which each stage will operate, the TPS (Main) value has to greater than or equal to the Stage Min TPS value for
the stage to become active.

Stage Race Time Activation

This table is used to set the minimum required Race Timer value at which each stage will operate, the Race Timer value has to greater than or equal to the Stage Race
Time Activation value for the stage to become active. Values of 0 will mean this lockout is not applied.

Stage Min Gears & Stage Max Gears

These tables are used to set the Gear range within which each stage will operate, the Gear value has to greater than or equal to the Stage Min Gears value and less
than or equal to the Stage Max Gears Value for the stage to become active.
Note non 0 gears (P, R, N, D, L etc) are treated as 0.
Warning – If using RPM/Speed gear detection method, you may have a short appearance of “gear 0” during a gear change or due to clutch slip, consider this when
using the min gear lockout, it could result with a stage activating when not expected. Further lockouts such as race time should be included.

Stage Max Slip

This table is used to set the maximum Wheel Slip at which each stage will operate, the Slip value has to less than or equal to the Stage Max Slip value for the stage to
become active. Note 0 Slip values in this table are treated as ignore this lockout for this stage.

Stage Lambda Trim

This table is used to set the amount of AFR/Lambda trim to apply when each stage is active. This value is applied as a trim and is ramped in and out in the same way
and using the same delay values as the Fuel Trim. Note this value is used for both Wet and Dry Stage modes meaning the ECU supplied fuel will be increased to
match the new target AFR/Lambda (assuming Open Loop Lambda Correction is On or Fuel Equation Mode is one of the modelled modes).

Nitrous Bottle Pressure Control:

Nitrous Bottle Pressure control is used to directly control a bottle heater to maintain a desired pressure within the bottle.

Nitrous Pressure Source & Calibration

Used to select which analog input the Nitrous bottle pressure sensor has been wired to and what the sensor calibration is. This needs to be setup for the Min Nitrous
Pressure lockout to work and for the bottle heater control to operate.
The calculated pressure value is displayed in the Nitrous Pressure runtime value.

Output
Used to select the output that the Bottle heater has been wired to. This setting needs to not be Off for the other bottle control settings to become visible.

Target Pressure
This setting is only visible when the Bottle Heater Output is not set to Off.
Used to set the desired pressure, the bottle heater output will be active until the Nitrous Pressure is greater than this value.

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Hysteresis
This setting is only visible when the Bottle Heater Output is not set to Off.
Used to set how far below the Target Pressure the Nitrous Pressure has to be before the Bottle Heater Output is turned on. The bottle heater output will become active
when the Nitrous Pressure is less than the Target Pressure minus the Hysteresis value.

User Defined Lockout

This setting is only visible when the Bottle Heater Output is not set to Off.
Used to select an input that will prevent the Bottle Heater Output from turning on. The Bottle Heater Output will not turn on when the selected input is Active.

G4X and G5 ECU Tuning Functions > Motorsport > Race Timer
Race Timer
The race timer feature is typically used as a reference to control power adders, power management, or altering the tune in other ways based on elapsed time from the
race start/launch.
Commonly used in drag racing with the power management function, in this application the activation input (input that starts the timer) would typically be the release of
the transbrake button, launch control, or a clutch switch.
Other use examples could be ramping up the RPM limit slowly from launch in a Jetski application to prevent pump cavitation or adding extra fuel to cool combustion
temps after sustained WOT in a land speed application.

Information on the Race Timer runtimes can be found here

Settings:

Mode
This setting is used to turn the function on and define how the activation switch is used.
· Off - The Race Timer Function is off.
· Release of Switch - The Race Timer Function is on and becomes active when the Activation Input goes from Active to Inactive. This would be the typical mode for
drag racing. e.g. On release of the Clutch.
· Press of Switch - The Race Timer Function is on and becomes active when the Activation Input goes from Inactive to Active. This would be typical in other forms
of racing where a GP output is used as the activation input to determine the race start conditions.
Note: if the Reset Input is set to off then the race timer will reset to zero whenever the Activation Input is opposite of the start condition (when the Activation Input is
active for "Release of Switch" mode or when it is inactive for "Press of Switch" mode).

Activation Input
This setting is used to select which input is used to activate the Race Timer. A GP Output & Virtual Aux can be used if you need more complex or multiple conditions to
start the timer. When there is no Reset Input selected this input is also used for resetting the Race Timer.

Pause Input
This setting is used to select which input is used to pause the Race Timer. When this input becomes active and the Race Timer is active the Race Timer will stop
counting and remain at its current value until the Pause Input stops being Active.
An example of when this would be used is would be when the driver needs to “pedal” the throttle.

Reset Input
This can be used if a separate switch or other complex conditions are needed to reset the timer. When the selected input becomes active the Race Timer value is reset
to its armed state and a value of 0. When no Reset Input is set the Activation Input is used to reset the Race Timer.

Max Time
This setting is used to set the maximum Race Timer time, once the Race Timer reaches this value the status is set to Finished and the timer stops counting. Set this to
a value that is slightly longer than your longest expected run time
If using the Power Management feature it will be set to inactive when this max time reached.

G4X and G5 ECU Tuning Functions > Motorsport > Power Management
Power Management
The power management function is used to manipulate engine power to match the traction level available on the track. Mostly used in categories of racing where wheel
slip based traction control is not allowed or is not useful due to the front wheels not being in contact with the track surface. It uses a target speed table (can be
driveshaft RPM or wheel speed) and usually referencing Race Time to determine the ideal wheel speed, the ecu uses ignition retard and or cuts to reduce power if the
measured wheel/shaft speed exceeds the speed target.

Information on the Power Management runtimes can be found here

Note: When the Race Timer is turned On Power Management is only active while it is Active or Paused (and the Disable Input is not Active). When the Race Timer is
turned Off Power Management is active whenever the Disable Input is not Active.

Settings:

Mode
This setting is used to turn the function on and define how the activation switch is used.
· Off - The Power Management Function is off.
· ON - The Power Management Function is on.

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Speed Source
This input selection allows a large range of options, Wheel speed, VSS or Driveshaft RPM would be common sources. For driveshaft RPM, first set up and calibrate a
GP RPM input in the digital inputs folder, then assign the GP RPM parameter as your speed source. In this case the target speed, target speed error and max speed
lockout will be in units of driveshaft RPM. The speed from the selected speed source will be compared against the value from the Speed Target Table (Speed Target
runtime) to get the Power Management Speed Target Error. If a wheel speed or GP speed input is used then the Speed Target runtime,Speed Target Error runtime
and Max Speed Lockout will be in MPH or km/h units.

Open Loop Power Reduction

Optionally enables two extra tables to apply power reduction (cut and/or retard) independently of the closed loop target speed control. This can be used for example if
you know from a previous log that the center section of the track was slippery you could add a little power reduction in that section for the next run so that the closed
loop has less reactive work to do to control target speed. Can also be used for other power management roles such as wheelie control using a ride height sensor.

On Delay
This setting is only visible when the Race Timer is on.
The power reduction will not be enabled until this delay has elapsed. This may be used to prevent the power management from interrupting the launch/start sequence.
This delay is based on the Race Timer. A value of zero means the power management will be enabled as soon as the race timer is running. A value of 0.20s means the
power management will not apply any cut/retard until the race timer reaches 0.20s.

Max Gear Lockout

This setting sets the Gear above which the Power Management will be disabled. If Gear Detection isn't setup or no Gear Lockout is wanted leave it set to 0 to disable
the lockout.

Max Speed Lockout

This setting sets the Speed (of the Speed Source) above which the Power Management will be disabled. If no Speed Lockout is wanted leave it set to 0 to disable the
lockout.

Disable Input
Power Management is disabled when the selected Disable Input is Active.

Cut Mode
This setting allows the user to select the type of Cut that Power Management applies, Ignition or Fuel Cut.

Speed Target Table

This is the target wheel speed or driveshaft speed. The axes are configurable and it can be 2D or 3D. Typically for drag racing a 2D table with Race Timer on the X
axis. The Y axis could be used for example to adjust the curve using a rotary switch on the dash – or switching between 2 curves if you regularly change tire size.

Speed Error Cut Table

Used to command how much cut is applied when speed exceeds target. Typically you would have 0% cut for small target errors and increase cut for larger errors.
Typically you wouldn’t need cut values much larger than about 30% in this table. Negative target error means the speed is higher than target. If the engine uses wet
NOS or is sensitive to cuts in other ways then this table should be filled with zeros. Note both axes are configurable so you can make the breakpoints suitable for your
application. An example table for driveshaft speed is shown below.

In this example the driveshaft RPM would be allowed to exceed the target speed by 200RPM (-200RPM error), above that cut would start to come in and by -300RPM
error there would be a 10% cut applied, at -500RPM or more error there would be a max cut of 30% applied.

Speed Error Ign Trim Table

Used to command how much ignition advance is altered to correct wheel speed. Be aware this table allows both retard and advance. Negative values represent retard.
Positive values are advance. Note both axes are configurable so you can make the breakpoints suitable for your application. An example table for driveshaft speed is
shown below.

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In this example no ignitin trim would be applied until the driveshaft RPM exceeded the target by 50RPM (-50 Error Row), above that the ignition would be retarded by
10deg at -100RPM error and 30deg retard by -200RPM error. If the driveshaft speed fell 200RPM below target speed, then the ignition would be advanced by up to 5
degs in the last half of the track (300RPM error row, 5sec column).

With the combination of this table and the cut table example above we would have combined behaviour like this; Driveshaft speed would be allowed to exceed target by
up to 50RPM with no intervention. Between -50 and -200RPM, only retard would be used to reduce speed, above -200RPM error, max retard and the variable cut level
would be used.

Open Loop Cut Table

This setting is only visible when Open Loop Power Reduction is on.
Can be used to reduce power in a specific section of track (race time), regardless of speed exceeding the target. Axes are completely user configurable and doesn’t
specifically need to have race timer on one axis. For instance could be used with ride height on one axis for wheelie control. If the engine uses wet NOS or is sensitive
to cuts in other ways then this table should be filled with zeros and you should use retard only for the open loop reduction.

Open Loop Ign Trim Table

This setting is only visible when Open Loop Power Reduction is on.
Can be used to reduce power in a specific section of track (race time), regardless of speed exceeding the target. Axes are completely user configurable and doesn’t
specifically need to have race timer on one axis. For instance could be used with ride height on one axis for wheelie control. Be aware this table allows both retard and
advance. Negative values represent retard. Positive values are advance.

G4X and G5 ECU Tuning Functions > Motorsport > Traction Control
Traction Control
Note: Traction Control is not available on the G4X Atom, Monsoon, and Storm.

Traction Control is designed to provide controlled tyre slip which can greatly improve vehicle safety and drive-ability. In a lot of cases Traction Control will also allow the
vehicle to accelerate faster by preventing excess wheel spinning.
Traction Control is a Motorsport only feature and is not recommended for use on public roads or as a replacement for OEM traction or stability control systems.

Note: Traction Control requires Torque management to be turned on and configured.

WARNING: Incorrect setup or use of Traction Control could result in an accident or cause harm to the vehicle and/or its occupants. It is essential that Traction Control
is configured and tested in a safe controlled environment.

Operation
Traction Control uses the Slip runtime value as its primary source to determine tyre slip. It is essential that the vehicle has wheel speed sensors fitted, wired and
calibrated to allow the ECU to determine when there is a difference in speed between the driven and non-driven wheels. ABS modules can also often be used to get
precision wheel speeds over a CAN bus. Gear detection should also be correctly configured if per gear Traction Control setting is required.

Traction Control provides lockouts to allow it to be disabled under low speed, RPM and throttle conditions. There is also the ability to use a driver pushed button to
manually disable and re-enable Traction Control.

Once operating, Traction Control constantly monitors Slip. When Slip exceeds the value in the Slip Threshold Table, Traction Control limits engine torque by means of
fuel or ignition event cuts and ignition retard. Closed loop PID control is used to maintain Slip at the desired value.

Two Slip Threshold Tables can be configured to allow different amounts of tyre slip. These can be used for a wet/dry or road/track setup.
If a Traction Light is required a GP Output can be configured to look at the status of the disable input (light on when traction disabled) or the Traction status to turn the
output on when traction control kicks in. If a flashing light is desired a GP PWM with a low frequency can be used to do this.
Traction Control settings are detailed individually below.

Settings:

Traction Mode
This setting is used to turn Traction Control, Off, On or disable it. When it is set to disabled the tables and input settings remain but but no traction control is performed.

Disable Digital Input

Used to select the input that is used to disable Traction Control (disabled when the input is active).

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Torque Recovery Rate

Used to specify how fast the torque is reintroduced once slip is no longer greater than the Target Slip.

RPM Lockout
Traction Control will be disabled when the Engine Speed is below this value.

TPS Low Lockout

Traction Control will be disabled when the Throttle Position is below this value.

Speed Lockout
Traction Control will be disabled when the Driven Wheel Speed is below this value.
Note: If Speed Lockout is set too low, Traction Control will activate during launches or possibly even in the pits during tight turns.

Active Tables
Selects the number of Slip Threshold Tables used and whether or not an overlay table is present. When two tables are selected the Table 2 Activation setting will
become visible.

Table 2 Activation
Used to select the input that switches between Slip Threshold Table 1 and Slip Threshold Table 2.

Proportional Gain, Derivative Gain

The gains used in the closed loop slip target PD algorithm. It is essential that these gains are set correctly for Traction Control to perform well. If these gains are
incorrectly set the most likely effect will be a cycling of torque reduction, power, torque reduction etc. These gains require careful tuning and some knowledge of PD
control to set correctly. Use logging of Slip and a repeatable situation to help tune these gains.

Refer HERE for more information on PID control.

Slip Threshold Table, Slip Threshold Table 2

Used to set the maximum Slip that can occur before before Traction Control will activate. After Traction Control is active torque is controlled via the Torque
Management function target the specified Slip, the PID values are used to constantly generate torque reduction values which are fed into Torque Management to try
and maintain the target slip. This means the values in these tables are both a threshold and a target.
Typical Slip Threshold values would range from 3% (almost no slip) to 10% (significant slip, enough to cause the vehicle to slide). Typically lower Slip Thresholds are
used at higher speeds (i.e. in higher gears).

Overlay Table
Used to add an extra dimension of control to the Slip Threshold Tables. The value in this table is applied to the active Slip Threshold Table value as a percentage
multiplier.
Example: value of 50% in the Slip Threshold Table and a value of 3% in the overlay table comes out as 50 * (1 + 3/100) = 51.5% Slip allowed

G4X and G5 ECU Tuning Functions > Idle Speed Control

Idle Speed Control
Idle Speed Control (ISC) is required to provide a stable idle speed as engine operating conditions change and extra loads are applied or removed. Without idle speed
control, an engine will idle too slowly when cold or too fast when hot, often the cold idle speed will be so low that the engine stalls. Likewise, extra loads (such as air
conditioning compressors switching on) will decrease the idle speed and may cause the idle to become unstable.

The ISC system regulates the engine idle speed by adjusting the amount of air which is by-passed around the throttle or by holding the throttle slightly open in the case
that an ethrottle is used. Idle speed control can be achieved using a solenoid valve (two or three wire), a stepper motor actuated valve (four terminal or six terminal) or
Electronic Throttle Control.

A description of each mode and it's requirements is provided in the Idle Actuator page.

Idle speed can be controlled using Open Loop or Closed Loop and Idle Ignition Control is also available for advanced users as additional control to the open or closed
loop setup.
· Open Loop control simply sets the position of the ISC controller to a base position specified in the Idle Base Position Table.
· Closed Loop control compares the actual engine idle speed with the desired engine speed set in the Idle Target RPM Table and automatically adjusts to correct the
difference between the two.
· Idle Ignition control provides settings to retard and advance the ignition during idle to help smooth the engine speed changes.

Open Loop idle control is sufficient for most applications and is easy to setup, Closed Loop idle control will produce a more stable and repeatable idle but is more
complex and time consuming to setup. In both Open Loop and Closed Loop we can compensate engine loads using various corrections that are applied and removed
when loads are applied to or removed from the engine. Closed Loop control also has Idle Up settings that can increase and decrease the target rpm as loads are
applied to and removed from the engine.

More in depth information on the 3 modes is provided in the following pages.

· Open Loop ISC
· Closed Loop ISC
· Idle Ignition Control

Runtime Parameters

· Idle Status: all possible idle status are:

"Active" - it is on closed loop controlling

"OFF" - Idle control not setup or turned off
"OFF: RPM = 0" - Engine not running.
"RPM Target" - The idle speed has reached its current Target RPM (Closed Loop only).

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"Open Loop Mode" - Idle Speed is operating in open loop mode.

"Crank % DC" - This indicates that the idle solenoid/stepper or E-Throttle is in its crank position.
"Hold - Throttle Open" - The throttle is open past the AP/TP Lockout position. Idle control is not active.
"Hold - RPM Lockout" - Closed loop control is disabled as RPM is greater than the RPM Lockout value.
"Hold - Speed" - Vehicle speed is greater than Speed Lockout. Idle control is not active.
"Dashpot Hold Time" - Idle Speed is now in Dashpot hold time stage
"Dashpot Decay Time" - Idle Speed is now in Dashpot decay time stage

· Idle Target:
Current Idle Speed Target.

· Idle Position:
Current Idle Speed Position which can be % Duty, Steps or % of E-Throttle Position.

· Idle Target Error:

Current target error which is the difference between the current Idle Target and engine speed.

· Idle Ign Angle

Current Ignition Angle in Idle

G4X and G5 ECU Tuning Functions > Idle Speed Control > Open Loop ISC
Open Loop ISC
Open Loop Idle Speed Control provides a simple means of regulating idle speed. This mode of Idle Speed Control allows the tuner to set the Idle Speed Controllers
position based on one or more engine parameters such as coolant temperature. While the Idle Base Position table only allows for control based on up to two
parameters (one per axis), additional compensations can also be applied for loads that may become active at idle such as A/C compressors or engine fans.

Idle Base Position Table

This table allows the user to specify what the base idle position will based on up to two parameters. By default the table is created with one axis and uses ECT as the
parameter on that axis but this can be customised through the right click -> Axis Setup option or the shortcut key 'X'.
The value in the table is the percentage of how open the ISC actuator is from 0% to 100%. When using an E-Throttle you would normally only use a very small portion
of this range as it represents the full throttle plate movement range.
Values higher than the Max Clamp and lower than the Min Clamp can be entered into the table but the actuator will still be clamped between these values.
The various offsets listed in Idle Correction Settings will add to this base position giving the final position of the actuator.

Open Loop ISC Setup Procedure:

The following checks should be made before attempting to setup the idle control system:

· Ensure the idle control valve/stepper/E-Throttle is correctly plumbed and wired to an auxiliary output/s (note that some actuator types require specific output
pins). If using Electronic Throttle control ensure that this is properly configured.
· Ensure that the Actuator's settings have been setup correctly.
· Adjust the value in the Idle Base Position Table for the current engine coolant temperature, Changing the value should result in a change in engine speed,
increasing the value should increase engine speed and vice versa. The idle actuator should be able to adjust engine speed from at least 300 RPM above
and below the desired idle speed at all engine temperatures. Note that when using Ethrottle a very small change in throttle position will result in a large
variation in engine speed.

The following procedure provides a general method for setting up open loop idle speed control. This procedure assumes that an Idle solenoid or stepper has been
correctly wired and configured and that the engine in its final state of tune.

1. Ensure Fuel Warm-up Enrichment has been tuned.

2. Set Idle Speed Mode to Open Loop.
3. Set all idle offsets to 0 (Engine Fan Offset, Initial Engine Fan Offset, Power Steer Offset, Gear/Drive Offset, Dashpot Offset and AC Offset Table).
4. Set the Min and Max Clamps to appropriate values for the actuator type.
5. Ensure the Idle Base Position Table axes are set up appropriately (We recommend using ECT on one of them).
6. Starting with a cold engine, start the engine.
7. As the engine warms up, adjust each cell in the Idle Base Position Table to achieve the required idle speed. Note that it may be necessary to adjust the
Max Clamp and Min Clamp values during this procedure.
8. Fill in the cells above and below the engine coolant temperature operating range with suitable values.
9. With the engine at normal running temperature, individually switch on any loads that may be connected and adjust the appropriate Offset Adjustments to
achieve the required idle speed with the load active.
10. Set the various Hold and Decay Time settings as appropriate to ensure the idle remains stable as these loads are switched on and off.
11. Set the Min Clamp value as follows:
· ISC Stepper - Set Min Clamp to the lowest value in the Idle Base Position Table less the sum of all Idle Up Adjustments. eg if the lowest table value is 40
and there are two idle up adjustments used with values of 2 and 6, then set Min Clamp to 40 - 8 = 32.
· ISC Solenoid - Set Min Clamp to the lowest value in the Idle Base Position Table .
· Electronic Throttle - Set the Min Clamp to the lowest value in the Idle Base Position Table .
12. Set the Max Clamp value as follows:
· ISC Stepper - Set Max Clamp to the highest value in the Idle Base Position Table .
· ISC Solenoid - Set Max Clamp to the highest value in the Idle Base Position Table plus the sum of all Idle Up Adjustments. eg if the highest table value is
79 and there are three idle up adjustments used with values of 3, 9 and 5 then set Max Clamp to 79 + 3 + 9 + 5 = 96.
· Electronic Throttle - Set the Max Clamp to the highest value in the Idle Base Position Table
13. Set the various idle Lockouts as appropriate to achieve smooth transitions into and out of idle with minimal undershoot and fast response.

Note: In open loop ISC modes the Idle RPM table has no affect on the control of the idle solenoid/stepper/e-throttle and is only visible when using Idle Ignition Control.

Click HERE to return to the Idle Speed Control Page

G4X and G5 ECU Tuning Functions > Idle Speed Control > Closed Loop ISC
Closed Loop ISC
Warning: This function is for experienced tuners only and requires knowledge of closed loop control systems.

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Closed Loop Idle Speed Control provides a more complex idle control system that when correctly setup produces a very stable and repeatable idle speed control.
Closed Loop ISC continuously looks at the current engine speed and compares it with the desired idle speed (Idle Target) so that adjustments can automatically be
made. Closed Loop ISC control requires that all lockout conditions are met before it will automatically adjust idle speed.

Idle Base Position Table

This table allows the user to specify what the base idle position will based on up to two parameters. By default the table is created with one axis and uses ECT as the
parameter on that axis but this can be customised through the right click -> Axis Setup option or the shortcut key 'X'.
The value in the table is the percentage of how open the ISC actuator is from 0% to 100%. When using an E-Throttle you would normally only use a very small portion
of this range as it represents the full throttle plate movement range.
Values higher than the Max Clamp and lower than the Min Clamp can be entered into the table but the actuator will still be clamped between these values.
The various offsets listed in Idle Correction Settings will add to this base position giving the final position of the actuator before the closed loop corrections are added.

Idle Target RPM Position Table

This table sets the target (desired) idle RPM for a given engine state, the table has two axes and is customisable using the normal right click -> Axis Setup option or the
shortcut key 'X'.

Closed Loop Specific Corrections

These corrections are specific only to Closed Loop idle speed control.
· Deadband - the rpm range around the target rpm in which the idle is considered to be on target. This zone spans 1/2 the Deadband value in either direction of the
rpm target value.
· Integral Gain - Gain with respect to the accumulated offset between actual value and target value, this is the gain that corrects the idle speed when it varies from the
target.

Closed Loop ISC Control Setup Procedure

The following checks should be made before attempting to setup the idle control system:

· Ensure the idle control valve/stepper/E-Throttle is correctly plumbed and wired to an auxiliary output/s (note that some actuator types require specific output
pins). If using Electronic Throttle control ensure that this is properly configured.
· Ensure that the Actuator's settings have been setup correctly.
· Adjust the value in the Idle Base Position Table for the current engine coolant temperature, Changing the value should result in a change in engine speed,
increasing the value should increase engine speed and vice versa. The idle actuator should be able to adjust engine speed from at least 300 RPM above
and below the desired idle speed at all engine temperatures. Note that when using Ethrottle a very small change in throttle position will result in a large
variation in engine speed.

Testing has proved that a very reliable idle control can be achieved by applying closed loop compensation to a correctly setup Open Loop Idle Speed Controller.

The following procedure describes the recommended method of configuring closed loop idle control

1. Perform the Open Loop ISC Control Setup Procedure first (DO NOT skip this step!)
2. Set Idle Speed Mode to Closed Loop.
3. Set all Idle Up values to zero (Engine Fan Idle Up, Power Steer Idle Up and Gear/Drive Idle Up).
4. Set Integral Gain to 1.
5. Locate the Idle Position and Idle Target runtime values under the Aux Functions tab (R or F12).
6. Enter the desired idle target RPM values in the Idle RPM Table.
7. Starting with a cold engine, start the engine.
8. As engine coolant temperature increases, for each cell in the Idle Base Position Table:
· Allow idle RPM to stabilise at that temperature.
· Read the Idle Position runtime value. This is the position the closed loop system has determined is required to achieve the target idle RPM.
· Enter the value back into the appropriate cell in the Idle Base Position Table.
9. Fill in the cells in the Idle Base Position Table above and below the engine coolant temperature operating range with suitable values.
10. OK, at this stage the basic Closed Loop ISC setup has been completed. It is now time to tune the closed loop system for optimum response to changes in
engine load.
11. Tune Integral Gain to obtain the best response. A good test is how well the engine returns to idle after a free rev

Other Hints for Idle Control Setup

· When using an ISC Stepper Motor, start with lower numbers in the Idle Base Position Table (eg 50) rather than higher numbers. That will prevent the stepper
motor from winding out too far during reset and bottoming out (bottom out causes loss of a known position). This will cause a higher idle RPM, but ensure
that the stepper is in a known position while setting up idle speed control. Also set up in open loop mode first.
· When using an ISC Stepper Motor, it may be necessary to cycle the key a few times before a consistent stepper position is found.
· Keep ignition values similar around the low RPM/load cells. Ignition timing has a significant effect on idle speed and having large changes between ignition
cells can cause an oscillating (hunting) closed loop idle. Ignition timing can also be used to obtain a higher/lower idle RPM if required.

Click HERE to return to the Idle Speed Control Page

G4X and G5 ECU Tuning Functions > Idle Speed Control > Idle Ignition Control
Idle Ignition Control
Warning: This function is for experienced tuners only and requires knowledge of closed loop control systems.

Idle Ignition Control provides a means of controlling Idle Speed using ignition timing adjustment, it works best in conjunction with Closed Loop idle Speed Control.

The following settings are available for configuring Idle Ignition Control:

· Target Mode:
Used to set whether the Ignition Idle Target is a single value or is interpolated from a 2D table.

· Ignition Idle Target:

Amount of ignition angle which the control will start from, this setting can be a single value or a 2D table depending on the Target Mode setting.
Using a 2D table for the target can be useful when different target values are needed when the engine is hot than when it is cold.

· Ignition Control
Turns the Ignition Control function ON or OFF.

· Ignition Max Clamp:

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Maximum amount value allowed in ignition angle

· Ignition Min Clamp:

Minimum amount value allowed in ignition angle

· Proportional Gain:
Gain with respect to the difference between actual value and target value

· Derivative Gain:
Gain with respect to the change in difference between actual value and target value.

It is also necessary setup all of the regular Idle Speed settings as specified in Open Loop ISC or Closed Loop ISC.

Idle Ignition Control uses the same Lockouts as Open and Closed Loop ISC.
G4X and G5 ECU Tuning Functions > Idle Speed Control > Idle Actuator Type
Idle Actuator Type
Four basic idle actuator types are supported by Link ECU's, these are 2 wire Solenoids, 4&6 terminal Stepper Motors, Ethrottle and 3 wire Solenoids. Each actuator
type has it's own requirements and settings as outlined below.

2 Wire Solenoid
Solenoid Idle Speed Actuators work by using a PWM Signal with a varying Duty cycle which controls how open the solenoid is. Idle Solenoids come in two common
types, 2 wire and 3 wire with 2 wire solenoids requiring a power feed and one auxiliary output and 3 wire requiring a power feed and two auxiliary outputs, this mode
supports the type that only uses one auxiliary output. Some idle solenoid actuators aren't designed to be driven to the ends of their travel and the Min and Max Clamps
when set properly can help prevent issues arising from this. The ISC Override settings in Antilag can set the actuator position outside of the min/max clamp range so
be aware of this when setting it up.

· Output - The Auxiliary output to be used for opening the idle speed solenoid.
· PWM Frequency - The frequency at which the idle solenoid will be controlled, a typical value would be 200Hz
· Voltage Compensation - When turned on the Duty Cycle of the Auxiliary is adjusted based on how far the battery voltage is from 14V (while still being clamped
between the min and max). This means that the actual position of the solenoid should be more consistent with the desired position over variations in the vehicle
voltage.

Stepper
A Stepper Idle Actuator requires 4 Auxiliary outputs to control a stepper motor that opens and closes the idle speed valve. On Link ECU's the 4 Auxiliary outputs used
must be Aux5-8. Stepper motors usually come in two different types, Unipolar usually identified by having 6 wires and Bipolar which is usually identified by having only
4 wires. Unipolar stepper motors require a power feed and the Auxiliary outputs controlling it only need to pull to ground. Bipolar stepper motors don't require a power
feed as the Auxiliary outputs controlling it pull both to ground and to 12V.
Idle stepper motors need to reset either on ecu start up or ecu power off so that they are in a known position when the ecu starts controlling them, this can require ECU
Hold Power to be set up if the stepper is being reset on power off.
Unipolar (6 wire) stepper motors can force the ecu to stay powered on after the normal ecu power supply is turned off if wired wrong, the power supply to the stepper
motor can backfeed through the auxiliary outputs and power the ecu. This means that when wiring up a stepper motor care needs to be taken to ensure that the
stepper power must be taken from the same power source as the ECU (e.g. the ECU Hold Power Relay).
The ISC Override settings in Antilag can set the actuator position outside of the min/max clamp range so be aware of this when setting it up.

· Stepper Motor Type - This setting allows the user to select the type of stepper motor being used, the reverse types simply treat the opposite direction as open and so
are to be used if you find the stepper is being driven in the wrong direction. Swapping Aux 5&6 around or swapping Aux 7&8 around will also change the direction of
the motor, do not swap both.
· Stepper Motor Steps - The number of steps the stepper motor has over it's range of operation, this value determines what 50% or any other percentage of open
means.
· Stepper Reset - This setting determines when the stepper motor resets it's position, at Key-On, Key-Off (requires ECU Hold Power to be set up) and Key-On Fuel
Lockout which prevents fuel from being injected and ignition from occurring until the stepper motor is in position to start (the one exception to this is that pre crank
fuel will still be injected but without ignition this will not fire the motor). Some cars have enough flow through their stepper idle control to hold the engine at a
significant engine speed and Key-On Fuel Lockout can be used to prevent a surge in engine speed when the car starts before the stepper motor is in the correct
position.
· Stepper Hold Duty Cycle - This setting controls the Duty Cycle used to hold the stepper motor in position when it is not moving. A lower Duty Cycle when stationary
can help prevent overheating of the stepper motor, a typical value would be 20-30%.

Ethrottle
One of the many bonuses of using an Ethrottle is that it doesn't require a separate idle speed actuator, the throttle plate is simply held slightly open when idle
conditions are met.
When using an Ethrottle as the idle actuator the position of the throttle is controlled by a combination of the idle position and Ethrottle position in such a way that the
throttle responds immediately to pedal input while in idle and there is a smooth transition between the idle target and accelerator pedal target as the pedal position is
increased up until a short distance past the idle target position where the throttle position becomes solely dependant on the EThrottle target table. This is done to
ensure a smooth and responsive entry and exit from idle speed control without incurring undershoot of throttle position.
The use of an Ethrottle idle actuator also means that you have the ability to flow a lot more air through your idle actuator than other forms and so the Min&Max Clamp,
Base Position Table and various offset values need to be much lower than they would for a solenoid or stepper actuator. We typically recommend a Max Clamp of 10%
or less to ensure that the engine isn't inadvertently revved too high under idle conditions.
Note that the ISC Override settings in Antilag can set the actuator position outside of the min/max clamp range so be aware of this when setting it up.
Note that when using Ethrottle for idle control a very small change in throttle position will result in a large variation in engine speed.

3 Wire Solenoid
Solenoid Idle Speed Actuators work by using a PWM Signal with a varying Duty cycle which controls how open the solenoid is. Idle Solenoids come in two common
types, 2 wire and 3 wire with 2 wire solenoids requiring a power feed and one auxiliary output and 3 wire requiring a power feed and two auxiliary outputs, this mode
supports the type that only uses two auxiliary outputs. Some idle solenoid actuators aren't designed to be driven to the ends of their travel and the Min and Max Clamps
when set properly can help prevent issues arising from this. The ISC Override settings in Antilag can set the actuator position outside of the min/max clamp range so
be aware of this when setting it up.

· Output - The pair of Auxiliary outputs to be used for opening the idle speed solenoid.
· PWM Frequency - The frequency at which the idle solenoid will be controlled, a typical value would be 200Hz

G4X and G5 ECU Tuning Functions > Idle Speed Control > Idle Correction Settings
Idle Correction Settings
Note: Idle offsets and idle up values are not applied cumulatively, the largest offset and the largest idle up that are currently active are applied.

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Start-up Corrections
When the engine is started it is often useful to hold the idle slightly higher for a short period of time, this functionality is controlled by these 3 settings:
· Startup Offset Table - Specifies the amount of offset to add to the idle actuator base position during an engine start.
· Startup Hold Time - How long in seconds the start-up idle offset correction is applied following the ecu first seeing engine speed before it starts to decay.
· Startup decay time - The length of time over which the start-up offset will be smoothly removed from the base position until it is completely removed.

Idle Startup Offset

Engine Fan Corrections

An engine fan turning on can add a noticeable load to an engine that is idling and so it is often preferable to increase the amount of air provided to the engine through
the idle actuator when this occurs. Engine fan electrical load usually has a higher initial load while the fan is accelerated from stopped up to speed and a lower draw on
the system once it is running at a constant speed, as a result a different initial offset is provided as well as an ongoing offset.
· Engine Fan Offset - Specifies the amount of offset to add to the idle actuator base position while an engine fan is on.
· Engine Fan Initial Offset - Specifies the amount offset to add to the idle actuator position when an engine fan is first turned on. Note that the Engine Fan Offset will
also be applied when an engine fan first turns on and so this setting is in addition to that.
· Initial Engine Fan Time - How long in seconds the Engine Fan Initial Offset will be applied for.
· Engine Fan Idle Up - Specifies how much to increase the RPM target by while an engine fan is on. Only used in Closed Loop Idle Speed Control.

Idle Fan offset

Power Steer Corrections

Turning the wheels in a vehicle with power steering adds a noticeable load to an idling engine and so it is often preferable to increase the amount of air provided to the
engine through the idle actuator when this occurs.
· Power Steer Offset - Specifies the amount of offset to add to the idle actuator base position while the Power Steer Switch is active.
· Power Steer Idle Up - Specifies how much to increase the RPM target by while the Power Steer Switch is active. Only used in Closed Loop Idle Speed Control.

Gear/Drive Corrections
Being in Gear or in Drive can add extra load to an engine causing a noticeable dip in the idle speed and so it is often preferable to increase the amount of air provided
to the engine through the idle actuator when this occurs.
· Gear/Drive Offset - Specifies the amount of offset to add to the idle actuator base position while the Neutral/Park Switch is inactive.
· Gear/Drive Idle Up - Specifies how much to increase the RPM target by while the Neutral/Park Switch is inactive. Only used in Closed Loop Idle Speed Control.

Dashpot Corrections
Dashpot is a term for a mechanical damping device. The Dashpot settings in Link ECU's allow a configurable software based damping of the Idle Speed Control to help
ensure entry into idle is smooth and controlled. The Dashpot is activated upon entry into idle speed control after having been locked out.
· Dashpot Offset - Specifies the amount of offset to add to the idle actuator base position while the Dashpot is active.
· Dashpot Hold Time - How long in seconds the Dashpot Offset will be applied for before it starts to decay
· Dashpot Decay Time - The length of time over which the Dashpot Offset will be smoothly removed until it is completely removed.

Idle Dashpot

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GP Idle Corrections
In some cases an engine load is switched manually by the driver or an external system, GP Idle corrections enable an idle up and offset to be applied when a DI pin
becomes active providing better control of the idle speed.
· GP Idle Source - Specifies the input pin being used to control the GP Idle Offset and GP Idle Up.
· GP Idle Offset - Specifies the amount of offset to add to the idle actuator base position while the GP Idle DI is active.
· GP Idle Up - Specifies how much to increase the RPM target by while the GP Idle DI is active. Only used in Closed Loop Idle Speed Control.

Min and Max Clamp

It is often desirable to artificially limit the idle speed actuators range to prevent excessive engine speed or stalling. Some Solenoid type valves don't like being set to the
far end of their ranges and so these clamp settings can also help prevent issues arising from this.
· Max Clamp - Specifies the maximum percentage opening that the idle actuator can be set to by the idle speed control functionality. Idle actuator positions higher than
the Max Clamp can be set by the antilag isc override functionality and in the event that the idle speed actuator is an ethrottle the Max Clamp can be overridden by
the accelerator pedal when idle speed is inactive (in lockout).
· Min Clamp - Specifies the minimum percentage opening that the idle actuator can be set to by the idle speed control functionality. Idle actuator positions lower than
the Min Clamp can be set by the antilag isc override functionality and in the event that the idle speed actuator is an ethrottle the Min Clamp can be overridden by the
accelerator pedal when idle speed is inactive (in lockout).

AC Correction
Turning the AC Clutch on adds load to the engine which can result in a noticeable dip in the idle speed and so it is often preferable to increase the amount of air
provided to the engine through the idle actuator when this occurs.
· AC Offset Table - Specifies the amount of offset to add to the idle actuator base position while the AC Request Switch is active. This is done on the AC Request
switch rather than the AC Clutch output as it gives the idle time to ramp up before the AC Clutch kicks in (AC Output has Clutch Delay setting) and because in the
majority of cases the AC Clutch will be active at idle when requested.
· AC Idle Up - Specifies how much to increase the RPM target by while the AC Request is active. Only used in Closed Loop Idle Speed Control.

refer to Closed Loop ISC for information on the Deadband and Integral Gain settings.

G4X and G5 ECU Tuning Functions > Idle Speed Control > Idle Lockouts
Idle Lockouts
If any of the lockout conditions are true, the idle speed control will be disabled.

Speed Lockout
Disabling the idle speed control while moving can help prevent idle speed undershoot when coming to a complete stop as it allows a more aggressive idle speed
control setup without affecting driveability.
· Speed Lockout Source - Can be set to OFF, Driven Wheel Speed, Driving Wheel Speed, In Driving Gear or GPS Speed. Controls whether or not speed lockout is
applied and if it is it controls what speed source is used for the comparison.
· Speed Lockout - Specifies the maximum speed at which idle speed control will be applied, if the vehicle speed is greater than the lockout value idle speed control is
turned off.

In Driving Gear option causes ISC to be locked out when the In Driving Gear RTS is active, this allows a speed lockout without a speed input but it does require a gear
input such as an analog position sensor from a sequential gearbox.

APS/TPS Lockout
This setting enables control of the point at which idle speed control turns on and off when going on and off the accelerator. The value is compared against APS (Main)
when Actuator Type is set to Ethrottle and is compared against TPS (Main) when it is not. The lockout is applied (Idle control turned off) when the applicable position
sensor is greater than the value set.

RPM Lockout
This setting enables control of the point at which idle speed control turns off as the engine speed increases and back on as it decreases. When in closed loop mode or
when using idle ignition control the value specified is added to the rpm target to get the lockout value and when in open loop with no ignition control the value specified
is used directly as the lockout value. The lockout is applied (Idle control turned off) when the engine speed is greater than the lockout value.

MAP Lockout
This setting enables control of the point at which idle speed control turns on and off as the MAP value changes, this setting is particularly useful on vehicles without a
proper tps sensor. The lockout is applied (Idle control turned off) when the MAP is greater than the value set.
G4X and G5 ECU Tuning Functions > Electronic Throttle Control
Electronic Throttle Control
Note: Monsoon and Storm ECUs can control an EThrottle using an external controller, Xtreme and Fury ECUs can control an EThrottle with either the internal
controller or an external controller. Information on the Link controllers can be found here.

The Electronic Throttle Control (E-Throttle) Function provides the user with total control of an electronically actuated throttle plate. The system includes multiple 3D
tables to allow for multiple switchable setups, Diagnostics and failure detection to ensure safety, auto calibration functionality for both the throttle position and
accelerator position, Idle Speed Control integration, Anti-Lag integration and more.

The G4X and G5 E-Throttle system is designed to work with the majority of factory throttle actuators as well as a variety of aftermarket electronic throttle actuators and
position sensors. Up to three 3D tables are provided to allow the tuner to customize the actual throttle opening based on driver accelerator position, engine speed or a
variety of other variables and to switch between different setups at will.

Safety is the most important requirement of Electronic Throttle Control, the ECU utilises a dual redundancy system (two throttle position sensors and two accelerator
position sensors) to ensure the throttle plate is under control at all times. The system is continually monitored for potential faults, and on detection of any faults the
system will be shut down.

WARNING: Electronic Throttle Control is an advanced feature and should only be used by an experienced installer and tuner. DO NOT attempt to configure any part of
the Electronic Throttle Control system if you are at all unsure or do not have sufficient experience to do so.

WARNING: Every effort has been made to ensure that the Electronic Throttle Control system is reliable and safe. However, incorrect installation, wiring and setup can
cause unexpected throttle operation. If at any stage you are unsure, immediately contact your Link dealer for advice. Link provides Electronic Throttle Control

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functionality 'as is' and accepts no responsibility for the use of Electronic Throttle Control or any consequential damage that may directly or indirectly arise from the use
of Electronic Throttle Control.

WARNING: The electronic throttle mode 'Setup Mode' is provided only for configuring the system with the engine not running - all safety features are disabled. The
vehicle MUST NOT be driven in 'Setup Mode' mode.

Requirements
The following hardware is required for a working Electronic Throttle Control installation:
1. An ECU supporting E-Throttle (either internally or with external controller).
2. An electronic throttle actuator, the actuator must be driven by a DC motor and must be able to be driven over the entire range of throttle plate movement. Note that
some actuators only allow the throttle plate to be driven closed (i.e. for traction control).
3. A dual throttle plate position sensor (TPS). This sensor should be 5V supplied with two differently spanned output signals.
4. A dual accelerator pedal position sensor (APS). This sensor should be 5V supplied with two differently spanned output signals.
5. An isolating relay to disconnect the Aux 9/10 supply voltage.

It is absolutely essential that all Electronic Throttle Control wiring is as per the wiring and installation manual diagrams. All sensors must be grounded correctly to the
ECUs sensor ground and an ECU controlled isolating relay installed. Note that most factory vehicles will be wired in a similar manner. DO NOT power the ECUs Aux
9/10 (when using the Aux 9/10 H-Bridge) power supply pin (or external controller) until the ECU has been configured for Electronic Throttle Control operation and the
same goes for the power pin on external H-Bridges. Doing so may result in the throttle plate being driven hard open or closed which may damage the throttle actuator
motor or blow fuses.

Setup
The following topics provide details on the use of Electronic Throttle Control:
· EThrottle First Time Setup
· EThrottle APS Setup
· EThrottle TPS Setup
· Electronic Throttle Control Safety Features

The status of the electronic throttle system can be viewed on the E-Throttle tab of the Runtime Values window (F12 key).
G4X and G5 ECU Tuning Functions > Electronic Throttle Control > E-Throttle First Time Setup
E-Throttle First Time Setup
The following procedure outlines the essential steps that must be performed for a working Electronic Throttle Control installation.

WARNING: Electronic Throttle Control is an advanced feature and should only be used by an experienced installer and tuner. DO NOT attempt to configure any part of
the Electronic Throttle Control system if you are at all unsure or do not have sufficient experience to do so.

At any time, faults or problems will be displayed as ECU fault codes. These will appear in the top status bar in PCLink and also in the ECU Status runtime values. As
these fault codes are permanently stored, the clear fault codes procedure must be followed after each fault code has been dealt with. Click HERE for information on
clearing ECU fault codes.

1. Wiring - All Electronic Throttle Control hardware must be correctly installed and wired as per the diagrams found in the ECUs Wiring and Installation Manual.
2. Before Power Up - Remove the Electronic Throttle power supply isolating relay (or external controller power supply) before first powering up the new installation to
prevent any chance of power being unexpectedly applied to the actuator.
3. Enable Electronic Throttle Control - In PCLink, set the Electronic Throttle Control Mode to 'Setup Mode'.
4. Set PWM Output and E-Throttle Relay to the outputs that they have been wired up to
5. Setup the rest of the E-Throttle Setup window including setting appropriate DC clamp values.
6. Setup the Target Table - The target table should be configured to give the desired throttle plate vs accelerator position movement.
7. In the Accelerator Position Sensor window set the APS (Main) and APS (Sub) Source settings
8. Set the rest of the APS settings and calibrate it either manually or using the APS Calibration function.
9. In the Throttle Position Sensor window set the TPS (Main) and TPS (Sub) Source settings
10. Set the rest of the TPS settings, at this point the TPS can be calibrated manually, to calibrate it using the automatic TPS Calibration function a few more steps will
need to be done first.
11. Connect Power - Install the isolating relay (connect power to the external controller). Watch and listen in case the throttle plate snaps open unexpectedly.
12. At this point the TPS Calibration function can be used, first ensure the throttle body is clear of any objects. If the calibration states that the H Bridge Polarity is
reversed this can be rectified by changing the Active State of the first Aux that is being used for the PWM Output (Aux 9 when using Aux9/10).
13. Setup the Control Algorithm - Tune the throttle plate control algorithm if required.
14. Test Electronic Throttle Control - In PCLink, set the E-throttle Mode to ON. Clear ECU Fault Codes and check no fault codes return and that the throttle plate is
being controlled correctly.

WARNING: The electronic throttle mode 'Setup Mode' is provided only for configuring the system with the engine not running - all safety features are disabled. The
vehicle MUST NOT be driven in 'Setup Mode'.

Most Settings can only be configured when E-Throttle mode is set to Setup Mode or Disabled mode.

E-Throttle Mode
· OFF - Electronic Throttle Control is turned off.
· ON - Electronic Throttle Control is turned on and has all safety features enabled.
· Setup Mode - Electronic Throttle Control is turned on and has all safety features disabled. This Mode must only be used for configuring the System, the vehicle
MUST NOT be driven in this mode.
· Disabled - Electronic Throttle Control is turned off but the tables remain allocated and all settings remain visible.

PWM Output
Allows the user to select which pair of output pins will be used to control the E-Throttle motor, Aux1/2 & Aux3/4 require an External E-Throttle Controller whereas
Aux9/10 has a built in controller and can be connected directly to the E-Throttle motor.
The Active State of the first Auxiliary in the selected pair can be used to change the direction that the H-Bridge drives the E-Throttle.

E-Throttle Relay 1 (Or 2)

Allows the user to select which output pin will control the E-Throttle Power Relay. The E-Throttle power relay controls whether or not power is supplied to the E-Throttle
controller and so is an essential part of the built-in safety features. Refer to Generic Internal E-Throttle Wiring for an example of the E-Throttle Relay wiring. External
E-Throttle Controllers often have a built-in Relay in which case the E-Throttle Relay output pin should be connected to the appropriate pin on the controller.

For Toyota and Lexus E-throttle systems that have a clutch in the throttle body, wire the clutch ground to an Auxiliary Output and either set the 'E-throttle Relay' to that
auxiliary output or set the output Test (PWM) on and set the frequency to 250 Hz.

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PWM Frequency
Allows the user to set the frequency of the PWM Output Signals, typically a value of 500Hz-1kHz is appropriate. If using an external E-Throttle Controller the frequency
will be determined by that controller not the ECU and so this setting will have no effect.

Active Tables
Sets the number of target tables used.
Note: This setting is only visible on E-Throttle 1 but affects E-Throttle 2 as well.

Table2 Activation & Table3 Activation

Sets the activation methods for the 2nd and 3rd E-Throttle target tables, if both are active the 3rd target table will be used.
Note: These settings are only visible on E-Throttle 1 but affect E-Throttle 2 as well.

Proportional Gain
Gain with respect to the difference between actual value and target value. (Typically around 7.00, must be checked).

Integral Gain
Gain with respect to the accumulated offset between actual value and target value. (Typically around 0.145, must be checked).

Derivative Gain
Gain with respect to the change in difference between actual value and target value. (Typically around 25.00, must be checked).

Max Clamp
Maximum % duty cycle that will be applied to the motor driver. (Typically around 90%, must be checked).

Min Clamp
Minimum % duty cycle that will be applied to the motor driver. (Typically around -90%, must be checked.

When Stalled
· Run Throttle - Throttle is controlled as per normal when engine speed is 0rpm.
· Quiet Throttle - Throttle Control will not operate when engine speed is 0rpm.

Note: This setting is only visible on E-Throttle 1 but affects E-Throttle 2 as well.

Fault Delay
Allows the user to set how long a fault condition must be active for before a fault occurs. The default value is 1s.

Note: This setting is only visible on E-Throttle 1 but affects E-Throttle 2 as well.

Target Table
This setting is only available on E-Throttle 2.
· E-Throttle 1 Target - E-Throttle 2 uses the same target tables as E-Throttle 1
· E-Throttle 2 Target - E-Throttle 2 has its own set of target tables (the same number as specified in the E-Throttle 1 Active Tables setting and uses the same Table
Activation inputs as E-Throttle 1.

Note: No throttle trims are applied to E-Throttle 2 Target when using the E-Throttle Target 2 Table (Idle, Gearshift, Torque Management, Cruise Control etc won't affect
the E-Throttle 2 position).

E-Throttle X Feed Forward Table

This table is used to apply a feed-forward duty cycle to the E-Throttle PID loop based on the Target position. It can help improve response around the sprung point on
standard E-Throttles and can massively improve response in more custom setups with more aggressive return springs. To set it up move the throttle to various
positions to see how much duty cycle it needs to maintain that position and then adjust the table axis and enter the appropriate values before testing operation again.
Note that operation while the engine is running will be different than while the engine is stopped due to the different battery voltage.

E-Throttle Target Table

The E-Throttle Target Table provides a means by which the amount of throttle can be set.

One axis on the E-Throttle Target Table would typically be set to AP(Main), usually the Y axis. The other axis is typically set to Engine Speed but could be any
relevant parameter.

The value entered into the table represents the target position for the throttle plate. Numbers can range from 0% (fully closed) to 100% (fully open).

It is recommended on initial setup to set the table for a 1 to 1 ratio and adjust the targets as desired once the PID control has been tuned. More advanced tables can be
generated to provide more or less throttle plate to accelerator position ratios, for example, a race situation may see high target numbers at areas of low accelerator
position whereas a road application may have less throttle opening than the actual accelerator position to improve economy.

The following table gives an example of a typical full throttle table setup:
Notice some of the key features:
· It is recommended to use a 0% throttle target value at 0% APS when using E-Throttle idle control as the G4X and G5 idle software is set up to provide a smooth
and responsive entry and exit from idle which means any E-Throttle target greater than 0 will increase the actual idle position.
· A column of low throttle angles at 7200RPM to help limit the engine speed. (You may not want this in turbo charged applications as it can create turbo-lag).
· The accelerator to throttle ratio is not 1:1 but has been setup to give the driver greater control of low throttle angles.
Note that the first column of the table being 7000rpm means anything up to and including 7000rpm will use those values and anything between 7000 and 7200 rpm
will be interpolated.

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Example Full Table

E-Throttle Multiple Target Tables

You can setup three different target tables and switch which table is currently active by selecting an appropriate DI/Aux etc and can use GP Outputs to further
customise your switching options.

Application Example
You may want to create two different target tables, each providing a completely different throttle feel.
· Set E-Throttle Target Table 1 up as a "Street" table, this table could potentially limit the maximum throttle angle and provide more precision control over low
throttle angles.
· Set E-Throttle Target Table 2 up as a "Sports" table, this table would allow maximum throttle angle and provide more precision control over large throttle angles.

To implement this:
1. Set Active Tables to 2 Tables.
2. Set Table 2 Activation to the appropriate DI channel connected to the selection switch.
3. Configure E-Throttle Target Table 1 and E-Throttle Target Table 2 as required.
4. Use the switch to toggle between tables.

G4X and G5 ECU Tuning Functions > Electronic Throttle Control > E-Throttle APS Setup
E-Throttle APS Setup
Electronic Throttle typically uses the Accelerator Position Sensor (APS) to determine the drivers requested throttle opening. However, the actual target throttle position
can come from a variety of sources depending on what is used on the axis of the EThrottle Target Table. It is most common to have APS (Main) as one axis on the
target table.

APS (Main) provides the actual drivers request. APS (Sub) is used as redundancy to verify the validity of APS (Main). APS (Main) and APS (Sub) can be driven either
from an external pair of sensors on the drivers throttle control (pedal or lever etc) or can be driven over CAN from an external device. In either case both signals must
be correct and calibrated for error checking to work correctly.

Further information regarding fault detection of these signals can be found in the safety section.
Once wired, view the voltage reading of each channel using PCLink and confirm a voltage is present. Move the accelerator pedal to confirm the voltage output is
changing during movement.

If using CAN Analog inputs to drive APS (Main) and APS (Sub) both the ECU and external device must have their CAN bus drivers configured correctly. It is beyond
the scope of this help to cover CAN configuration of external devices. Contact your Link dealer for further information on configuring the ECUs CAN bus for APS
signals.
Note: When using CAN Analog or Math Block inputs the value is taken directly and so must always be in the 0 to 100 range. If a resolution of 0.1% increments is
desired over CAN then transmit the signal with a 0-1000 range and use a divider value of 10 when setting up the CAN stream. No extra calibration is required when
driving APS signals from CAN or Math Block.

APS Settings:

APS (Main) Source

Allows the user to select the main accelerator position signal source, this includes CAN Analog options.
Most dual APS sensors will have an output voltage that spans the full working range of throttle plate or pedal [Link], on some applications one sensor will
span the full working plate range while the other will ONLY read up to about 70%. APS(Main) MUST be assigned to the signal that changes over the full working range
and the other signal assigned to APS (Sub). Under no conditions should the orientation and these two signals be swapped.

APS (Sub) Source

Allows the user to select the secondary accelerator position signal source, this includes CAN Analog options.

APS Calibration
After correctly setting up analog inputs they must be calibrated such that 0% is no driver demand and 100% is full power demand.
This can be done in one of two ways:
· Automated calibration - EThrottle 1 Mode must be in 'Setup Mode', go to Electronic Throttle->Accelerator Position Sensor, select APS Calibration and follow the on
screen instructions.
· Manual calibration - Manually enter the open and closed sensor signal voltages for the APS (Main) Closed, APS (Main) Open, APS (Sub) Closed and APS (Sub)
Open settings. APS (Sub) 100% also needs to be set appropriately.
The sensor pin voltages can be seen in the Analog Inputs tab of the Runtime Values Window (press F12).

APS (Sub) 100%

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Some Accelerator Position sensors have one signal that stops changing before full travel is reached, these sensors are most often found on Toyota and Lexus engines.
For non linear sensors the APS (sub) 100% value must be set to the APS (Main) value at which the APS (Sub) number stops increasing at (typically around 60-70%).
For linear sensors, which the majority of Accelerator Position Sensors are, this number must be set to 100%.

APS (Main) Closed, APS (Main) Open, APS (Sub) Closed & APS (Sub) Open
These settings have no effect if APS (Main) Source is set to a CAN Analog or Math Block.
These values are automatically set when using the APS Calibration function.

· APS (Main) Closed - The voltage of the APS (Main) input when the throttle pedal has no force on it.
· APS (Main) Open - The voltage of the APS (Main) input when the throttle pedal is in it's maximum throttle position.
· APS (Sub) Closed - The voltage of the APS (Sub) input when the throttle pedal has no force on it.
· APS (Sub) Open - The voltage of the APS (Sub) input when the throttle pedal is in it's maximum throttle position.

Analog Input Fault Settings

Note this only applies to analog inputs (not CAN Analog or Math Block inputs), CAN Analogs will fault if the CAN string containing the CAN analog hasn't been received for a
certain amount of time.
After APS (Main) and APS (Sub) inputs have been wired and tested on their respective analog input channels, fault values must be setup for these channels. A low
voltage and high voltage fault setting is provided for each channel, these settings specify the voltage ranges used to determine a possible fault condition on the analog
channel. Typical values for these settings are:

· Analog X Error Low = 0.1 V

· Analog X Error High = 4.9 V

Note that these settings can have values closer to the working range of the position sensor if required. E.g. if the sensor outputs 1.0 to 4.2 V, Error Low could be up to
0.8V and Error High could be down to 4.4 V.

G4X and G5 ECU Tuning Functions > Electronic Throttle Control > E-Throttle TPS Setup
E-Throttle TPS Setup
Two analog inputs are required for each electronic throttle actuator to measure actual Throttle Plate (TP) position. Using two signals allows the integrity of the signals to
be verified by the ECU. Further information regarding fault detection of these signals can be found in the safety section. TPS (Main) provides the actual throttle plate
position, TPS (Sub) is used as redundancy to verify the validity of TPS (Main).

Note: Electronic Throttle 1 uses TPS (Main) and TPS (Sub), Electronic Thorttle 2 uses TPS 2 (Main) and TPS 2 (Sub). For simplicity only TPS (Main) and TPS (Sub)
are referred to here and the same information can be applied to configuring TPS 2 (Main) and TPS 2 (Sub).

TPS Settings:

TPS (Main) Source

Allows the user to select the main throttle position signal source.
Most dual TPS sensors will have an output voltage that spans the full working range of throttle plate or pedal movement. However, on some applications one sensor
will span the full working plate range while the other will ONLY read up to about 70%. TPS (Main) MUST be assigned to the signal that changes over the full working
range and the other signal assigned to TPS (Sub). Under no conditions should the orientation and these two signals be swapped.

TPS (Sub) Source

Allows the user to select the secondary throttle position signal source.

TPS Calibration
After correctly wiring and configuring the analog inputs they must be calibrated so the ECU can relate input voltage to position (percentage from closed to open).
There are two methods by which the TPS signals can be calibrated:
· Manual Calibration - Type the sensor open and closed voltages into the TPS (Main) Closed, TPS (Main) Open, TPS (Sub) Closed and TPS (Sub) Open settings.
TPS (sub) 100% also needs to be set appropriately.
The sensor pin voltages can be seen in the Analog Inputs tab of the Runtime Values Window (press F12).
· Automatic Calibration - Refer below for more information.

TPS (Sub) 100%

Some Throttle Position sensors have one signal that stops changing before full travel is reached. These sensors are most often found on Toyota and Lexus engines,
for non linear sensors (like these) the TPS (sub) 100% number must be set to the TPS (Main) value at which the TPS (Sub) value stops increasing (typically around 60-
70%).
For linear sensors, which the majority of Throttle Position Sensors are, this number must be set to 100%.

TPS (Main) Closed, TPS (Main) Open, TPS (Sub) Closed & TPS (Sub) Open
These values is automatically set when using the TPS Calibration function.
· TPS (Main) Closed - The voltage of the TPS (Main) input when the throttle plate is held shut.
· TPS (Main) Open - The voltage of the TPS (Main) input when the throttle plate is held fully open.
· TPS (Sub) Closed - The voltage of the TPS (Sub) input when the throttle plate is held shut.
· TPS (Sub) Open - The voltage of the TPS (Sub) input when the throttle plate is held fully open.

Error Value
Allows the user to set the TPS value that will be used should the TPS input enter fault state (Fault State being defined by the Analog input fault settings). This value is
more useful for fuel/ignition tuning than EThrottle tuning as when the TPS signal goes into fault state the EThrottle is immediately shut off which will result in it returning
to its natural resting position.

Analog Input Fault Settings

After TPS (Main) and TPS (Sub) inputs have been wired and tested on their respective analog input channels, fault values must be setup for these channels. A low
voltage and high voltage fault setting is provided for each channel, these settings specify the voltage ranges used to determine a possible fault condition on the analog
channel. Typical values for these settings are:

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· Error Low = 0.1 V

· Error High = 4.9 V

Note that these settings can have values closer to the working range of the position sensor if required. Eg if the sensor outputs 1.0 to 4.2 V, Error Low could be up to
about 0.8V and Error High could be down to about 4.4 V.

Throttle Position Sensor (TPS) Automatic Calibration

This procedure calibrates the TPS (Main) and TPS (Sub) sensors. This procedure uses an automated system where the ECU automatically moves the throttle plate
while monitoring TPS signal levels and there are a number of problems that could occur during this procedure if inputs are not wired or setup correctly. In the event of
an error occurring during the TPS calibration procedure, the ECU will immediately stop the automated test process and an error will be displayed.

To run the automated TPS Calibration:

1. Set the E-Throttle Mode to Setup Mode.
2. Check the E-Throttle PID settings for sensible values.
3. Under the E-Throttle -> Throttle Position Sensor double click the TPS Calibration option (Or ECU Controls Menu, TPS Setup).
4. A message box will come up reminding you to assign TPS (Main) and TPS (Sub) inputs, click 'Ok' to begin.
5. The automated process (detailed further below) will begin. This will complete after approximately 15 seconds. The ECU will attempt to move the throttle plate
over its operating range while measuring position sensor signal values. Should any faults arise, they will be displayed and the calibration process will be halted.
6. Assuming no errors, the Throttle Position Sensors should now be calibrated.
7. Set the E-Throttle Mode to ON once you are happy with the TPS and APS calibrations and the EThrottle PID values.

Automated Throttle Position Sensor Calibration Procedure

This section gives detailed information on the automated TPS calibration procedure. This information should only be required should an error occur during the
automated TPS calibration process.

Notes:
· In the event of a fault condition the ECU will immediately stop the automated TPS calibration procedure.
· The error codes produces during this procedure are unique to this procedure and do not relate to the general ECU fault codes.

Test Procedure:
1. System Initialisation
This step initialises the ECU for Electronic Throttle Control and records the current TP(Main) and TP(Sub) voltages. During this process under normal
conditions the TPS Cal Status will display "Starting calibration.".

Fault Condition(s) generated in this step:

Error Code 1 - E-Throttle Relay Auxiliary Output NOT selected.
Error Code 2 - TPS (Main) NOT selected.
Error Code 3 - TPS (Sub) NOT selected.
Error Code 14 - No H-Bridge Defined (PWM Output not selected).

2. Move throttle plate fully Closed and monitor the TPS (Main) voltage.
This step progressively increases the motor duty cycle (in the -ve direction) until the rate of change of TPS (Main) voltage exceeds a particular threshold.
During this process under normal conditions the TPS Cal Status will display “Moving Throttle plate Closed”.

Fault Condition(s) generated in this step:

Error Code 5 – No TPS (Main) Movement.
· TPS(Main) not connected, faulty or has incorrect fault levels set.
· E-Throttle Motor not connected to the ECU.

3. Check that the throttle plate has reached the end of the travel.
This step happens when the throttle plate rate of movement has dropped below a threshold and so extra kick is applied to ensure that the end of travel has
been reached. During this process under normal conditions the TPS Cal Status will display “Holding throttle plate.”.

4. Calibrate TPS (Main) and TPS (Sub) Closed values.

The kick is removed and the TPS (Main) Closed and TPS (Sub) Closed values are set to the TPS (Main) and TPS (Sub) voltages respectively. The Duty Cycle
is then set to 0% releasing the throttle blade. During this process under normal conditions the TPS Cal Status will display "Calibrating closed position.".

5. Move throttle plate fully open and monitor the TPS (Main) voltage.
This step progressively increases the motor duty cycle (in the +ve direction) until the rate of change of TPS (Main) voltage exceeds a particular threshold.
During this process under normal conditions the TPS Cal Status will display “Throttle plate is opening.”.

Fault Condition(s) generated in this step:

Error 5: No TPS (Main) movement.
· TPS (Main) Faulty or has incorrect fault levels set.
· Throttle plate is sprung fully open or throttle plate is sprung fully closed and H-Bridge Polarity is reversed.

6. Check that the throttle plate has reached the end of the travel.
This step happens when the throttle plate rate of movement has dropped below a threshold and so extra kick is applied to ensure that the end of travel has
been reached. During this process under normal conditions the TPS Cal Status will display “Holding throttle plate.”.

7. Calibrate TPS (Main) and TPS (Sub) Open values.

The kick is removed and the TPS (Main) Closed and TPS (Sub) Closed values are set to the TPS (Main) and TPS (Sub) voltages respectively. The Duty Cycle
is then set to 0% releasing the throttle blade. During this process under normal conditions the TPS Cal Status will display "Calibrating open position.".

8. Monitor Throttle Blade return to sprung position and check polarity.

The throttle plate is monitored as it closes after being released by the previous step and the throttle polarity is checked. During this process under normal
conditions the TPS Cal Status will display “Moving Throttle plate closed.”.

Fault Condition(s) generated in this step:

Error 6: Limited TPS (Main) movement. (Less than 1V of travel between the open and closed calibration)
Cause(s) of Error Code
· Throttle plate obstructed
· Faulty TPS (Main) Sensor

Error 7: Limited TPS (Sub) movement. (Less than 1V of travel between the open and closed calibration)

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Cause(s) of Error Code

· Throttle plate obstructed
· Faulty TPS (Sub) Sensor

Error 16: H-Bridge polarity is reversed. (Sprung position is closer to fully open than fully closed)
Either swap the EThrottle +ve and -ve wires at the EThrottle Plug, at the ECU Plug or change the active state of the first EThrottle Aux (e.g. Aux 9
Active State when using Aux 9/10, this setting should be immediately below the PWM Output selection box).

Assuming no errors the TPS Cal Status will then display "TPS Calibrated.".

G4X and G5 ECU Tuning Functions > Electronic Throttle Control > E-Throttle Safety Features
E-Throttle Safety Features
WARNING: If E-Throttle Mode is set to Setup Mode all safety features are disabled, Setup Mode is provided only for configuring the system with the engine
not running. The vehicle MUST NOT be driven in Setup Mode.

The Electronic Throttle Control Systems implements a fault detection system to ensure the safety of the operator. This fault detection system is constantly operating
when the E-Throttle Mode is set to 'ON' and if any E-Throttle fault occurs the E-Throttle system is shut down and an 1800rpm limit is applied, the E-Throttle cannot be
restarted until the ECU power has been cycled or the mode is changed.
These faults are also detected and displayed while running in Setup Mode but they will not shut down the E-Throttle and no E-Throttle engine limit will be applied while
running in Setup Mode.
A list of possible faults is listed below, more information on what each fault means and how it can occur can be found on the ECU Fault Codes page.

E-Throttle 1 Faults:
· ECU Fault Code 69. E-Throttle 1 Max %DC Limit.
· ECU Fault Code 70. E-Throttle 1 Min %DC Limit.
· ECU Fault Code 71. Aux 9/10 Supply Error - E-Throttle. Note: If E-Throttle 2 is using the Aux 9/10 H-Bridge then this will actually be an E-Throttle 2 error.
· ECU Fault Code 72. Analog 5V Supply Error - E-Throttle (E-Throttle Sensor Supply Voltage).
· ECU Fault Code 75. E-Throttle 1 TPS /Target Error.
· ECU Fault Code 76. TPS(main) /TPS(sub) tracking Error.
· ECU Fault Code 77. APS(main) /APS(sub) tracking Error. Note: APS faults affect both E-Throttles.
· ECU Fault Code 78. TPS(Main) Fault - E-Throttle.
· ECU Fault Code 79. TPS(Sub) Fault - E-Throttle.
· ECU Fault Code 84. Aux9/10/E-Throttle IC Over-temp. Note: If E-Throttle 2 is using the Aux 9/10 H-Bridge then this will actually be an E-Throttle 2 error.
· ECU Fault Code 85. APS(Main) Fault - E-Throttle. Note: APS faults affect both E-Throttles.
· ECU Fault Code 86. APS(Sub) Fault - E-Throttle. Note: APS faults affect both E-Throttles.
· ECU Fault Code 121. No Ethrottle Relay Selected. Note: Either E-Throttle relay not being set can cause this fault.

Note: If an APS related fault occurs both EThrottle 1 & 2 are shut off.

E-Throttle 2 Faults:
· ECU Fault Code 93. E-Throttle 2 Max %DC Limit.
· ECU Fault Code 94. E-Throttle 2 Min %DC Limit.
· ECU Fault Code 71. Aux 9/10 Supply Error - E-Throttle. Note: If E-Throttle 1 is using the Aux 9/10 H-Bridge then this will actually be an E-Throttle 1 error.
· ECU Fault Code 116. Analog 5V Supply Error - E-Throttle 2 (E-Throttle 2 Sensor Supply Voltage).
· ECU Fault Code 95. E-Throttle 2 TPS /Target Error.
· ECU Fault Code 98. TPS 2 (main) /TPS 2 (sub) tracking Error.
· ECU Fault Code 77. APS(main) /APS(sub) tracking Error. Note: APS faults affect both E-Throttles.
· ECU Fault Code 96. TPS 2 (Main) Fault - E-Throttle.
· ECU Fault Code 97. TPS 2 (Sub) Fault - E-Throttle.
· ECU Fault Code 84. Aux9/10/E-Throttle IC Over-temp. Note: If E-Throttle 2 is using the Aux 9/10 H-Bridge then this will actually be an E-Throttle 2 error.
· ECU Fault Code 85. APS(Main) Fault - E-Throttle. Note: APS faults affect both E-Throttles.
· ECU Fault Code 86. APS(Sub) Fault - E-Throttle. Note: APS faults affect both E-Throttles.
· ECU Fault Code 121. No Ethrottle Relay Selected. Note: Either E-Throttle relay not being set can cause this fault.

G4X and G5 ECU Tuning Functions > Electronic Throttle Control > E-Throttle Troubleshooting
E-Throttle Troubleshooting
Note: To fully clear EThrottle Fault codes the ECU needs to be power cycled, just clearing the fault codes (deliberately) doesn't reset the EThrottle.

Question
The electronic throttle system appears to operate fine in 'ON - Setup' mode, but when changed to the 'ON' mode the system shuts down. Why is this?

Answer
There are several reasons why the system will shut down when switched to the ON mode but not in the ON - Setup mode.

The ON - Setup mode uses the minimal amount of feedback signals to get the system operating, this makes it easier to check the system and manually diagnose
faults. The throttle plate moving with the accelerator pedal in a fashion similar to that of a mechanical system in the ON - Setup does not necessarily mean that the
e-throttle system is correctly setup.

When the system is set to the ON mode, both of the main and sub signals for each of the throttle position sensor and accelerator position sensor are considered. If the
ECU detects an unexpected voltage from any of these signals the system will shut down.

The following images give example typical feedback signals: (examples are true for booth accelerator and throttle position sensors).

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Figure 1 - Typical feedback signal showing the Sub signal not changing at high positions, this
is normal.

Figure 2 - Typical feedback signal showing the Sub signal changing at a rate less than the Main,
this is normal.

Fault codes generated by the ECU will help you determine which signal is causing a fault. Examine both pairs of feedback signals and make sure they produce
voltages with similar relationships as shown in either of the previous two examples.

A very common cause of the sensors producing unexpected voltages relates to wiring issues. Incorrect wiring can quite easily produce non linear feedback signals -
check your wiring.

Read the safety features section of this help for more information on fault codes.
G4X and G5 ECU Tuning Functions > Boost Control
Boost Control
This function allows for electronic boost control on turbo charged engines via a boost control solenoid.

A boost control solenoid is used to modify the pressure signal from the turbocharger compressor outlet to the wastegate actuator. The minimum boost pressure that
can be achieved occurs when the solenoid is continuously de-energised (0% Duty Cycle), this pressure is entirely dependent on the wastegate/actuator construction.
The maximum boost pressure that can be achieved occurs when the solenoid is continuously energised (100% Duty Cycle), this pressure is typically dependent on the
turbocharger/engine combination. Typically this pressure exceeds that which can be safely tolerated by the engine. By varying the on/off ratio (changing the Duty
Cycle), a boost pressure between the minimum and maximum can be achieved.

Boost can be controlled using one of two separate strategies; open loop control or closed loop control, the methods of control can be summarized as follows:

Open Loop Control

Open loop control involves applying a duty cycle to the wastegate solenoid based on predefined values and tables. This method of control does not consider the
current boost pressure when applying the duty cycle to the wastegate.
More specifically Open Loop Boost Control applies the active Wastegate %DC table value plus the sum of the trim tables when it is active and applies a 0%DC when it
is not.

Advantages
The two main advantages to open loop control are inherent stability and simplicity to setup.

Disadvantage
The main disadvantage to open loop control is inconsistency in boost pressure. Boost will change based on several factors including but not limited to barometric
pressure, humidity and temperature. These factors will need to be compensated for using tables that modify the duty cycle based on these parameters.

Closed Loop Control

Closed loop control involves applying a duty cycle to the wastegate solenoid based on predefined values, tables and the current boost pressure. This method
compares the current boost pressure to the target boost pressure and corrects the duty cycle accordingly to achieve the desired boost.

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More Specifically operation of the closed loop boost control system has been divided into three separate stages (Stage 1, Stage 2 and Stage 3). Each stage has a
specific purpose, and it is important to setup the transition between stages and the control within each stage correctly. Details of each stage are outlined as follows:

Stage 1
Stage 1 is the first stage after closed loop boost control becomes active. Stage 1 applies a fixed duty cycle to the wastegate solenoid, typically 80 - 90%. The purpose
of this stage is to spool the turbo as fast as possible by holding the wastegate firmly closed. This stage remains active until Stage 2 becomes active. Please note that
when MAP and engine speed (RPM) levels are falling, stage 1 will only re-activate once the MAP or engine speed (RPM) lockout level has been reached.

Stage 2
Stage 2 becomes active once boost pressure comes within a certain range of the target pressure (set using the Stage 2 ON setting). Stage 2 is the first stage of closed
loop control. Stage 2 uses proportional and rate of change (P and D) control along with a base duty cycle table. The purpose of this stage is to control the approach to
the Boost Target pressure. The duty cycle applied to the wastegate solenoid is the duty cycle from the base table plus the duty cycle from the PD controller. This stage
remains active until Stage 3 becomes active.

Stage 3
Stage 3 becomes active once boost pressure comes within a certain range of the target pressure (set using the Stage 3 On setting). Stage 3 is the final stage of closed
loop control. Stage 3 uses proportional and offset error (P and I) control along with a fixed base duty cycle. Depending on the Base DC Mode setting, the base duty
cycle is either fixed from the final value in Stage 2 or continually updating from the base table. The duty cycle applied to the wastegate solenoid is the base duty cycle
plus the duty cycle from the PI controller. This stage remains active until boost pressure is outside its allowed range.

Diagram outlining the three stages of closed loop boost control

Advantage
The main advantage to closed loop control is the boost pressure consistency. With open loop control tables are needed to compensate for changes in environmental
conditions. The closed loop system automatically corrects the duty cycle applied to the wastegate solenoid to achieve consistent boost pressures in all conditions.

The Link closed loop boost control strategy also incorporates open loop correction tables in the closed loop control mode. These are provided to help increase control
loop stability.

Disadvantage
The main disadvantage to closed loop boost control is the difficulty to setup. Tuning the control loop requires experience and understanding of how the PID control
algorithm operates.

Dome Pressure Control

Dome pressure control involves using a highly pressurised tank, typically of CO2 in conjunction with an increase and decrease pressure solenoid to precisely control
the pressure in the dome of the wastegate. The use of this high pressure tank of compressed gas means that the wastegate can be held shut much more effectively
giving a faster spool and much higher boost levels can be targeted quickly and accurately. This mode operates using a PID loop that returns a WGate DC value, a
value of greater than 0 means the increase solenoid is operating at that duty cycle, a value of less than 0 means the decrease solenoid is operating at that (absolute of)
duty cycle and a value of 0 means both solenoids are shut.

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Advantage
Dome pressure control allows a much larger range of boost pressures and much higher boost pressures to be targeted while still having excellent spool and accuracy.

Disadvantage
The main disadvantage to dome pressure control is the extra components required like the high pressure tank and the 2nd solenoid which makes this mode less
practical for street cars. Tuning the control loop requires experience and understanding of how the PID control algorithm operates.

G4X and G5 ECU Tuning Functions > Boost Control > Boost Control Settings
Boost Control Settings
Boost Mode
Sets which boost mode will be used, Disabled leaves inputs, outputs and table activates but doesn't perform any boost control functionality.

Boost Source
This setting is only available in Closed Loop Boost Control.
Used to select the pressure input that is being controlled. MAP is typically used but controlling the pressure in the manifold can cause issues at partial throttle and so
this setting allows a turbo pressure sensor to be used allowing better control.

Dome Pressure Source, Calibration & Error Value

These settings are only available in Dome Pressure Boost Control.
Used to select which input is wired up to the dome pressure sensor, what calibration the sensor uses and what value to set it to when the input is in fault state. The
pressure sensor can reference absolute or gauge pressure – either will work. But be aware the dome pressure target will always use the same scale. So if you use an
absolute pressure sensor, the target table will also reference absolute pressure.

PWM Output, Pressure Output, Bleed Output

Used to select which Output/s are being used to control the boost solenoid/s.
The Pressure and Bleed Outputs are used for Dome Presure Control, the Pressure Output being the solenoid that increases the dome pressure and the bleed being
the output that decreases it.

Voltage Compensation
This setting is only available in Open Loop and Closed Loop Boost Control.
When turned on the Duty Cycle of the Auxiliary is adjusted based on how far the battery voltage is from 14V (while still being clamped between the min and max). This
means that the actual position of the solenoid should be more consistent with the desired position over variations in the vehicle voltage.

PWM Frequency
Used to set the frequency of the PWM controlling the boost solenoid/s. A typical value would be 20Hz for normal open or closed loop boost control or 30Hz for Dome
pressure control.

RPM Activation
Sets the engine speed (RPM) activation point for boost control. When the engine speed exceeds this value and the MAP Activation value is exceeded boost control
becomes active.

Example
If the RPM activation is set to 3000RPM, only when the engine speed exceeds 3000RPM and the MAP Activation point has been exceeded will boost control
become active.

MAP Activation
Sets the MAP activation point for boost control. When the MAP exceeds this value and the RPM Activation value is exceeded boost control becomes active.

Example
If the MAP activation is set to 90 kPa, only when the MAP exceeds 90 kPa and the RPM Activation point has been exceeded will boost control become active.

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Deactivation Timeout
· In Open Loop and Dome Pressure Boost Control this sets the amount of time boost control will stay active for after the engine speed or MAP fall below their
activation values.
· In Closed Loop Boost Control this sets the amount of time Stage 2 or 3 will stay active for after the engine speed or MAP fall below their activation values.

Active Tables
Sets how many Wastegate Duty Cycle tables are available. This option can be set from 1 Table to 3 Tables. Multiple Boost Tables can also be set to Interpolate
Between.
When using Closed Loop Boost Control this setting also controls how many Boost Target Tables are available, each Boost Target table is paired to a Duty Cycle table.

When set to Interpolate Between the Boost Table Ratio Table appears. The Boost Table Ratio Table is used to control the interpolation between Wastegate % DC
Table 1 and Wastegate % DC Table 2, when in closed loop it also controls the interpolation between Boost Target Table 1 and Boost Target Table 2 in Closed Loop.
The x (horizontal) axis of the Boost Table Ratio Table is configurable. Commonly used parameters include % Ethanol, Multi Fuel Blend Ratio, or an An Volt channel.

Example
Set this setting to 2 Tables, this will allow two separate boost maps that can be switched by an input.

Table x Activation (x = table number)

Sets the input that activates Wastegate Duty Cycle Table x (and Boost Target Table x when in Closed Loop). Higher numbered tables have a higher priority.

Example
Set this setting to DI2, this will activate the matching boost tables when DI2 becomes active.

GP Boost Tables
Turns ON or OFF the Boost Wastegate GP Trim Table (and Boost GP Target Trim Table when in Closed Loop), the GP Trim function can be used to adjust boost
based on runtimes not covered by the other trim tables.
Used to select the input that activates/deactivates the GP Trim Tables, when the selected input is active the trim table values are applied.

MAP Limit & Reactivation Delay

These settings are only available in Dome Pressure Boost Control.
When the MAP value (pressure in the intake manifold) is greater than the specified MAP Limit value the wastegate solenoids are put into full bleed mode to reduce the
intake pressure as much as possible as fast as possible. The Reactivation Delay determines how long this full bleed is held for after the MAP value has dropped below
the MAP Limit value. These settings exist to provide another form of excessive manifold pressure protection on top of the cut based MAP Limit.
Note: A MAP Limit value of 0 means no limit is applied at any pressure.

Wastegate %DC x Table (x = table number)

This setting is only available in Open Loop and Closed Loop Boost Control.
The Wastegate DC Table is a 3D table used for specifying base duty cycles.
· In open loop these values should be set to give the desired boost at different points in the rpm (typically as much boost as possible in points that full boost can't be
reached). typically the Y-Axis used is TPS, and the X-Axis is Engine Speed as partial throttle means a higher turbo pressure than intake pressure which if set to
achieve the same manifold pressure regardless of TPS results in no throttle control.
· In closed loop control these are effectively the starting point for the ECU and should get the boost close to the target, typically the Y-Axis used is Boost Target, and
the X-Axis is Engine Speed, this is so the base values will change based on the boost target.

Boost Target x Table (x = table number)

This setting is only available in Closed Loop and Dome Pressure Boost Control.
The Boost Target Table is a 3D table used for specifying the target boost pressure that the closed loop control system will try and achieve. Open loop boost control
base duty cycles should be setup to achieve a boost pressure very similar to the target for proper operation.
Note: The value in this table is absolute pressure (i.e. target MAP).

Example
Set this table to the desired boost pressure. Typically this will be a 2D table with Engine Speed on the x-axis.

Boost Table Ratio Table

The Boost Table Ratio Table is visible when Active Tables is set to 'Interpolate Between' and is used to define how much of each table to use. A value of 0% means
use the value from table 1, a value of 100 means use the value from table 2, a value of 50% means use the average value of the two tables and so on. This ratio is
applied to the Wastegate DC Tables and when using Closed Loop Boost it is also applied to the Boost Target Tables.

Boost ECT Wastegate Trim Table

This setting is only available in Open Loop and Closed Loop Boost Control.
This table allows trimming of the wastegate DC based on Engine Coolant Temperature. The value is applied as a percentage correction to the base duty cycle.

Example
Use this table to decrease the turbo spooling ability when the engine is cold.
Example
With this table set to -50%, and a base duty cycle of 50%, the effective base duty cycle will be 25% (50 + 50 * -50%).

Boost ECT Target Trim Table

This setting is only available in Closed Loop and Dome Pressure Boost Control.
This table allows trimming of the Boost Target based on Engine Coolant Temperature. The value is applied as an offset, use a positive number to raise the Boost or a
negative number to lower the Boost Target.

Example
Use this table to decrease the boost pressure when the engine coolant temperature is warming up or too hot. Adjust the Boost ECT Wastegate Trim Table at the
same time to increase stability.

Boost IAT Wastegate Trim Table

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This setting is only available in Open Loop and Closed Loop Boost Control.
This table allows trimming of the wastegate DC based on Intake Air Temperature. The value is applied as a percentage correction to the base duty cycle.

Example
Use this table to decrease the base duty cycle during low inlet temperatures to reduce target overshoot.
Example
Use this table to increase the base duty cycle during high inlet temperatures to increase spool time.
Example
With this table set to -50%, and a base duty cycle of 50%, the effective base duty cycle will be 25% (50 + 50 * -50%).

Boost IAT Target Trim Table

This setting is only available in Closed Loop and Dome Pressure Boost Control.
This table allows trimming of the Boost Target based on Intake Air Temperature. The value is applied as an offset, use a positive number to raise the Boost Target or a
negative number to lower the Boost Target.

Example
Use this table to decrease the boost pressure when the inlet air temperature is excessively hot. Adjust the Boost IAT Wastegate Trim Table at the same time to
increase stability.

Boost Gear Wastegate Trim Table

This setting is only available in Open Loop and Closed Loop Boost Control.
This table allows trimming of the wastegate DC based on gear position. The value is applied as a percentage correction to the base duty cycle.

Example
Use this table to increase the base duty cycle in 1st gear to help spool up the turbo.
Example
Use this table to decrease the base duty cycle in 1st gear if traction becomes an issue.
Example
With this table set to 10%, and a base duty cycle of 50%, the effective base duty cycle will be 55% (50 + 50 * 10%).

Boost Gear Target Trim Table

This setting is only available in Closed Loop and Dome Pressure Boost Control.
This table allows trimming of the Boost Target based on gear position. The value is applied as an offset, use a positive number to raise the Boost Target or a negative
number to lower the Boost Target.

Example
Use this table to decrease the boost pressure in first gear if traction becomes an issue. Adjust the Boost Gear Wastegate Trim Table at the same time to increase
stability.

Boost GP Wastegate Trim Table

This setting is only available in Open Loop and Closed Loop Boost Control.
This table allows trimming of the wastegate DC based on whatever variables the user sees fit to use. The value is applied as a percentage correction to the base duty
cycle.

Example
With this table set to 10%, and a base duty cycle of 50%, the effective base duty cycle will be 55% (50 + 50 * 10%).

Boost GP Target Trim Table

This setting is only available in Closed Loop and Dome Pressure Boost Control.
This table allows trimming of the Boost Target based on whatever variables the user sees fit to use. The value is applied as an offset, use a positive number to raise
the Boost Target or a negative number to lower the Boost Target.

Example
With this table set to 10kPa, and a base target of 200kPa, the new target boost pressure will be 210kPa.

Boost PID Setup Window - These settings aren't available in Open Loop Boost Control.
Base DC Mode
This setting is only available in Closed Loop Boost Control.
This setting controls whether the base duty cycle continues to be updated during Stage 3, or remains fixed at the final value calculated in Stage 2.
· Stage 2 - The base duty cycle is continuously updated during Stage 2 and then remains set at the last value calculated before entering Stage 3.
· Stage 2-3 - The base duty cycle is continuously updated in both Stages 2 and 3.

Stage 1 Duty
This setting is only available in Closed Loop Boost Control.
This is the duty cycle applied when the turbo is first beginning to spool. This value is used to hold the wastegate shut during spool.

Example
Set this adjustment to stop the wastegate opening. A typical value would be 90%.

Stage 2 ON
This setting is only available in Closed Loop Boost Control.
This setting controls the manifold pressure at which Stage 2 becomes active, the activation value is the Boost Target minus this value.

Example
Stage 1 is used to spool the turbo at a rapid rate, making this number small will increase the Stage 1 duration, although if the number is too small the boost is likely
to overshoot. A typical value would be 50kPa, assuming the target is 200kPa absolute pressure, Stage 2 will become active when the manifold pressure reaches
150kPa (200kPa - 50kPa).

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Stage 3 ON
This setting is only available in Closed Loop Boost Control.
This setting controls the manifold pressure at which the Stage 3 ON Delay counter becomes active, the activation value is the Boost Target minus this value.
After the delay has elapsed, the control method will switch into Stage 3 which means a switch from a PD controller to a PI controller.

Example
Set this to a value to start the Stage 3 ON Delay countdown. A typical value for this would be 15kPa. Assuming the target is 200kPa absolute pressure, the Stage 3
ON Delay will start counting at 185kPa (200kPa - 15kPa).

Hint
Set this value close to the target, but not too far away in case the boost pressure doesn't reach the activation point and the Stage 3 control won't ever become
active.

Stage 3 Hysteresis
This setting is only available in Closed Loop Boost Control.
This setting sets the pressure below Stage 3 ON where Stage 2 will become active.

Example
Set this point to define the manifold pressure at where the Stage 3 will become inactive. A typical value for this would be 15kPa, assuming Stage 3 ON is set to
20kPa and the Boost Target is 200kPa, Stage 3 will become inactive when the manifold pressure falls below 165kPa (200kPa - 20kPa -15kPa).

Stage 3 ON Delay
This setting is only available in Closed Loop Boost Control.
This setting controls the delay in Stage 3 becoming active after the Stage 3 activation value (Boost Target minus Stage 3 ON) has been reached, this setting is
specified in seconds.

Example
Set this to a value to provide time for the boost pressure to stabilize before performing any Stage 3 control. A typical value for this would be 0.5 seconds.

Hint
Set this value to 0 for no delay.

Max Target Ramp Rate

This setting is only available in Dome Pressure Boost Control.
This setting controls the maximum rate at which the boost target can increase (or decrease). It can be used as an aid to limit how quickly torque can be changed if
traction is limited and it can also minimise dome pressure overshoot from large step changes in target. A value of 0 will mean no target ramp limiting will be applied. A
typical value is around 800Kpa/s.

Deadband
This setting is only available in Dome Pressure Boost Control.
This setting controls the range around the target in which the Dome Pressure Boost Control will stop activating the solenoids – this effect will reduce CO2 consumption,
but consequently increase target error. If the dome pressure is within target +/- the deadband value both solenoids will be turned off until the dome pressure is greater
than target + deadband or less than target - deadband. A typical value is 0Kpa.

Min DC Clamp
This setting controls the minimum duty cycle that can be applied to the wastegate solenoid, setting a minimum duty cycle maybe required for some solenoids where the
flow behaviour becomes erratic or very non-linear below a certain duty cycle. For the Link supplied 3 port solenoids this is not required and should be set to 0%.

Max DC Clamp
This setting controls the maximum duty cycle that can be applied to the wastegate solenoid, setting a maximum duty cycle can help prevent the closed loop system
from becoming unstable and reduce overshoot from large step changes.

Example
The Link/Mac solenoids are “wide open” from about 77% DC, so there is no point ever commanding any more DC than this as it just means the closed loop system
has to do more work. This setting may be reduced even further to limit maximum flow into or out of the dome to reduce any target overshoot. A typical value would
range from 40% to 85% depending on the wastegate/solenoid/plumbing and gas pressure.

Proportional Gain
This setting controls the proportional gain of the PID algorithm. For a Proportional Gain of 1.0 and an error value of 1 kPa the output duty cycle will be adjusted by
0.5%.

Example
Set this to a value to control the aggression or attack rate of the boost pressure.

Example
With a base duty cycle of 50%, a proportional gain of 5.0 and a current error of 10kPa, the base duty will be trimmed to 55% = (50 + (5.0 * -10 * 0.1%)

Hint
Increase this value to decrease spool time; increase it too far and the boost will overshoot the target. This overshoot may be counteracted by increasing the
Derivative Gain.

Integral Gain
This setting controls the integral gain of the PID algorithm. For an Integral Gain value of 1.00 and an error value of 1 kPa the rate of increase in output duty cycle will be
25%/sec.

Example
Set this to a value to control the target offset correction of the boost pressure.

Hint
Increase this value for better offset correction; increase it too far and the boost pressure will oscillate.

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Derivative Gain
This setting controls the derivative gain of the PID algorithm. For a Derivative gain value of 1.00 and a rate of change in error of 1kPa/millisecond the output duty cycle
will be adjusted by 1%.

Example
Set this to a value to control the target overshoot of the boost pressure.

Hint
Increase this value for better overshoot protection; increase it too far and spool time will decrease.

Integral Clamp
This setting clamps the output from the integral component of the controller increasing stability. The clamp is measured in percentage duty cycle and clamps in both the
positive and negative direction.

Example
Set this adjustment to stop the integral factor winding up and making the system oscillate. A typical value for this would be 15%, but may vary largely depending on
the turbo/wastegate/engine combination.

Hint
If you are hitting the integral clamp and not reaching the target at high RPM, you may need to increase this.

Boost Solenoid Deadtime

This setting is only available in Dome Pressure Boost Control.
With Dome pressure control it is important to compensate for solenoid deadtime since they are typically working at only small duty cycles so deadtime is a large
component of the commanded DC.
This table allows the boost control solenoid's deadtime to be accounted for making low duty cycle operation much more linear and stable. When this table is setup with
non 0 values the Auxiliary Output's Duty cycle will be slightly different to the WGate DC value as this deadtime is applied after setting the WGate DC runtime.

Hint
We suggest using the Link 3 port solenoids as the deadtimes are provided so you don’t need to characterise yourself. You can import the relevant pre-
characterised table from C:\Link G5\Calibration files, choose the table that is closest to the CO2 pressure you are running. See Dome Pressure Control Setup
Guide for a method to determine deadtimes if you are not using the Link branded solenoids.

Advanced Open Loop Mode

This only applies to Closed Loop Boost Control.
If P, I and D gains are set to zero, boost control operates as open loop with the addition of the closed loop stages. It is recommended to set the PID values to 0 and use
closed loop mode when setting the base DC values for CL Boost Control.

See Also:
· Closed Loop Boost Setup Guide

G4X and G5 ECU Tuning Functions > Boost Control > Closed Loop Boost Setup Guide
Closed Loop Boost Setup Guide
This topic is a step by step guide for setting up closed loop boost control system to run up to 220kPa of absolute boost pressure.

1. Set the Boost Mode to Closed Loop.

2. Set the PWM Output and PWM Frequency
3. Set the RPM Activation and MAP Activation points. Typically 2000RPM and 80kPa.
4. Set the Deactivation Timeout to 0.0s.

5. Set the Base DC Mode to Stage 2.

6. Set the Stage 1 Duty to 90%.
7. Set Stage 2 ON to 50kPa
8. Set Stage 3 ON to 15kPa
9. Set Stage 3 Hysteresis to 10kPa
10. Set Stage 3 ON Delay to 0.5s
11. Set Max DC Clamp to 90%.
12. Set the Proportional Gain, Integral Gain and Derivative Gain to 0.
13. Set Integral Clamp +/- to 15%.

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14. Zero ECT, IAT and Gear Target Trim tables.

15. Zero Gear and ECT Wastegate Trim tables.
16. Set IAT Wastegate Trim table to remove some duty cycle when cold. E.g. -12%DC @ 0 degrees, -8% @ 10, -6% @ 20, -4% @ 30, -2% @ 40 and 0 @ 50.
17. Configure your Boost Target Table as a 2D table with Engine Speed on the X-Axis. Set all of the cells to 180. Note: The value in this table is absolute pressure
(i.e. target MAP).
18. Configure your Wastegate %DC Table 1 as a 3D table with Engine Speed on the X-Axis and Boost Target on the Y-Axis. The Boost Target axis numbers must
range over the variations in boost targets required. E.g. 180, 200 and 220kPa.

19. Run the engine and tune the row in the Wastegate %DC Table 1 relating to a target of 180kPa. Adjust the duty cycle numbers in this row to achieve 180kPa of
boost pressure across the RPM range.
20. Increase all of the values in the Boost Target Table to 200.
21. Tune the row in the Wastegate %DC Table 1 relating to a target of 200kPa. Adjust the duty cycle numbers in this row to achieve 200kPa of boost pressure
across the RPM range.
22. Repeat steps 14 and 15 for 220kPa. (Hint: If the engine was already running open loop boost control, existing numbers could be used in the appropriate row.)
23. You will now be able to adjust the Boost Target Table values to anything between 180 and 220kPa and find the engine runs boost pressures close to the
specified target.
24. Closed loop control can now be enabled. Apply very soft PID settings. P = 0.2, I = 0.1 and D = 0. 1.

25. Test control at different targets, see how closely the actual boost pressure follows the Boost Target pressure.
26. Adjust PID numbers and stage activation pressures to optimize control. Check the Boost Control Settings topic for hints on adjusting different parameters.

G4X and G5 ECU Tuning Functions > Boost Control > Dome Pressure Control Setup Guide
Dome Pressure Control Setup Guide
Refer here for Plumbing instructions.

Overview:
With Dome pressure control we are only controlling the pressure inside the top chamber of the wastegate diaphragm – effectively controlling the wastegate spring
effect. The bottom side of the diaphragm still references boost pressure. As a rough guide you can normally expect resulting manifold pressure to be increased by an
amount similar to the dome pressure above the base spring pressure. As an example, if we have a 10psi spring in the wastegate and add 20psi dome pressure on top,
it will result in a boost pressure of about 30psi.

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It is important to note however that the relationship between dome pressure and manifold pressure may not be perfectly linear especially at the extreme ends of
performance. The relationship between dome pressure and manifold pressure needs to be established for your specific engine by testing.

Plumbing/Hardware:
See the diagram in section \wiring information\Dome Pressure Control Plumbing. The dome pressure sensor should preferably be fitted directly to the dome on the
wastegate as shown in this diagram, or at least as close as possible to the dome if there is no spare port available on the wastegate. It is not recommended to fit the
sensor in the tee near the solenoids as the signal will be noisier near the solenoids. The CO2 supply to the solenoids is usually regulated to about 1.5 to 2X the highest
dome pressure that you intend to run.

Initial Setup:
If available, regulated compressed air can be used for the initial set up and PID tuning rather than wasting bottled CO2.
In the boost set up menu assign and calibrate the dome pressure sensor and the solenoid outputs, if using the Link solenoids a PWM frequency of 30Hz is suggested.
Setting RPM and MAP activation to 0 will allow the boost control to work without the engine running to do the initial tuning.

PID setup:
Start with a max target ramp rate of 800KPa/s, a deadband of 0Kpa and a min clamp of 0% and max clamp of 70%. Import the correct deadtime table for the CO2
pressure you are running (right mouse click on the solenoid deadtime table, >Import/Export>Import from file). Set proportional gain to 0.2, Integral to 0 and Derivative to
0. Integral clamp to 5%.

PID tuning:
With the above settings the dome pressure should be sitting somewhere near target already. The best way to assess and tune the PID is to set up a time plot with
Dome pressure and Boost target plotted on top of each other. Apply a step change to the boost target and assess how well the dome pressure responds. Stepping
up/down between about 20% max pressure and about 80% max pressure is typical (ie if max dome pressure will be 500kpa then step between 100kpa & 400Kpa).
Increase proportional until dome pressure snaps to target pressure quickly but with minimal overshoot and no oscillation (small spikes of overshoot or undershoot are
ok since it will not effect manifold pressure). With proportional somewhere close you can then add a small amount of Integral to close up any remaining error. Derivative
can be added to reduce any spikes of overshoot but is not normally needed. PID tuning theory is not covered here as it is a complex subject and there is plenty of
freely available resources online. The picture below shows acceptable Dome pressure control during a step test.

Determining Deadtimes for 3rd party solenoids:

Note, preconfigured deadtimes are available in PC Link for the Link branded 3 port solenoids, so the following characterisation procedure is only required if you are
using some other type of 3rd party solenoid valve (or air injector).
The solenoid deadtime can be determined by slowly ramping the boost target up and down between two targets (use two target tables and switch between) using low
proportional gain only and assessing how the dome pressure follows. Too little deadtime and the dome pressure will lag target, will have a significant offset, and
reported solenoid DC will be high. Too much deadtime and the solenoid DC and dome pressure will get noisy. Correct deadtime will show relatively small solenoid duty
cycles (~<2%). If anything it is usually best to err on the slightly too little side as this will result in a small deadband which will reduce gas consumption. For this test you
want to use proportional control only and a small target ramp rate. The settings below were found to work well for us:

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The time plot below shows 7 of these slow ramp tests as we test different deadtimes, Dome pressure is the red trace and Target is the Cyan. At 0mS you can see the
dome pressure lags the target pressure by a large margin, also wastegate DC is large. As we increase deadtime to the right we can see when we get to the 4mS test
the control is starting look much better, and DC is a max of around 3%, so this is a sign we are getting close. The next test was done with 4.2mS and this looks about
correct, there is almost no lag, the Dome pressure trace is sitting right on top of the target and duty cycle is only around 1%. To give an example of excessive deadtime
the next test is 5mS and you can see the dome pressure is jittery and the wastegate DC is noisy, what you cant see in this graph but will notice in practice when doing
this test yourself is you can hear the gas is constantly being filled/dumped when your deadtime is larger than required. You need to repeat this test for each voltage that
you will operate in.

G4X and G5 ECU Tuning Functions > Knock Control

Knock Control
Note: Refer HERE for a detailed explanation of Knock Control settings.
Note: Knock Control is not available on the G4X Atom or Monsoon before version 3.0 due to hardware differences.

Knock Control is a feature designed for reducing engine damage caused by detonation, detonation occurs due to excessive cylinder pressure usually caused by the
ignition event happening too early (too much advance) but other factors can cause detonation such as excessive engine temperatures, low octane fuels and lean
mixtures. Excessive engine temperatures, low octane fuels and lean mixtures can cause Pre-Ignition which is when the air fuel mixture ignites before the spark event
occurs and this can lead to knock, in this case adding fuel to help cool the cylinder and richen the mixture can help prevent pre-ignition and as a follow on from that
help prevent knock.

Detonation can cause irreparable damage to an engine, including burnt pistons and broken ring lands, in almost all cases detonation can be avoided by reducing the
amount of ignition advance, adding fuel or a combination of the two, for a given load. The Knock Control function allows the ECU to detect detonation and automatically
reduce ignition advance and add fuel until detonation no longer occurs.

Many Link G4X and G5 ECUs are capable of Internal Knock Control.

Note: The Knock Control function and knock windowing only operate above 500 RPM.

Knock System Runtime Values

To help with setting up and monitoring the knock system the Knock Runtimes can be viewed under the Knock tab of the Runtime Values window (F12 key)

G4X and G5 ECU Tuning Functions > Knock Control > Knock Control Settings
Knock Control Settings
Note: Refer HERE for a general overview of Knock Control.

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Knock Setup:
Knock Mode
Selects the operating mode of the Knock Control function. The following modes are available:

· OFF - Knock Control is disabled.

· Ignition Trims - Knock Control will retard the ignition angle to reduce or prevent further knock.
· Fuel Trims - Knock Control will richen the air fuel mixture to reduce or prevent further knock
· Ignition and Fuel Trims - Knock Control will retard the ignition angle and richen the air fuel mixture to reduce or prevent further knock.
· Normalised Ign - Knock control will use a normalised noise level and will retard the ignition angle to reduce or prevent further knock.
· Normalised Fuel - Knock control will use a normalised noise level and will richen the air fuel mixture to reduce or prevent further knock.
· Normalised Ign & Fuel - Knock control will use a normalised noise level and will retard the ignition angle and richen the air fuel mixture to reduce or prevent
further knock.

Both knock modes determine knock to be when the Knock Level of a cylinder is larger than the value in the Knock Threshold Table.
The regular knock modes uses the filtered noise value whereas the normalised modes take that current knock level and normalise it to the value of 1. This means that if
the level of noise is constant the knock level will be a value of 1 in the normalised modes regardless of the actual noise level, if however one sample is significantly
larger than the other recent values this will make calculated knock level higher than 1. This means that the knock control setup constantly corrects for any ongoing
background noise and only shows up short lived sudden noise making it more useful over a range of engine conditions and less engine specific.

Note: When the knock level goes above the threshold in a normalised knock mode it changes the normalising filter calculation. This can result in a small reading just
above the threshold causing knock level runaway on that cylinder which looks likes a gentle slope up rather than a sudden spike. Setting the RPM Delta Level value
lower or having a slightly higher threshold value can prevent this false knock from occuring.

Disable Digital Input

This setting enables the user to select an input which when active will temporarily turn off knock detection (for the duration of the input being active). This can be used
to prevent false knock readings during gearshift or other situations.

Freq Channel
This setting sets the sensitivity of the ECU to a particular knock signal frequency range. The correct frequency range can be identified by using a Knock Amplifier (such
as the Link Knockblock) or by consulting the suggested frequency settings list in this help manual. PCLink contains a feature, Knock Audio, that can be helpful in
determining the correct frequency filter to select for your engine.

The following options are available:

· Filter = OFF - No filtering at all, only use this setting for testing.
· 4-10 kHz - Wide Band - Knock input is sensitive to frequencies between 4 and 10 kHz.
· 10-16 kHz - Wide Band - Knock input is sensitive to frequencies between 10 and 16 kHz.
· X kHz Narrow Band - Knock input is most sensitive to frequencies around X kHz. X can be 3.5kHz, 4kHz, 5kHz, 6kHz, 7kHz, 8kHz, 9kHz, 10kHz, 11kHz, 12kHz,
13kHz, 14kHz, 15kHz, 16kHz.

A good rule of thumb is Knock frequency (kHz) = 1800 / (3.14 x Piston Dia (mm)).
Sometimes the second harmonic frequency can give a better SNR (Signal to Noise Ratio), this frequency is 2x the base knock frequency.

Gain Channel
Note: This setting is only available when using the Ignition Trims, Fuel Trims or Ignition and Fuel Trims modes (not the Normalised modes).
This setting adjusts the overall gain of the knock circuitry amplifier, a higher gain number will result in larger Knock Level numbers for a particular signal input. Use this
adjustment to get a better range of Knock Level numbers, if Knock Level numbers are reaching full scale then reducing Gain Channel will bring them back into range. A
gain number of zero will disable the knock signal.

Clear Trim Tables

This settings allows the user to set the Knock Trim Tables to be cleared at key on. When this setting is OFF the trim tables will retain the values they contained last
time a STORE was performed. This setting can be used to permanently store retard values in the Knock Ign and Fuel Trim Tables, if this is done the ECU will power up
and the engine will run retarded until the Knock Control system tries to put timing back into the engine. I.e. the engine will start in a safe state and the ECU will advance
timing until knock is detected or the entire trim is removed.

Warning: If this setting is set to OFF it is essential that the retard tables have the correct values in them when a store is performed!

When this setting is set to ECU Power-On, all Knock Ignition and Fuel Trim Tables will be set to zero at key on. This setting will cause the engine to be run initially in its
most advanced state and timing will be removed after detonation is detected, this is the most commonly used setting.

Window Start
The engine position in degrees after the ignition event at which the knock window signal will start. e.g. If the current ignition timing is 15 degrees BTDC and the start
point is set to 10 degrees, the window will become active at 15 - 10 = 5 degrees BTDC. See the Window Length section below for calculating the maximum value.

Window Length
The duration in crankshaft degrees of the knock window. eg a value of 40 degrees makes the window finish 40 degrees after it starts.
The Window Length plus the Ignition Retard Limit must be less than the number of degrees between the shortest two ignition events.

RPM Low Lockout

Knock Control will not operate below this engine speed (RPM).

RPM High Lockout

Knock Control will not operate above this engine speed (RPM).

TP Low Lockout
Knock Control will not operate below this throttle position (TPS(Main)).

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TP Delta Lockout
Knock Control will not operate if the rate of change of throttle position (TPS Delta) is greater than this value.
A value of 0 will stop TPS delta lockout from being checked.

Fuel/Ignition Trim Settings:

Delay Unit
This setting is used to select whether the Ignition Advance Delay, Ignition Advance Rate, Fuel Decay Delay and Fuel Decay Rate use seconds or Engine cycles as
their time unit.

Ignition Retard Gain

Note: This setting is only available when using an ignition retard knock mode.
Controls the rate at which ignition is retarded, the amount of ignition timing removed (retard) is dependent upon the amount by which the Knock Level exceeds the
Knock Threshold.

For 'Ignition Trims' and 'Ignition and Fuel Trims' Modes the number entered in the Ignition Retard Gain setting is the amount of retard that will occur per percent that the
Knock Level is above the Knock Threshold.
This means:
· If the Knock Level is 1% above the Knock Threshold and the Retard Gain is 1.0 then 1 degree of timing will be removed per knock event.
· If the Knock Level is 20% above the Knock Threshold and the Retard Gain is 0.5 then 10 degrees of timing will be removed per knock event.

For 'Normalised Ign' and 'Normalised Ign & Fuel' Modes the number entered in the Ignition Retard Gain is multiplied by the detected knock value (when it is above 0) to
get the amount of retard to be applied.
This means:
· If the Detected Knock Level is 1 and the Retard Gain is 1.0 then 1 degree of timing will be removed per knock event.
· If the Detected Knock Level is 15 and the Retard Gain is 0.5 then 7.5 degrees of timing will be removed per knock event.

Basically, a higher number in this setting will result in more retard per knock event, a typical value for Retard Gain is 0.5.

Note: The Knock Trim Gain Table value is a further multiplier on top of the above, a value of 1 means no change to the above and a value of 0 will mean no trim is
applied.

Ignition Retard Limit

Note: This setting is only available when using an ignition retard knock mode.
Sets the maximum amount of ignition timing in degrees that can be removed (or maximum amount of ignition retard), this limit avoids the ECU removing too much
timing if the value in the Knock Threshold Table is set too low.

Ignition Advance Delay

Note: This setting is only available when using an ignition retard knock mode.
The ECU will eventually attempt to reintroduce the more advanced ignition timing after it has been removed by the Knock Control system. Ignition Advance Delay sets
the time that must pass with no knock events before the ECU will attempt to reintroduce the removed ignition timing.

Ignition Advance Rate

Note: This setting is only available when using an ignition retard knock mode.
After the Ignition Advance Delay time has elapsed, the ECU will start to reintroduce the removed ignition timing that has been removed by the Knock Control system.
Ignition Advance Rate sets how fast the ignition timing will be reintroduced in degrees per second.

Fuel Enrichment Gain

Note: This setting is only available when using a fuel enrich knock mode.
Controls the rate at which the fuel trim is increased, the amount of fuel added is dependent upon the amount by which the Knock Level exceeds the Knock Threshold.

For 'Fuel Trims' and 'Ignition and Fuel Trims' Modes the number entered in the Fuel Enrichment Gain setting is the amount of fuel added that will occur per percent that
the Knock Level is above the Knock Threshold.
This means:
· If the Knock Level is 1% above the Knock Threshold and the Enrichment Gain is 1.0 then 1% fuel trim will be added per knock event.
· If the Knock Level is 20% above the Knock Threshold and the Enrichment Gain is 0.5 then 10% fuel trim will be added per per knock event.

For 'Normalised Fuel' and 'Normalised Ign & Fuel' Modes the number entered in the Fuel Enrichment Gain is multiplied by the detected knock value (when it is above 0)
to get the amount of enrichment to be added.
This means:
· If the Detected Knock Level is 1 and the Enrichment Gain is 1.0 then 1% fuel trim will be added per knock event.
· If the Detected Knock Level is 15 and the Enrichment Gain is 0.5 then 7.5% fuel trim will be added per knock event.

Basically, a higher number in this setting will result in more fuel added per knock event, a typical value for the Fuel Enrichment Gain is 0.5.

Note: The Knock Trim Gain Table value is a further multiplier on top of the above, a value of 1 means no change to the above and a value of 0 will mean no trim is
applied.

Fuel Enrichment Limit

Note: This setting is only available when using a fuel enrich knock mode.
Sets the maximum amount of fuel trim in % that can be added, this limit avoids the ECU adding too much fuel if the value in the Knock Threshold Table is set too low.

Fuel Decay Delay

Note: This setting is only available when using a fuel enrich knock mode.
The ECU will eventually attempt to reintroduce the leaner air fuel mixture after it has been richened by the Knock Control system. Fuel Decay Delay sets the time that
must pass with no knock events before the ECU will attempt to remove the added fuel trim.

Fuel Decay Rate

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Note: This setting is only available when using a fuel enrich knock mode.
After theFuel Decay Delay time has elapsed, the ECU will start to reintroduce the leaner air fuel mixture that was richened by the Knock Control system. Fuel Decay
Rate sets how fast the fuel trim will be removed in % per second.

Normalise Delta Settings:

Note: These settings are only available when using one of the Normalised knock modes (Normalised Ign, Normalised Fuel or Normalised Ign & Fuel).

RPM Delta Learning Rate & Load Delta Learning Rate

These settings are used to alter the rate at which the normalising filter operates during transient conditions.

When Knock Engine Speed ROC is greater than the RPM Delta Level the RPM Delta Learning Rate is applied.
When Knock TPS Delta is greater than the TPS Delta Level OR Knock MAP Delta is greater than the MAP Delta Level the Load Delta Learning Rate is applied
When Knock Engine Speed ROC is greater than the RPM Delta Level AND (Knock TPS Delta is greater than the TPS Delta Level OR Knock MAP Delta is greater than
the MAP Delta Level) the faster of the two learning rates is applied.

· Normal - The learning rate during transient conditions is the same as during stable conditions.
· Medium - The learning rate during transient conditions is faster than during stable conditions.
· Fast - The learning rate during transient condition is significantly faster than during stable conditions.

Knock Engine Speed ROC Filter Level, Knock TPS Delta Filter Level & Knock MAP Delta Filter Level
Knock control sometimes needs a more filtered version of the Engine Speed ROC, TPS Delta & MAP Delta values and so these settings are used to add filtering of
various levels. The filtered values which are used to determine when to apply Delta Threshold Gains and Delta Learning Rates are called Knock Engine Speed ROC,
Knock TPS Delta & Knock MAP Delta respectively.

Delta Hold
This setting controls how long the Delta Threshold is applied after the transient condition has stopped occuring, units are number of Engine Cycles.

TPS Delta Level

When the Knock TPS Delta is greater than this value it is considered to be a transient engine condition and so the normalising filter rate is changed to the Load Delta
Learning Rate value and the Knock Threshold value is set to the Knock Threshold Table value multiplied by the Load Delta Threshold Gain.
Note: A value of 0 means that this delta level isn't checked.

MAP Delta Level

When the Knock MAP Delta is greater than this value it is considered to be a transient engine condition and so the normalising filter rate is changed to the Load Delta
Learning Rate value and the Knock Threshold value is set to the Knock Threshold Table value multiplied by the Load Delta Threshold Gain.
Note: A value of 0 means that this delta level isn't checked.

RPM Delta Level

When the Knock Engine Speed ROC is greater than this value it is considered to be a transient engine condition and so the normalising filter rate is changed to the
RPM Delta Learning Rate value and the Knock Threshold value is set to the Knock Threshold Table value multiplied by the RPM Delta Threshold Gain.
Note: A value of 0 means that this delta level isn't checked.

Load Delta Threshold Gain & RPM Delta Threshold Gain

The knock threshold often needs to be temporarily increased during transient conditions, the value in these settings are used as a multiplier of the knock threshold table
value which is applied during transient conditions. For example a Load Delta Threshold Gain value of 2 and a Knock Threshold Table value of 3 will result in a knock
threshold value of 6 when TPS Delta is greater than the TPS Delta Level OR MAP Delta is greater than the MAP Delta Level.

When Knock Engine Speed ROC is greater than the RPM Delta Level the RPM Delta Threshold Gain is applied.
When Knock TPS Delta is greater than the TPS Delta Level OR Knock MAP Delta is greater than the MAP Delta Level the Load Delta Threshold Gain is applied
When Knock Engine Speed ROC is greater than the RPM Delta Level AND (Knock TPS Delta is greater than the TPS Delta Level OR Knock MAP Delta is greater than
the MAP Delta Level) the larger of the two Threshold Gains is applied.

Knock Trim Gain Table

This table allows different levels of gain to be applied to the ignition retard and or fuel enrich depending on how much larger the current knock level is than the
threshold. A value of 1 in this table means it has no effect, a value of 0 means that there will be no Trim applied (some number * 0 = 0).

Cylinder Setup:
Cylinder X Allocation
Each cylinder can have a table assigned to it that will be used to display the amount of ignition retard due to the Knock Control system. The Cyl X Allocation setting
determines which table is allocated to a particular cylinder. The way in which cylinders are allocated depends on user preference.
When using a group fuel mode (not Sequential or Sequential Staged) the ECU has no way to know which injectors are feeding which cylinders and so the ECU treats
all cylinders the same with the greatest value from that cell in all of the fuel trim tables being added to every injector. The Ignition Mode doesn't matter as Link G4X and
G5 ECUs can provide individual spark timing to each cylinder in any ignition mode (requires full trigger sync).

Ignition Trims or Ignition and Fuel Trims mode

The ECU has the ability to detect knock on each individual cylinder.
If using a group fuel mode the greatest value from all of the fuel trim tables will be applied to all of the injectors.
Assume 6 cylinder with firing order: 1-5-3-6-2-4.
Cylinder 1 = Cylinder 1 Allocation
Cylinder 2 = Cylinder 2 Allocation
Cylinder 3 = Cylinder 3 Allocation
Cylinder 4 = Cylinder 4 Allocation
Cylinder 5 = Cylinder 5 Allocation
Cylinder 6 = Cylinder 6 Allocation

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Fuel Trims mode and a group fuel mode

The ECU has the ability to detect knock on individual cylinders but doesn't know which injectors control which cylinders.
Assume 6 cylinder with firing order: 1-5-3-6-2-4.
Cylinder 1 = Cylinder 1 Allocation
Cylinder 2 = Cylinder 1 Allocation
Cylinder 3 = Cylinder 1 Allocation
Cylinder 4 = Cylinder 1 Allocation
Cylinder 5 = Cylinder 1 Allocation
Cylinder 6 = Cylinder 1 Allocation

These examples illustrate the highest level of individual cylinder/rotor detection (i.e. as many tables used as possible).

It is possible to reduce the number of tables used by further pairing of cylinders. This allows the following combinations to be achieved:
· An individual knock ignition trim and knock fuel Trim table for each cylinder.
· One knock ignition trim and one knock fuel trim table used for all cylinders.
· Separate knock ignition trim and knock fuel trim tables for groups of cylinders. e.g. one table for left bank, one table for right bank or One table for front three
cylinders and another table for the rear three cylinders.

These settings can cause confusion so are best illustrated with examples.

Individual table for each cylinder (4 cyl engine):

· Cyl 1 Allocation = Cyl 1 ITrim Table
· Cyl 2 Allocation = Cyl 2 ITrim Table
· Cyl 3 Allocation = Cyl 3 ITrim Table
· Cyl 4 Allocation = Cyl 4 ITrim Table

One table for all cylinders (4 cyl engine):

· Cyl 1 Allocation = Cyl 1 ITrim Table
· Cyl 2 Allocation = Cyl 1 ITrim Table
· Cyl 3 Allocation = Cyl 1 ITrim Table
· Cyl 4 Allocation = Cyl 1 ITrim Table

One table for each bank (V8 engine odds on left bank, evens on right bank):
· Cyl 1 Allocation = Cyl 1 ITrim Table
· Cyl 2 Allocation = Cyl 2 ITrim Table
· Cyl 3 Allocation = Cyl 1 ITrim Table
· Cyl 4 Allocation = Cyl 2 ITrim Table
· Cyl 5 Allocation = Cyl 1 ITrim Table
· Cyl 6 Allocation = Cyl 2 ITrim Table
· Cyl 7 Allocation = Cyl 1 ITrim Table
· Cyl 8 Allocation = Cyl 2 ITrim Table

One table for front cylinders, one table for rear cylinders (inline 6 cyl engine):
· Cyl 1 Allocation = Cyl 1 ITrim Table
· Cyl 2 Allocation = Cyl 1 ITrim Table
· Cyl 3 Allocation = Cyl 1 ITrim Table
· Cyl 4 Allocation = Cyl 2 ITrim Table
· Cyl 5 Allocation = Cyl 2 ITrim Table
· Cyl 6 Allocation = Cyl 2 ITrim Table

Knock Level Gain X

Note: This setting is only available when using the Ignition Trims, Fuel Trims or Ignition and Fuel Trims modes (not the Normalised modes).
The Knock Level Gain X setting can be used to apply a multiplier to the knock level on individual cylinders. This settings is useful for amplifying cylinders located at
varying distances from the knock sensor. (e.g., Cyl1 and Cyl4 will require more gain than Cyl2 and Cyl3 on a four cylinder engine with a central knock sensor).

Gains are relative to the Cylinder Allocation, and not the actual cylinder. Gains relating to allocations not defined have no effect.
· A Gain of 1.00 represents no change to the level.
· A Gain of 0.50 represents the level being reduced to half of the original level.
· A Gain of 2.00 represents the level being doubled.

Adjust the individual knock level gains so that all cylinders are reading an equal value when free reving the engine without it knocking.

Knock Control:
Knock Threshold Table
The Knock Threshold Table will become visible when Knock Mode is set to something other than OFF. This table sets the allowable engine noise for a given engine
speed/Load, each engine will have different noise characteristics. Engine noise is generated by mechanical clearances, valve train noise and even valves closing
against the seat! Knock Control will reduce ignition advance and/or increase the fuel trim when the actual measured level of engine noise is above the value in the
Knock Threshold Table. This table must be manually filled out for each particular engine. Knock Threshold values can range from 0 (minimum noise) to 1000
(maximum noise).

Use the Table Axis Setup menu to adjust the Knock Threshold Table axis parameters and change rows/columns.

Knock Ignition Trim X Table

The Knock Ignition Trim X table shows the amount of ignition retard being applied by the Knock Control system to a particular cylinder or group of cylinders. Each time
the magnitude of the knock signal exceeds the Knock Threshold value for that particular engine speed/Load ignition timing will be decremented from a cell in this table.
The Knock Ignition Trim X Table can be used to determine where knock has been detected as each cell that has its retard value changed will turn blue (this only occurs
while the ECU is connected to PCLink).

See Cylinder X Allocation for information on setting up which table relates to a particular cylinder.

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The Knock Ignition Trim X tables are cleared when the ECU is turned off if the changes haven't been stored. Ignition changes made by the Knock Control function are
NOT stored permanently and require the user to connect with PCLink and store the tune.

Knock Fuel Trim X Table

The Knock Fuel Trim X table shows the amount of fuel enrichment being applied by the Knock Control system to a particular cylinder or group of cylinders. Each time
the magnitude of the knock signal exceeds the Knock Threshold value for that particular engine speed/Load the fuel trim will be incremented in a cell in this table. The
Knock Fuel Trim X table can be used to determine where knock has been detected as each cell that has its fuel value changed will turn blue (this only occurs while the
ECU is connected to PCLink).

See Cylinder X Allocation for information on setting up which table relates to a particular cylinder.

G4X and G5 ECU Tuning Functions > Knock Control > Suggested Knock Frequency Settings
Suggested Knock Frequency Settings
The following table provides a guide on typical frequency settings.

Engine Description Recommended Filter

Mazda 13B/20B/26B (Bosch aftermarket sensor) 3.5kHz Narrow Band Filter
Subaru EJ25 (Bosch aftermarket sensor) 6kHz Narrow Band Filter
Subaru EJ20 (Bosch aftermarket sensor) 6kHz Narrow Band Filter
Toyota 1UZ-FE (factory sensors) 6kHz Narrow Band Filter
Mitsubishi 4G63 (Bosch aftermarket sensor) 6kHz Narrow Band Filter
Nissan SR20DET (Bosch aftermarket sensor) 6kHz Narrow Band Filter
Toyota 3S-GTE (Bosch aftermarket sensor) 6kHz Narrow Band Filter
Mitsubishi Evo 6 Onwards (factory sensor) 13kHz Narrow Band Filter
Subaru WRX V7 Onwards (factory sensor) 13kHz Narrow Band Filter
Nissan RB26DETT (Bosch aftermarket sensor) 6kHz or 7kHz Narrow Band Filter
G4X and G5 ECU Tuning Functions > VVT Control
VVT Control
Selected Link ECUs have the ability to control Continuously Variable Valve Timing (VVT). VVT is used by engine manufacturers to dynamically adjust valve timing
which can increase power, improve economy and reduce emissions. Link ECUs use a high speed precision Proportional-Integral-Derivative (PID) control algorithm to
accurately position the cam shafts. Closed loop control allows cam positioning to remain unaffected by variations in oil temperature and pressure.

Warning: VVT control is an advanced feature. Although Link VVT control provides a large amount of status information, it should only be set-up and operated by
experienced tuners. Failure to correctly set up VVT Control can result in unpredictable cam timing which can result in engine damage. DO NOT adjust anything you
are not completely sure of!

Warning: It is strongly recommended to use the preset VVT configuration if one is offered in the software instead of a custom configuration.

VVT Configuration
To set up VVT Control, the following steps must be taken:

1. Select the Cam Control Mode, it is strongly recommended to use the preset VVT configuration if one is offered in the software instead of a custom configuration.
2. Set the Cam Sensor Inputs - A camshaft position sensor must be wired to either a digital input or Trigger 2. For simplicity, wiring a cam's position sensor and
solenoid to the same numbered auxiliary output and digital input is recommended but this isn't a requirement.
3. Set the PWM Outputs - The cam shafts position control solenoid must be wired to an auxiliary output. For simplicity, wiring a cam's position sensor and solenoid
to the same numbered auxiliary output and digital input is recommended but this isn't a requirement.
4. Run the Cam Angle Test Calibrate function to automatically setup the Tooth Count and Tooth Offsets settings.
5. Tune The Control Algorithm - Only necessary if not using a preset VVT configuration.
6. Observe VVT Control runtime status information in the VVT tab of the Runtime Values window (F12 key) to ensure correct operation.

General VVT setup advice

· If the sensors are wired backwards or trigger arming voltages set incorrectly VVT control will not work.
· Some engines can-not run VVT control below about 1500 RPM.
· VVT control is closed loop, it will keep trying to correct cam position until it matches the target.
· If the closed loop control is tuned wrong (PID numbers) then it may not be able to control the cams.
· If the solenoids are not wired or working correctly it will not be able to control the cams.
· If the runtime status for the cams shows happy with no errors then it is most likely reading position correctly (after offsets are set correctly).
· If position is being read correctly but target is not being reached then it is most likely that the solenoids or control numbers are incorrect.

G4X and G5 ECU Tuning Functions > VVT Control > VVT Settings
VVT Settings
Warning: Cam control is an advanced feature. This should only be set-up and operated by experienced tuners. Failure to correctly set up cam control can result in the
cam timing operating unpredictably and possibly result in engine damage. DO NOT adjust anything you are not completely sure of !

At all times, the VVT runtime values can be viewed on the VVT tab of the Runtime Values window (F12 key).
Before commencing VVT tuning all cam and crank sensors must be wired correctly (including correct polarity). The Trigger Offset also needs to have been set correctly
with a timing light.
Tuning VVT Control can be done by either choosing a pre-set configuration or using a custom setup. Default configurations hide the complexities of the tuning values
and are strongly recommended. The following options are provided for configuration of default and custom setups:

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Cam Control Mode

This setting contains a list of pre-set VVT configurations and a User Defined option which allows the user to setup a completely custom configuration.
If your engine type is not listed as a pre-set configuration you can contact your Link dealer to find out if another pre-set configuration will work or use the User Defined
VVT mode.

Number of Banks
This setting is only visible when in User Defined mode and is used to set the number of banks the engine has (1 or 2). When set to 1 bank PCLink will hide the settings
for Bank 2.

Variable Cams Bank 1 & Variable Cams Bank 2

These settings are only visible when using User Defined Mode and Variable Cams Bank 2 is only visible when Number of Banks is set to 2. These settings are used
to set which cams are VVT controllable on each bank and hide the VVT settings for the cams that are not controllable, options are Inlet, Exhaust or Inlet & Exhaust.

Cam Angle Test

This setting provides a method for the user to see the angle of each tooth on a specific cam and an automatic calibration option which will fill out the Tooth Count and
Tooth Offsets settings for all cams.

The Calibrate option when selected performs a calibration of each cam where it calculates the Tooth Count and Tooth Offsets for each cam and fills in these settings.
The Tooth Count and Tooth Offsets values can be filled out manually using the information from the Cam Angle Test for each cam but it is recommended to just use
the calibrate function.

The purpose of the individual cam options is to display the position of each tooth on the cam in crankshaft degrees ATDC so the user can debug any issues that might
be occuring. Cam angle test information can be found in the VVT tab of the F12 runtime data menu.
To activate the Cam Angle Test Function, perform the following steps:

1. Ensure a Cam Position Digital Input has been wired and configured.
2. Select the appropriate VVT Control Channel in the Cam Angle Test list.
3. Observe the cam teeth positions by looking at the parameter Cam Angle #X on the VVT tab of the Runtime Values window (F12 Key). The number of teeth is visible
as
4. Run the engine above the VVT RPM Lockout and ECT Lockout values.
5. The position at which each cam pulse occurs will be displayed.

PID Setup
This setting allows the user to use the default PID values or to use their own custom PID values. This setting is custom by default and hidden when using User Defined
Mode.
When PID Setup is set to Custom, the following items cam be adjusted for each VVT channel:
· Control Algorithm
· Base Duty Cycle
· Proportional Gain
· Integral Gain
· Derivative Gain
· Min & Max DC Clamp

Startup Lockout
This value determines how long the engine needs to be running (RPM >400) before the VVT starts up. This is often done to prevent CAM rattle on engine start up
which occurs because it takes a few seconds to build up enough oil pressure for VVT control. A typical value would be 5s.

RPM Lockout
This value determines the engine speed (RPM) that must be exceeded before the VVT control system will become active, this allows VVT control to be disabled at
lower engine speeds. At lower engine speed oil pressure is low and reluctor position signals can have insufficient amplitude which can affect the accuracy of the VVT
control system. When the lockout condition has not been met the cams will be uncontrolled and will sit in their relaxed position. Typical values range from 500 RPM (on
at idle) to 1500 RPM (off at idle). This lockout does have hysteresis applied to it to prevent rapid switching on and off when hovering around the lockout value.

ECT Lockout
This value determines the engine coolant temperature that must be exceeded before the VVT control system will become active, this allows VVT control to be disabled
at lower engine temperatures when the oil is too cold. When the lockout condition has not been met the cams will be uncontrolled and will sit in their relaxed position.
Typical values range from 20 to 50 degrees Celsius.

Active Inlet Tables & Active Exhaust Tables

This setting allows the user to have multiple different Inlet or Exhaust Target Tables and to switch between them at will.

Inlet Table 2 (or 3) Activation & Exhaust Table 2 (or 3) Activation

These settings are used to select which input will be used to switch to the VVT Inlet or Exhaust Target Table of the same number.

Voltage Compensation
When turned on the Duty Cycle of the Auxiliary is adjusted based on how far the battery voltage is from 14V (while still being clamped between the min and max). This
means that the actual position of the cam should be more consistent with the desired position over variations in the vehicle voltage.

Inlet Fully Retard Position & Exhaust Fully Advance Position

Normally Link VVT Target Tables are referenced to the variable valve timings natural or relaxed position. For inlet cams, a VVT Inlet Target Table number of 0.0 will
mean the cam is in its most retarded position, 30 would mean it is advanced by 30 degrees. Some tuners find it easier to relate to actual engine position degrees rather
than just degrees of advance, these settings allow the numbers in the VVT Target Tables to show the actual cam lobe position relative to the engine position by acting
as an offset to the relaxed positions. VVT tuning can then be performed by setting the desired cam lobe position relative to the engine position for various operating
conditions.

Note: This function requires that the exact position of the cam lobes is known, this must be found by measurement rather than using paper specifications.

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· To setup the Fully Retard Position for the inlet Cam simply enter the crankshaft position of the inlet lobe centre at its fully retarded position into the Inlet Fully Rtd
Position setting, e.g 108 degrees ATDC. The numbers in the VVT Inlet Target Table will now be the position of the lobe centre After Top Dead Centre (ATDC).
· To setup the Fully Advance Position for the exhaust Cam simply enter the crankshaft position of the exhaust lobe centre at its fully advanced position into the
Exhaust Fully Adv Position setting, e.g 109 degrees BTDC. The numbers in the VVT Exhaust Target Table will now be the position of the lobe centre Before Top
Dead Centre (BTDC).

Inlet/Exhaust Advance/Retard Tooth Tolerance

These settings are only visible when using the User Defined Cam Mode.
The Retard and Advance Tooth Tolerance settings for the Inlet and Exhaust Cams sets the maximum movement range of the cam that the Cam Sensor will allow a
tooth to be detected in. If no tooth is detected in the set range an error will be dispalyed on that cam's Signal Status.

Cold Temperature Gain Compensation

This setting allows the user to increase the gains when the engine is cold to compensate for the colder oil. It is added as a percentage of the proportional gain
multiplied by the number of degrees C below 80deg C.
For example a gain of 1%/deg C and an ECT of 40 degrees C The Proportional Gain values will be increased by 1% x (80 - 40) = 40%.

Valve Type
This setting allows the user to choose between the standard single VVT solenoid output that is used on most vehicles or the Dual Solenoid output style typically used in
BMW engines that have VANOS.
If using a Dual Solenoid output you will need -ve values in the Min DC Clamp tables.

VVT Inlet & Exhaust Target (Tables)

Tables are allocated for VVT control camshaft position tuning, up to 3 target tables can be allocated for the inlet and exhaust (3 inlet and 3 exhaust).
The VVT Inlet & Exhaust Target Tables define the target cam position in degrees advanced. A number of 0 in this table will mean that the cam will be at its relaxed
position (assuming the Inlet Fully Rtd and Exh Fully Adv Position settings are 0). A positive number indicates advance and a negative number indicates retard. Note
that the most retarded position for the inlet cam is its least aggressive position and the most advanced position for the exhaust cam is typically its least aggressive
position so the inlet target table will typically use positive values and the exhaust target table will typically use negative values. Also note that if Inlet Fully Rtd and Exh
Fully Adv Positions are non zero the numbers in the VVT Inlet Target Table will need to be shifted by these values.

Each Cam:
These settings are available for each cam but only the settings for the cams in use will be visible. Specific vehicle VVT Modes have the number of banks and
adjustable cams hardcoded meaning cams that are not variable from factory will be hidden.

Cam Sensor Input

This setting selects the input for this cams trigger signal. In order to vary cam advance/retard, the current position must be known, Link ECUs use Digital Inputs and
Trigger 2 to measure cam position. Input can be from a reluctor, hall effect or optical sensor but reluctor Inputs might not work as well at low speed when connected to
a DI input.
Only Digital Inputs 1 to 4 and Trigger 2 can be used as Cam Position Digital Inputs. Although Digital Inputs can be wired to any cam position sensor, the following
convention should be used to conform with other Link wiring diagrams and base configurations:
· Bank 1 Inlet - Trigger 2 (or Digital Input 1 if the engine has separate sync and cam angle sensors)
· Bank 2 Inlet - Digital Input 2
· Bank 1 Exhaust - Digital Input 3
· Bank 2 Exhaust - Digital Input 4

When using digital input for the cam trigger signal its pull-up and active edge need to be set (Typically pull-up ON for Hall and OFF for Reluctor/VR). The Active Edge
setting determines which edge of the cam position sensor signal will be used to determine VVT cam position, for reluctor sensors always select a Falling active edge
and for hall sensors this edge could be rising or falling. Selection of the wrong edge will affect setting the Offset value.

PWM Output
This setting selects the Auxiliary Output that will be used to control the cam's position.
In order to vary cam advance/retard, the VVT control solenoid must be driven by the ECU. All VVT Control Auxiliary Outputs drive the solenoids to ground. The other
side of the solenoid must be wired to an ignition switched supply (NOT hot fed).
Although Auxiliary Outputs can be wired to any VVT solenoid, the following convention should be used to conform with other Link wiring diagrams and base
configurations:
· Bank 1 Inlet - Auxiliary Output 1
· Bank 2 Inlet - Auxiliary Output 2
· Bank 1 Exhaust - Auxiliary Output 3
· Bank 2 Exhaust - Auxiliary Output 4

PWM Close Output

This setting is only visible when the Valve Type is set to Dual Solenoid.
The Auxiliary selected here works in conjunction with the PWM Output Auxiliary to control VVT setups that require separate solenoids for advancing and retarding the
each cam. A typical example of these systems is BMW VANOS.
Use this setting to select the output that has been wired to the solenoid that returns the cam to it's base position. This output becomes active when the desired duty
cycle drops below 0 and so the Minimum DC Clamp values must be negative for this output to work.

PWM Frequency
This setting controls the frequency of the PWM used to control this cam's solenoid, typical values would be between 250 and 300Hz.

Control Algorithm
This setting is only visible when only visible when PID Setup is set to Custom.
This setting allows the cam to use the Base Duty Cycle Proportional Gain, Integral Gain and Derivative Gain values from one of the other cams. This means the user
will only need to change the values in one or two areas (depending on the setup) rather than having to change the values on each cam individually.

Example:
A Subaru engine has two inlet cams and two exhaust cams. On some models, all of these have variable timing. To simplify tuning the VVT control, it would be better to
pair up the VVT PID tuning Settings for the Bank 1 and Bank 2 inlet cams and pair up the VVT PID Tuning Settings for the Bank 1 and Bank 2 exhaust cams. All four
cams will be controlled independently but both inlet cams will use the same PID Tuning Settings and both exhaust cams will use the same PID Tuning Settings. Set the
Control Algorithms for each cam as follows:

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· Set Bank 1 Inlet Control Algorithm to Inlet Bank 1

· Set Bank 2 Inlet Control Algorithm to Inlet Bank 1
· Set Bank 1 Exhaust Control Algorithm to Exhaust Bank 1
· Set Bank 2 Exhaust Control Algorithm to Exhaust Bank 1

The VVT PID Tuning Settings for both Bank 2 cams will now have no effect and not be visible. Both Inlet cams VVT PID Tuning Settings will now be adjusted using the
Bank 1 Inlet VVT Control settings. Both Exhaust cams VVT PID Tuning Settings will now be adjusted using the Bank 1 exhaust VVT control settings.

Tooth Count
This setting sets the number of teeth on the cam trigger that the ecu will look for, this value is filled out automatically when the Cam Angle Test Calibrate function is run.

Base Duty Cycle

This setting is only visible when only visible when this cams Control Algorithm is set to this cam, PID Setup is set to Custom and Valve Type is set to Single Solenoid.
This setting controls the base Duty Cycle, the value before any gains are added or subtracted.

Proportional Gain
This setting is only visible when only visible when this cams Control Algorithm is set to this cam and PID Setup is set to Custom.
This setting adjusts the Proportional Gain of the VVT Control's PID algorithm, increasing this number increases the proportional gain, decreasing this number
decreases the proportional gain.

Integral Gain
This setting is only visible when only visible when this cams Control Algorithm is set to this cam and PID Setup is set to Custom.
This setting adjusts the Integral Gain of the VVT Control's PID algorithm, increasing this number increases the integral gain, decreasing this number decreases the
integral gain.

Derivative Gain
This setting is only visible when only visible when this cams Control Algorithm is set to this cam and PID Setup is set to Custom.
This setting adjusts the Derivative Gain of the VVT Control's PID algorithm, increasing this number increases the derivative gain, decreasing this number decreases the
derivative gain.

Filter
This setting adjusts the ability of the VVT Control to reject inconsistencies in the cam position signal input, inconsistencies occur due to factors such as cam belt slack
and engine speed variation. Increasing the filter number allows smoother control of cam positioning, but will decrease the response time of the VVT Control. It is
recommended to use a setting between 4 and 6. Note that increasing the Filter value adds delay to the control loop which may cause instability.

Inlet/Exhaust Bank 1/2 Tooth Offsets Table

This table allows the user to manually enter the absolute angle (relative to cylinder 1 tdc) of each of the cam's trigger teeth, these values are filled out automatically
when the Cam Angle Test Calibrate function is run.

Inlet/Exhaust Bank 1/2 Min & Max DC Clamp Table

This setting is only visible when only visible when this cams Control Algorithm is set to this cam and PID Setup is set to Custom.
This setting controls the maximum duty cycle that will ever be applied to the cam control solenoid based on engine coolant temperature. Limiting the range of the VVT
control solenoids duty cycle helps improve VVT Control stability. As engine coolant temperature changes, due to changes in oil viscosity and component clearances,
different duty cycle ranges are required for VVT control operation. At any given temperature, the VVT solenoid will operate at duty cycles between the values given in
the Max and Min DC Clamp tables.

G4X and G5 ECU Tuning Functions > VVT Control > User Defined VVT Mode
User Defined VVT Mode
User Defined VVT Mode

The User Defined VVT Cam Control Mode is for use when there is no pre-defined VVT mode available, it enables a custom VVT setup to be calibrated. This is a
complex task that involves custom PID tuning of the VVT system.

The following are the requirements for User Defined mode:

· Only works with VVT systems which use one solenoid per cam.
· Experience with PID Tuning.

WARNING

The setup of the User Defined VVT mode is a complex process, and if not setup correctly, could lead to serious engine damage. Be sure to completely read the VVT
help section and understand the whole topic before attempting the process. If unsure about something, stop and seek help from your closest Link dealer.

Configuring User Defined VVT Mode

Below is the general process for configuring the User Defined VVT Cam Control Mode. Each setup will vary because of the number of variable cams, the number of
teeth on the cams wheel, and the degrees between the teeth.

1. Go to ECU Settings > VVT Control > VVT Setup and set the Cam Control Mode to 'User Defined'.
2. Set the Number of Banks that the engine has and set the Available Variable Cams on each bank.
3. Wire-up each cam's position sensor and set the Cam Sensor Input for each cam.
4. Wire-up each cam's control solenoid and set the PWM Output and PWM Frequency for each cam.
5. Setup the RPM Lockout and ECT Lockout.
6. Select the VVT Inlet Target Table and set the whole table to a value of zero. Do the same for the VVT Exhaust Target Table.
7. If you want to adjust the zero position of the cams do it now using the Inlet Fully Retard Position and Exhaust Fully Advance Position settings.

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8. Set the Tooth Tolerance Range settings to control the endpoints of the cam rotation.
9. Use the Cam Angle Calibration Function to automatically set the Tooth Counts and Tooth Offset Values.
10. Fill in the VVT Target Tables and adjust the Base Duty Cycle and PID settings until the cams operate as desired.

Refer to VVT Settings for more information on the operation of each setting and VVT Runtimes for more information on the various Runtime Values and Statuses.

G4X and G5 ECU Tuning Functions > Chassis and Body

Chassis and Body
The following functions and parameters are setup or calculated from Chassis and Body:

· Gear Detection - Gear detection calculation using a vehicle speed sensor, a gear position sensor, or data from a CAN bus.
· Speed Sources - Driving and Driven vehicle speed sources.
· % Slip Calculation - Calculate difference between driving and driven wheel speeds.
· AC Clutch Control - Used for setting up Air Conditioning clutch control.
· Starter Control - Used for setting up starter motor control.
· Anti Theft - Configure an Anti Theft setup.
· Cruise Control - Configure Cruise Control using the vehicles E-throttle system.

G4X and G5 ECU Tuning Functions > Chassis and Body > AC Clutch Control
AC Clutch Control
The Air Conditioning control function controls the compressor clutch, and the cooling of the condenser by use of the engine fan(s). There are two different control
modes for use in situations where the factory air-conditioning control is present or removed.

The AC Clutch Control Runtimes can be monitored on the Misc tab of the Runtime Values window (F12 key).

Note: Which Engine Fans are turned on when AC is turned on is controlled by the Engine Fan X on with AC setting for each Fan in Auxiliary Outputs -> Engine Fan.

AC Clutch Control Settings

Mode
This setting selects the operating mode of AC Clutch Control.
· OFF - AC Clutch Control is not used.

· Basic - When in Basic mode, if the ECU receives an AC Request it checks to see if the engine speed is above 400 RPM. If the engine speed is greater than 400
RPM it then turns on the outputs for AC Clutch and Engine Fan (setup to turn on with AC). The ECU will keep the AC Clutch and Engine Fan on until the AC
Request turns off or the engine speed is under 400 RPM. The Basic mode is recommended for use with a system where a separate factory AC controller
manages the AC Request signal.

Basic mode requires the following to work:

· Engine Speed > 400 RPM

· AC Request - Either a Digital Input channel or over CAN.
· AC Clutch - Auxiliary Output channel or control over CAN.
· Engine Fan - An Engine Fan set to be on with AC.

· Full - When in Full mode, if the ECU receives an AC Request it checks to see if the engine speed is above 400 RPM, the AC Evaporator Temp is above the Low
Evap Temp Lockout, and the AC Pressure is between the High Pressure Lockout and the Low Pressure Lockout. If all of these conditions are met the ECU will
then switch on the AC Clutch and the Engine Fan (setup to turn on with AC).

The ECU will keep the AC Clutch and Engine Fan on until one of the following:

· The AC Request turns off.

· The engine speed is under 400 RPM.
· The AC Evaporator Temp reaches the Low Evap Temp Lockout.
· The AC Pressure reaches the High Pressure Lockout.
· The AC Pressure reaches the Low Pressure Lockout.

The Full mode is recommended for use with a system where there is no factory AC controller, or when AC evaporator temperature control by the ECU is
desired.

Full mode requires the following to work:

· Engine Speed > 400 RPM

· AC Request - Either a Digital Input channel or over CAN.
· AC Clutch - Auxiliary Output channel or control over CAN.
· Engine Fan - An Engine Fan set to be on with AC.
· AC Evaporator Temp - Either an AN Temp channel or over CAN.
· AC Pressure - Either an AN Volt channel or over CAN.

Note: If the AC system pressure reaches one of the pressure lockouts the ECU will turn off the AC Clutch and Engine Fan until a new AC Request is received.

Output
Specifies the output being used to control the AC Clutch.

AC Request Source
Select the input that the AC Request switch is wired to.

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Clutch Off Runtime

This setting can be used to disengage the AC compressor clutch when the engine is under high power.
· OFF - No condition to cause the compressor clutch to release
· TP(Main) - Throttle position condition. The condition suited for most setups.
· MAP - Manifold Pressure condition. For setups with no TPS.
· Inj DC - Injector Duty Cycle.
· AP(Main) - Accelerator Position condition. For E-throttle setups. This will disconnect the compressor clutch quicker than TP(Main)

Clutch Off Value

The number that the compressor clutch will disengage at. The units of the number will depend on the setting selected for Clutch Off Runtime, for example TP(Main) will
be %, MAP will be kPa.

Clutch Delay
This is the delay between AC request and engagement of the AC compressor clutch (and also disengagement). This delay allows time for the ECU to increase the
amount of air bled into the engine via the idle speed control system to maintain a consistent idle.

The following setting are only available in 'Full' mode:

Pressure Source
Select the input that the AC Pressure Sensor is wired to.

Pressure Calibration
Select the AC Pressure Sensor Calibration.

High Pressure Lockout

The maximum pressure on the AC systems high side before the ECU will disconnect the compressor clutch. A typical value for this would be 2100 kPa, but this will
vary from system to system. The High Pressure Lockout is designed to protect the AC system from damage if the pressure gets too high. The best way to find out the
maximum pressure is to check the systems operating requirements from the service manual or using pressure gauges to measure operation on the factory(OEM) ECU.

Low Pressure Lockout

The minimum pressure on the AC system's high side before the ECU will disconnect the compressor clutch. A typical value for this would be 175 kPa, but this will vary
from system to system. The Low pressure Lockout is designed to protect the AC system from damage if the pressure gets too [Link] best way to find out the
minimum pressure is to check the systems operating requirements from the service manual or using pressure gauges to measure operation on the factory(OEM) ECU.

AC Evaporator Temperature
Select the input that the AC Evaporator Temperature Sensor is wired to.

Temperature Calibration
Select the AC Evaporator Temperature Sensor Calibration.

Low Evap Temp Lockout

The minimum temperature of the AC evaporator before the ECU will disconnect the compressor clutch. A typical value for this would be 3 or 4 degrees Celsius. This is
the control that will cause the ECU to disconnect the compressor clutch in normal operation. If you do not want the ECU to turn off the AC system at a certain
evaporator temperature set this lockout to the minimum (-10 °C or 14 °F), this will cause the Low Evap Temp Lockout to be ignored.
G4X and G5 ECU Tuning Functions > Chassis and Body > Alternator Control
Alternator Control
Some vehicles have alternators that are completely controlled by the ECU, in these vehicles the ECU can alter the output of the alternator by varying the Duty Cycle of
a PWM output with a larger Duty Cycle being more power and so a higher voltage from the alternator. This function allows the user to control that alternator output
using a voltage target table, the ECU's internal battery voltage reading and a PID controller which controls the Duty Cycle of a PWM capable Auxiliary Output.

A common example of a vehicle that would use this function to control the vehicles alternator is NB MX5s.
Note: This function is not intended to be used on vehicles which have two separate voltage levels but still have a regulator inside the alternator like the S2000.
Note: When the engine is off the Output is turned off and the error runtime value is reported as 0.

Settings:

Output
This setting is used to select the PWM capable output that has been wired to the alternator control pin. If this setting is set to None the rest of the settings will be
hidden.

Frequency
This setting is used to set the frequency of the selected output pin's signal. The value used here would typically be the same as is used by the OEM system, an
oscilloscope can be used to find this value.

Proportional, Integral and Derivative Gain

These settings are the various gain components in the PID controller. They are used to tune the PID controller, the better tuned it is the faster it will react to and correct
changes. Typically only Proportional and Integral is required.
An example value would be 32 Proportional, 0.4 Integral and 0 Derivative for an NB MX5.

Max and Min Clamp

These two settings control the allowable range of Duty Cycles that can be output while the engine is running.

Alt Control FF Table

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This table contains the feed-forward values for the PID controller, the Duty Cycle value that the controller starts with and builds off of to reach the value that gives the
correct voltage. Ideally one axis of this table would be an electrical system load measurement but not all vehicles have these so in this you could use a mathblock
which has a value that increases when engine fans or other large loads are turned on could be used. The other axis would typically be engine speed as the faster the
engine spins the more power is produced from the alternator.
An example value would be 35% for an NB MX5 at idle with headlights and fans off.

Alt Control Target Table

This table contains the target voltage values, typically both axes would be left as None and a single value would be used in the one cell but having a table does allow
the targeting of different voltages under different situations like a lower voltage at cruise to reduce fuel usage or a higher voltage in overrun to increase engine braking
slightly.

Runtime information can be found here

G4X and G5 ECU Tuning Functions > Chassis and Body > Anti Theft
Anti Theft
Anti Theft is a security system to prevent un-authorised starting of the engine. When Anti Theft is active it prevents the injection and ignition outputs from functioning.

Anti Theft requires an activation input to the ECU to determine when the system should allow the engine to be started. There are three different options for the
activation input to come into the ECU:

· Digital Input - A Digital Input Function can be configured as Anti Theft. This option would be used with a hidden switch or an after-market alarm module output.
· CAN bus - A signal comes to the ECU over a CAN bus. This method would be used with factory alarm systems or a Body Control Module.
· Digital Input and CAN bus - For increased security a CAN bus input and Digital Input can be used in conjunction. Both inputs will be considered before starting
the engine.

Anti Theft Settings:

Digital Input
Select the input that the Anti-Theft switch is wired to.

Allow CAN Anti-Theft Request

Select whether the activation input will come over CAN.
· If only using an activation input from a Digital Input, set this to No.
· If only using an activation input from a CAN bus, set this to Yes.
· If using activation inputs from a CAN bus AND a Digital Input, set this to Yes.

Default State
The default state of the CAN anti-theft request status.
· Immobilised - The engine will be immobilised until a CAN Anti-Theft OFF Request is received.
· Engine Run - The engine will be allowed to run until the CAN Anti-Theft ON Request is received.

Tip: Monitor the Anti Theft, CAN Anti-Theft Request, and Engine Kill statuses to see if the engine is being immobilised correctly.

G4X and G5 ECU Tuning Functions > Chassis and Body > Starter Control
Starter Control
Starter Control provides ECU managed operation of the Starter Motor. The Start Position input should be setup before setting up the Starter Control.

Start Switch Mode

Selects the mode of starter control. Options available are:
· OFF - No starter motor control by the ECU.
· Test - Use for testing input/output functionality only. When Start Status is active the ECU will activate the Starter Solenoid Auxiliary Output. No other
conditions are checked, this could potentially lead to starter damage, engine damage or personal injury if operated at the incorrect time.
· Normal - Behaves the same way a typical vehicle starting system, the key is turned and the engine will crank until the key is released. This mode does however
offer the added protection of preventing the starter being engaged while the engine is already running, turning off the starter once the engine is running and the
option to disable starting if the vehicle is not in Park/Neutral or is immobilised.
The ECU will Activate the starter if the Engine Speed is 0rpm, the Start Position is Active and the Anti-theft Lockout and Neutral/Park Lockout conditions are met.
The starter will be turned off when the Start Position stops being Active, when the Engine Speed becomes greater than the Starter Deactivation RPM value or if
one of the lockouts occurs.
· Start/Stop - Allows the use of a single button for both starting and stopping the engine. When the engine is stalled, pressing the button will crank the motor over.
Once the motor is running, pressing the button again will stall the engine. This mode is suitable for a single start/stop button on the handle bar of a motorbike or
jet ski.
The ECU will Activate the starter if the Engine Speed is 0rpm, the Start Position is Active and the Anti-theft Lockout and Neutral/Park Lockout conditions are met.
The starter will be turned off when the Start Position stops being Active, when the Engine Speed becomes greater than the Starter Deactivation RPM value or if
one of the lockouts occurs. If the Start Position becomes active again when the engine is running (has been inactive since the engine was started) an Engine Kill
(100% Fuel and Ignition cut) will be applied until the engine speed is 0rpm and the button is released.
· Touch Start - Allows a starter motor button (or key) that can be momentarily pressed to start the engine. The driver taps the button and the ECU will take care of
starting the engine. Typical applications for Touch Start mode would be remote starting of a jet boat.
The ECU will Activate the starter if the Engine Speed is 0rpm, the Start Position is Active and the Anti-theft Lockout and Neutral/Park Lockout conditions are met.
The starter will be turned off when the Engine Speed becomes greater than the Starter Deactivation RPM value, when the Max Crank Time has passed since the
Start Position first became Active or if one of the lockouts occurs. If the Start Position becomes active again when the engine is running (has been inactive since
the engine was started) an Engine Kill (100% Fuel and Ignition cut) will be applied until the engine speed is 0rpm and the button is released.

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Starter Solenoid
Specifies the output being used to control the starter solenoid.

Starter Deactivation RPM

Specifies the engine speed (RPM) above which the Starter Solenoid Auxiliary Output turns Off.

Use Anti-theft Lockout

An option to make the Starter Solenoid Auxiliary Output conditional upon the Anti-theft status. If set to Yes and Anti Theft Status is Active the Starter Solenoid Auxiliary
Output will not function.

Use Neutral/Park Lockout

An option to make the Starter Solenoid Auxiliary Output conditional upon the Neutral/Park status. If set to Yes and Neutral/Park Status is not Active the Starter Solenoid
Auxiliary Output will not function.

Use Clutch Lockout

An option to make the Starter Solenoid Auxiliary Output conditional upon the Clutch status. If set to Yes and Clutch Status is not Active the Starter Solenoid Auxiliary
Output will not function.

Use Speed Lockout

An option to make the Starter Solenoid Auxiliary Output conditional upon the Driving Wheel Speed. If set to Yes and the Driving Wheel Speed is greater than 0 the
Starter Solenoid Auxiliary Output will not function.

Max Crank Time

Only used in Touch Start Start Switch Mode, this is the maximum amount of time the starter will be allowed to crank if the engine does not start.

Starter control Examples:

Example 1: Normal Mode with Anti-theft

Assume Starter Control is set up as:

Start Switch Mode = Normal
Starter Deactivation RPM = 600 RPM
Use Anti-theft Lockout = Yes
Use Neutral/Park Lockout = No

With the above settings the ECUs Starter Control would activate the starter motor if:
· Engine speed is 0rpm, and
· The anti-theft signal is off and
· The driver presses the start button or turns the key (Start Position becomes Active).

Example 2: Start / Stop Mode with Neutral / Park Lockout

Assume Starter Control is set up as:

Start Switch Mode = Start / Stop
Starter Deactivation RPM = 550 RPM
Use Anti-theft Lockout = No
Use Neutral/Park Lockout = Yes

With the above settings the ECUs Starter Control would activate the starter motor if:
· Engine speed is 0rpm, and
· The Park/Neutral Status is Active and
· The driver presses the start/stop button (Start Position becomes Active).

With the above settings the ECU would apply a 100% cut to both fuel and ignition if:
· The engine speed has been greater than 550rpm, and
· The start/stop button has been released since the motor was started, and
· The driver presses the start/stop button (Start Position becomes Active).

Note: The fuel and ignition cut will remain until engine speed is 0rpm and the start/stop button has been released.

G4X and G5 ECU Tuning Functions > Chassis and Body > Virtual Fuel Tank
Virtual Fuel Tank
The Virtual Fuel Tank Function can be used to warn the driver when the volume of fuel remaining drops below a certain amount. This function uses calculated fuel
consumption based off of injector PW, Differential Fuel Pressure and Injector characteristics, more specifically it uses the Accumulated Fuel Consumption value with
additional code to reset the amount of fuel remaining and to remember the amount of fuel over ECU power cycles.
The amount of fuel remaining is shown by the Fuel Left runtime and the Fuel Low warning is displayed by the Fuel Left status.

The available settings are:

Fuel Added Mode

Used to define how fuel is added to the tank.
· Off - Sets Fuel Left to 0 and then does nothing.
· Volume added - Adds the Reset Volume value each time the Add Fuel Input becomes active.
· Volume filled up to - Sets the Fuel left to the Reset Volume value each time the Fuel Added Input becomes active.
· Hold up/down - Adds or removes fuel at the rate specified by the Add/Remove Rate while the Add Fuel Input or Remove Fuel Input respectively are active. Making
both inputs active at the same time will set the Fuel Left to the Reset Volume.

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Add Fuel Input

Used to select the input which indicates when the virtual tank has been refilled (either to the top or by a certain amount depending on Fuel Added Mode).

Remove Fuel Input

Note: This setting is only visible when using Hold up/down mode.
Used to select the input which indicates when the virtual tank has been refilled (either to the top or by a certain amount depending on Fuel Added Mode).

Reset Volume
If using Volume Added Mode this setting defines the amount of fuel that is added when the Add Fuel Input becomes active.
If using Volume Filled up to Mode this setting defines the amount of fuel that the remaining value is set to when the Add Fuel Input becomes active.
If using Hold up/down Mode this setting defines the amount of fuel that the remaining value is set to when the both the Add Fuel Input and Remove Fuel Input are
active at the same time.

Add/Remove Rate
Note: This setting is only visible when using Hold up/down mode.
Defines how fast fuel is added and removed when the Add and Remove Fuel Inputs are active.

Fuel left warning volume

The value of fuel left at which the Fuel Left status will display change to Error Low.

Reset Accumulated Fuel Usage

This setting is used to reset the Accumulated Fuel Consumption, Accumulated Distance and Accumulated Fuel/Distance runtime values. These runtimes aren't
controlled by the Virtual Fuel Tank function and don't require the Virtual Fuel Tank to be on to operate properly but this setting is included here for convenience as it
has a related purpose. If this setting is set to Off then these runtimes will not reset and will last over power cycles, if it is set to Key On these accumulated values will be
reset each time the ECU is powered up and if it is set to a different input these runtimes will be continuously reset while that input is active.

G4X and G5 ECU Tuning Functions > Chassis and Body > Cruise Control
Cruise Control
Cruise Control is a system in which the ECU automatically controls the vehicle to achieve and maintain a speed set by the driver. To do this the ECU controls the
throttle plate in the vehicles electronic throttle body.

Cruise Control Minimum Requirements

In order for the ECU to correctly perform Cruise Control safely the following minimum requirements must be met:

· Electronic Throttle - The engine must have an electronic throttle system that is controlled by the ECU, correctly tuned, and has no faults.
· Driving Wheel Speed - The ECU must have a Driving Speed Source correctly setup and working.
· Cruise On Switch - The system must have a switch used to enable the Cruise Control system.
· Cruise Set Switch - The system must have a switch used to activate the Cruise Control system at the current driving wheel speed.
· Brake Switch - The system must have a switch that activates when the brake pedal is pressed. The ECU must know when this switch is activated either by
being directly wired to one of the ECUs Digital Inputs or via one of the ECUs CAN modules. If both Brake NC and Brake NO have no source Cruise Control will
not be enabled. If either Brake switch becomes active while Cruise Control is active Cruise Control will be disabled and the status changed to enabled.
· Clutch Switch - The clutch switch must be set up and working if the vehicle is manual. This switch will disable the cruise control when it becomes active.

WARNING
Cruise Control, if incorrectly configured, could lead to serious injury or major vehicle damage. For minimum safe operation you MUST make sure that a brake switch is
connected to the ECU and operating correctly. DO NOT attempt to configure any part of the Cruise Control system if you are at all unsure or do not have sufficient
experience to do so.

WARNING
Every effort has been made to ensure that the Cruise Control system is reliable and safe. However, incorrect installation, wiring and setup can cause unexpected
operation. If at any stage you are unsure, immediately contact your Link dealer for advice. Link provides Cruise Control functionality 'as is' and accepts no responsibility
for the use of Cruise Control or any consequential damage that may directly or indirectly arise from the use of Cruise Control.

Cruise Control Settings

Warning: Do NOT adjust Cruise Control settings without fully understanding their function. It is not possible to tune Cruise Control without knowledge of PID control
algorithms. For this reason, Cruise Control tuning should be left to experienced tuners only.

The following settings exist for configuring Cruise Control:

Cruise Control Mode

Must be set to something other than OFF in order to configure Cruise Control. Currently only speed control is available.

Switch Type
Used to select the type of cruise switch input being used.
· Digital - Four separate digital inputs - On, Set/Coast, Resume/Accel and Cancel.
· Analog - One Analog Input with the four inputs being definable voltages.
· Subaru Cruise Switch - Three digital inputs - On, Switch A and Switch B.
· Subaru 3 Wire - One digital input (On) and one Analog input with three inputs being defineable voltages - Set/Coast, Resume/Accel and Cancel.
· Euro Set Increments - Four separate digital inputs - On, Set/Accel, Resume and Coast.
· Euro Res Increments - Four separate digital inputs - On, Set, Resume/Accel and Coast.

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Cruise Active Light

This setting allows the user to set an Auxiliary output that will be active when Cruise Control is Active.

Cruise Enable Light

This setting allows the user to set an Auxiliary output that will be active when Cruise Control is Active or Enabled.

Cruise On Switch
Sets the cruise control power (On) switch to be a Momentary or Toggle switch.

Min Speed Lockout

The minimum speed to which the Cruise Set Speed can be set. If the Cruise Control Status is Active and the Driving wheel speed drops below the Min Speed Lockout
the Cruise Control Status will change to Enabled.

Max Speed Lockout

The maximum speed to which the Cruise Set Speed can be set. If the Cruise Control Status is Active and the Driving wheel speed climbs above the Max Speed
Lockout the Cruise Control Status will change to Enabled.

Max Acceleration
The maximum rate at which the Cruise Control system will allow the vehicle to accelerate to achieve the Cruise Set Speed.

Proportional Gain
Adjusts the Proportional Gain of the Cruise Control's PID algorithm. Increasing this number increases the proportional gain, decreasing this number decreases the
proportional gain.

Integral Gain
Adjusts the Integral Gain of the Cruise Control's PID algorithm. Increasing this number increases the integral gain, decreasing this number decreases the integral gain.

Derivative Gain
Adjusts the Derivative Gain of the Cruise Control's PID algorithm. Increasing this number increases the derivative gain, decreasing this number decreases the
derivative gain.

Cruise Switch Inputs:

Digital:
· Cruise On Switch - Used to select the switched input that controls the Cruise On functionality. Enables and disables Cruise Control.
· Cruise Set Switch - Used to select the switched input that controls the Cruise Set functionality. Activates Cruise and sets the cruise speed or reduces the set
speed depending on conditions (Set/Coast functionality).
· Cruise Resume Switch - Used to select the switched input that controls the Cruise Resume functionality. Activates cruise at the previous set speed or
increases the current set speed depending on conditions (Resume/Accel functionality).
· Cruise Cancel Switch - Used to select the switched input that controls the Cruise Cancel functionality. Disables Cruise Control (changes from Active to
Enabled), Brake NC, Brake NO and the Clutch switch also disable Cruise Control in the same manner when active.

Analog:
· Analog Cruise Input - Used to select the analog input that the cruise switches are connected to.
· On Switch Voltage - Used to tell the ECU what the input voltage is when the On Switch is active. Enables and disables Cruise Control.
· Set Switch Voltage - Used to tell the ECU what the input voltage is when the Set Switch is active. Activates Cruise and sets the cruise speed or reduces the set
speed depending on conditions (Set/Coast functionality).
· Resume Switch Voltage - Used to tell the ECU what the input voltage is when the Resume Switch is active. Activates cruise at the previous set speed or
increases the current set speed depending on conditions (Resume/Accel functionality).
· Cancel Switch Voltage - Used to tell the ECU what the input voltage is when the Cancel Switch is active. Disables Cruise Control (changes from Active to
Enabled), Brake NC, Brake NO and the Clutch switch also disable Cruise Control in the same manner when active.
· Cruise Switch Voltage Tolerance - Used to set the tolerance for each of the switch voltages, for example a tolerance of 0.3V means that the switch is
considered to be active if the voltage is within plus or minus 0.3V of the specified switch voltage.

Subaru Cruise Switch:

· Cruise On Switch - Used to select the switched input that controls the Cruise On functionality. Enables and disables Cruise Control.
· Cruise SwA - Used to select the switched input that controls the Cruise SwA functionality.
· Cruise SwB - Used to select the switched input that controls the Cruise SwB functionality.

The logic for SwA and SwB is:

· SwA and SwB - Cancel, disables Cruise Control (changes from Active to Enabled), Brake NC, Brake NO and the Clutch switch also disable Cruise Control in
the same manner when active.
· SwA and not SwB - Set, activates Cruise and sets the cruise speed or reduces the set speed depending on conditions (Set/Coast functionality).
· SwB and not SwA - Resume, activates cruise at the previous set speed or increases the current set speed depending on conditions (Resume/Accel
functionality).

Subaru 3 Wire:
· Cruise On Switch - Used to select the switched input that controls the Cruise On functionality. Enables and disables Cruise Control.
· Analog Cruise Input - Used to select the analog input that the cruise switches are connected to.
· Set Switch Voltage - Used to tell the ECU what the input voltage is when the Set Switch is active. Activates Cruise and sets the cruise speed or reduces the set
speed depending on conditions (Set/Coast functionality).
· Resume Switch Voltage - Used to tell the ECU what the input voltage is when the Resume Switch is active. Activates cruise at the previous set speed or
increases the current set speed depending on conditions (Resume/Accel functionality).

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· Cancel Switch Voltage - Used to tell the ECU what the input voltage is when the Cancel Switch is active. Disables Cruise Control (changes from Active to
Enabled), Brake NC, Brake NO and the Clutch switch also disable Cruise Control in the same manner when active.
· Cruise Switch Voltage Tolerance - Used to set the tolerance for each of the switch voltages, for example a tolerance of 0.3V means that the switch is
considered to be active if the voltage is within plus or minus 0.3V of the specified switch voltage.

Euro Set Increments:

· Cruise On Switch - Used to select the switched input that controls the Cruise On functionality. Enables and disables Cruise Control.
· Cruise Set Switch - Used to select the switched input that controls the Cruise Set functionality. Activates Cruise and sets the cruise speed or increases the set
speed depending on conditions (Set/Accel functionality).
· Cruise Resume Switch - Used to select the switched input that controls the Cruise Resume functionality. Activates cruise at the previous set speed.
· Cruise Decrease Speed Switch - Used to select the switched input that controls the Cruise Decrease Speed functionality. Reduces the set speed.
Note: There is no dedicated cancel switch but Brake NC, Brake NO and the Clutch switch all disable Cruise Control in the same manner as a cancel switch when
active.

Euro Res Increments:

· Cruise On Switch - Used to select the switched input that controls the Cruise On functionality. Enables and disables Cruise Control.
· Cruise Set Switch - Used to select the switched input that controls the Cruise Set functionality. Activates Cruise and sets the cruise speed.
· Cruise Resume Switch - Used to select the switched input that controls the Cruise Resume functionality. Activates cruise at the previous set speed or
increases the current set speed depending on conditions (Resume/Accel functionality).
· Cruise Decrease Speed Switch - Used to select the switched input that controls the Cruise Decrease Speed functionality. Reduces the set speed.
Note: There is no dedicated cancel switch but Brake NC, Brake NO and the Clutch switch all disable Cruise Control in the same manner as a cancel switch when
active.

G4X and G5 ECU Tuning Functions > Chassis and Body > Gear Detection
Gear Detection
Gear Detection uses either vehicle speed sensor information, CAN data or an Analog voltage to determine which gear is currently selected. Gear position can then be
logged or used to control other features such as gear selection based boost control.

Gear Detection Settings:

Gear Detection Mode

The following Gear Detection modes are available:

· Off / CAN
Gear detection is turned off or the information comes over CAN. No other gear detection settings are required.

· RPM / Speed
The current gear is calculated from engine speed (RPM) and a driving wheel speed source. To use Gear Detection, the ECU must know each gear ratio. Then
while driving, the ECU continuously compares the current driving wheel speed/engine speed ratio to the learned ratios to determine which gear the vehicle is in. If
the driving wheel speed/engine speed ratio does not match any of the learned gear ratios, the ECU assumes the car is in neutral (or the clutch is pressed). The
driving wheel speed source can be either from a Digital Input or over CAN. This mode may not work properly with automatic transmissions due to slip in the torque
converter and this mode will only return numbered gears, not P,R,N,D&L. When used with number of gears set to 1 the vehicle will be considered to be in 1st gear
if the the "Gear Ratio Calc. (RPM/kph)" Runtime value is less than the value in the 1st cell of the Gear Ratio Table x 1.1.
Slipper clutches in modern motorcycles may cause gear calculation issues while down shifting in over run.

· Analog Position Sensor

The gear is calculated from an AN Volt selected using the 'Source' setting. This requires a gear position sensor that outputs a different voltage for each gear. This
mode can be used for automatic or manual transmissions.

Source
This setting is visible when Gear Detection Mode is set to Analog Position Sensor OR Gear Shift Control Start Shift Mode is set to either Gear Barrel Position or Digital
Paddle Shift OR the Gear Shift Control End Shift Mode is set to Gear Barrel Position.
This setting allows the user to select the input that has been wired to the Gear Barrel Position Sensor, the value from this input is used extensively in certain Gear Shift
Control Modes.

Gear Detection Type

This setting is only visible when the Gear Detection Mode is set to RPM / Speed OR when Gear Shift Control is on.

There are two options available:

· ECU Calculated - Gear Detection with gear ratios calculated by the ECU from driving wheel speed and engine speed. See ECU Calculated Gear Ratio
Procedure for details on how to use this.
· User Defined - Gear ratios are entered into the Gear Ratio Table directly by the tuner.

Number Gears
Use this setting to enter the number of forward gears your gearbox has. The number of specified gears here will control the number of visible cells in various gear
related tables such as gearshift or boost by gear.

Gear Calibration
This setting is only visible when either Gear Detection Mode is set to RPM / Speed or Gear Shift Control is on AND Gear Detection Type is set to ECU Calculated.
This setting selects the gear whose ratio is to be calculated by the ECU. Set to OFF when all gear ratios have been calculated. See ECU Calculated Gear Ratio
Procedure for details on how to use this. This will not disable Gear Detection.

Normalise Ratio Table

This setting is only visible when either Gear Detection Mode is set to RPM / Speed or Gear Shift Control is on AND Gear Detection Type is set to ECU Calculated.
This setting normalises the gear ratios displayed in the Gear Ratio Table to a particular gear. This feature only affects the way the gear ratio values are displayed in
PCLink. For example, if you know your gearbox has a 1:1 fourth gear ratio, but the ECU calculates a different ratio (due to inclusion of final drive gears etc...),
normalise the gear ratios to fourth gear. Fourth gear will then show as a 1:1 ratio and all other gears will also display correct values.

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Gear Ratio Table

This setting is only visible when the Gear Detection Mode is set to RPM / Speed OR when Gear Shift Control is on.
The gear ratio table displays the ratio of engine speed to speed sensor frequency. ie:

Gear Ratio = Engine Speed (RPM) / Speed (kph)

The numbers displayed in the Gear Ratio Table do not represent the actual crankshaft to axle turns ratio. When Normalise Ratio Table is used, all numbers in the table
are divided by the gear selected to normalise to. This will display the ratios as numbers that will correspond to crankshaft to axle turns ratio as usually seen.

When Gear Detection Type is set to ECU Calculated the ECU will fill in the Gear Ratio Table, when set to User Defined the tuner needs to fill in the table.

The important point here is that when manually entering gear ratio numbers, they must be entered as the Engine Speed/Speed(kph), not the numbers given by the
vehicle manufacturer. The correct ratio number can be found by watching the Gear Ratio Calc runtime value in the Misc tab of the Runtime Values window (F12 key).

Volt Tolerance (+/-)

This setting is visible when Gear Detection Mode is set to Analog Position Sensor OR Gear Shift Control Start Shift Mode is set to either Gear Barrel Position or Digital
Paddle Shift OR the Gear Shift Control End Shift Mode is set to Gear Barrel Position.
The setting specifies the voltage above and below Volt X that Gear X will be detected. For example, with Gear A set to 1, Volt A set to 1.5, and Volt Tolerance set to
0.20 volts, gear 1 would be detected when the AN Volt channel (configured as Gear Position Sensor) measures between 1.3 to 1.7 volts.

Gear X
These settings are visible when Gear Detection Mode is set to Analog Position Sensor OR Gear Shift Control Start Shift Mode is set to either Gear Barrel Position or
Digital Paddle Shift OR the Gear Shift Control End Shift Mode is set to Gear Barrel Position.
This setting is used to select the gear to match the voltage specified in Volt X.

Volt X
These settings are visible when Gear Detection Mode is set to Analog Position Sensor OR Gear Shift Control Start Shift Mode is set to either Gear Barrel Position or
Digital Paddle Shift OR the Gear Shift Control End Shift Mode is set to Gear Barrel Position.
This setting is used to specify the voltage for Gear X.

ECU Calculated Gear Ratio Procedure

The following procedure steps through calibration of the Gear Ratio Table (RPM / Speed mode only).

1. Set Gear Detection Type to ECU Calculated. This turns Gear Detection on.
2. Set the correct Number Gears. Note that ECU calculation of the gear ratio table only works with number of gears set to 3 or more gears.
3. Display the Misc tab of the Runtime Values window (F12 key). Look for the Gear Ratio Status (right hand column).
4. Drive the vehicle in first gear. If the Gear Ratio Status displays "No Speed Input" while the vehicle is moving at speeds above approximately 10 kph then there
is a speed sensor fault, correct this fault before continuing.
5. Set Gear Calibration to 1st Gear. Do this while you are driving in first gear as this starts the calibration process.
6. Speed up until the Gear Ratio Status stops displaying "KPH < 15" (this just indicates that you are going too slow).
7. Gear Ratio Status will display "Calculating 1st Gear" while the ECU calculates the gear ratio. Keep driving at a stable speed until the Gear Ratio Status displays
"Finished". A stable gear ratio must be detected for three seconds during calculation. If a stable gear ratio is not detected within 12 seconds, Gear Ratio Status
will display "Error Try Again". If calculation is a success, the newly calculated gear ratio will appear in the gear ratio table.
8. Repeat steps 6-8 for each gear.

Note: If you consistently have issues with ECU Calculated gear despite having a correct speed signal and stable Gear Ratio Calc. the Gear Ratio Table can be easily
setup using a short log of the Gear Ratio Calc, (using all gears), simply set the Gear Detection Type to user defined and enter the largest Gear Ratio Calc step value
into the gear 1 column and the smallest into the top gear column.

G4X and G5 ECU Tuning Functions > Chassis and Body > Speed Sources
Speed Sources
Here you'll find setup for:
· Wheel speed inputs for each corner, both Digital Input and CAN Bus based.
· Driven and Driving wheel speed, used for the associated runtimes parameters and calculation of the %Slip runtime parameter.
· Acceleration source, used for the associated runtime parameter.

For information on wiring a wheel speed sensor, see the Wheel Speed Wiring topic.
To receive a wheel speed over CAN setup the user CAN to receive the speed as a CAN DI Frequency and select that DI Frequency as the Source DI.

XX Wheel Speed Settings

Each of the four wheel speeds have these settings available:

Source DI
Select a source for the wheel speed.

Calibration & Alternative Calibration

The Calibration number is the number of pulses received over a 100m distance. A calibration number of 0 uses the frequency as the speed. This calibration value can
also be used to correct wheel speeds received over CAN.
For Pin settings such as pull-up resistors and active edge see the Pin Settings topic. The Alternative Calibration setting is only visible when the 'Wheel Speed
Alternative Calibration' is set to something other than None, when the alternative calibration input is active the alternative Calibration value is used instead of the
normal Calibration value.

Method 1: Drive the vehicle at a known speed and adjust the calibration number until the Vehicle Speed Runtime Value displays correct.
Method 2: Wheel Speed Sensors Only.
· Calibration Number = (Number of Sensor Teeth / Wheel Diameter) * 31.83. Note that wheel diameter is in meters (m) or
· Calibration Number = (Number of Sensor Teeth / Wheel Diameter) * 1253.19. Note that wheel diameter is in inches (in).

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Speed Source Settings:

Wheel Speed Alternative Calibration
This setting allows two different wheel speed calibration values to be sued for each wheel. When the input selected in this setting is active the Alternative Calibration is
used instead of the the standard calibration, the alternative calibration settings are found below each standard calibration setting but are only visible when this setting is
set to something other than None.

Driving/Driven Wheel Speed Source

The Driving Wheels are any wheels connected directly to the drive train, on a rear wheel drive car, this is the rear wheels.

Selects how the driving/driven wheel speed runtime parameter is calculated.

Options include:
· LF Wheel Speed
· RF Wheel Speed
· LR Wheel Speed
· RR Wheel Speed
· Average Front Speed
· Average Rear Speed
· Min Front Speed
· Max Front Speed
· Min Rear Speed
· Max Rear Speed
· Average Four Wheels
· GP Speed 1
· GP Speed 2
· GP Speed 3
· GP Speed 4
· Outside Front Speed
· Outside Rear Speed
· GPS Speed

Blend Acceleration
This setting is only visible when using Outside Front Speed or Outside Front Speed for either Driving or Driven Wheel Speed Source.
When the Lateral Acceleration is less than the value specified in this setting the wheel speed used is a blend of both sides with higher the lateral accelerations resulting
in combined speed that is more biased to the outside wheel. When the Lateral Acceleration is greater than or equal to the Blend Acceleration value the output speed is
entirely the outside wheel speed.

Driving Wheel Speed Correction

A percentage correction applied to the driving wheel speed. This setting is useful for making slight corrections due to different tire profiles. If using a Digital Input for the
Driving Wheel speed source you can also adjust the Digital Inputs calibration number to make corrections.

Slip Filter
Used to help smooth slip due to erratic wheel speeds. This setting controls the corner frequency of a second order low pass filter (Selecting a lower corner frequency
reduces noise but adds delay). Also see % Slip Calculation.

Acceleration Source
Selects if the Acceleration parameter is calculated from the Driving Wheel Speed, Driven Wheel Speed parameter or GPS Speed. Acceleration is the rate of change of
speed displayed in units of km/h/s.

Example Speed Source Setups

Example One

Front wheel drive vehicle with four wheel speeds into ECU via Digital Inputs

1. Setup the four Functions DI Sources:

LF Wheel Speed Source DI - Digital Input 1
RF Wheel Speed Source DI - Digital Input 2
LR Wheel Speed Source DI - Digital Input 3
RR Wheel Speed Source DI - Digital Input 4

2. Setup the Speed Sources:

Driving Wheel Speed Source - Average Front Speed
Driven Wheel Speed Source - Average Rear Speed

Example Two

Rear wheel drive vehicle with four wheel speeds into ECU via CAN

1. Setup the CAN bus for the wheel speeds if not already configured. Typically on built in vehicle modes CAN DI Freq 1-4 are LF, RF, LR, RR wheel speed
respectively.

2. Setup the Speed Source DIs:

LF Wheel Speed Source DI - CAN DI 1 Frequency
RF Wheel Speed Source DI - CAN DI 2 Frequency
LR Wheel Speed Source DI - CAN DI 3 Frequency
RR Wheel Speed Source DI - CAN DI 4 Frequency
Driving Wheel Speed Source - Average Rear Speed
Driven Wheel Speed Source - Average Front Speed

Note: Non zero Calibration values can be used to correct for non standard wheel sizes. Calibration values have the same effect on CAN values as DI values.

Example Three

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Front wheel drive vehicle with one vehicle speed input into ECU via a Digital Input

1. Setup the Digital Input:

LF Wheel Speed or RF Wheel Speed DI Source - Digital Input 1

2. Setup the Speed Sources:

Driving Wheel Speed Source - LF Wheel Speed or RF Wheel Speed (This must match the setting selected for the Digital Input)
Driven Wheel Speed Source - OFF (No % Slip calculation available)

Example Four

Rear wheel drive vehicle with one vehicle speed into from the transmission or dashboard via a Digital Input

1. Under Digital Inputs > GP input Setup a GP Speed:

Label it "Transmission".
Source - Select a DI
Calibrate as above

2. Setup Speed sources:

Driving Wheel Speed Source - GP Speed 1
Driven Wheel Speed Source - OFF (No % Slip calculation available)

Example Five

Four wheel drive vehicle with four wheel speeds into ECU via Digital Inputs

3. Setup the four Functions DI Sources:

LF Wheel Speed - Digital Input 1
RF Wheel Speed - Digital Input 2
LR Wheel Speed - Digital Input 3
RR Wheel Speed - Digital Input 4

4. Setup the Speed Sources:

Driving Wheel Speed Source - Average Four Wheels
Driven Wheel Speed Source - OFF (No % Slip calculation available)
G4X and G5 ECU Tuning Functions > Chassis and Body > Speed Sources > Slip Calculation
Slip Calculation
Slip gives the difference between Driving wheel speed and Driven wheel speed as a percent of the speed of the driven wheel. Slip can be both positive and negative.
The following applies:

· 0 % Slip - The Driving and Driven wheels are turning at the same speed.
· 10% Slip - The Driving wheels are turning 10% faster than the Driven wheels.
· 100% Slip - The Driving wheels are turning twice as fast as the Driven wheels.
· -10% Slip - The Driving wheels are turning slower than the Driven wheels (eg hard braking).
· -100% Slip - The Driven wheels are turning but the driving wheels are not (eg rear brakes locked up).

When calculating Slip, the Driving and Driven Speed Sources are used. For the Slip calculation to work a Driving AND Driven speed source need to be setup.

The Slip runtime value can be found in the Misc tab of the Runtime Values window (F12 key). Slip is also an axis parameter options and can be selected for a 3D table
using the Axis Setup menu.

Slip Example
A typical application of Slip Calculation would be as a form of traction control. One or two wheel speed sensors could be fitted to the driving wheels (front or real wheel
drive) and one (or two) sensors could be fitted to the driven wheels. Slip could then be used as an axis on the GP RPM Limit table to invoke an RPM limit when
excessive slip (wheel spin) was detected. Alternately the boost level could be decreased to decrease power.

G4X and G5 ECU Tuning Functions > CAN

CAN
Controller Area Network (CAN) is a communications bus protocol designed for multi-device communications in electrically noisy environments. CAN allows many
devices to be connected to the same two wire bus. CAN is found in many factory vehicles and is supported by many after market devices such as dash displays. Link
G4X and G5 ECUs support up to two independent CAN modules.

Note: Link G4X and G5 ECUs support a user configurable CAN bus.

Refer to the following topics for configuration of a CAN bus:

· User CAN Setup - for configuring the Link G4X or G5 CAN modules.
· Device Specific CAN Information
· Link G4X and G5 Data for CAN
· OBD (On Board Diagnostics)
· CAN Setup Examples

CAN Bus Basics

Physically a CAN bus consists of a pair of wires labeled CAN H and CAN L. Each device on the bus "taps" off these two wires. These wires are twisted along their
length and terminated at each end with terminating resistors. Twisting and terminating resistors are essential to ensure correct signal integrity on the bus. The following
diagram illustrates the minimum CAN bus:

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Each device on the bus transmits in units called "Frames". Frames are small messages that have a "CAN Identifier" (CAN ID) and some data. CAN is a broadcast bus.
This means that when one device transmits a frame, all other devices can receive that frame. The rule on the bus is that only one device is ever allowed to transmit a
particular CAN ID. So as long as no two devices are set up to transmit on the same CAN ID then everyone is happy.

Link G4X and G5 ECUs can transmit and receive two different CAN Frame types, these are known as Standard and Extended. The Standard Frame type uses a CAN
ID with a length of 11 bits, while the Extended Frame type uses a CAN ID with a length of 29 bits (11bits + 18 bits). The diagram below shows the difference between
the two CAN frame types, notice how both Frame types are have the same Data Field length (64 bits).

It is important to understand the difference between bits and bytes. One byte is made up of eight bits. Each bit can have a value of either 0 or 1, this means that one
byte can have 256 different combinations of bits. When a value is represented by multiple bytes the number of combinations is multiplied. For example, a two byte
number can have 65536 different combinations of bits (256 * 256 = 65536).

The data carried within each CAN frame is the useful part of the frame that allows us to send parameters such as engine speed. Each CAN Frame Data Field can
contain data up to 64 bits (or 8 bytes) long.

The data field can contain more than one parameter and lots of frames can be sent one after the other to transmit a longer data stream. The amount of parameters
(such as engine speed) that can be sent in one data field depends upon how many bytes each parameter uses

As all devices are on the same CAN bus they must all talk at the same data rate. Most devices have a selectable data rate. Make sure all devices on the bus are set to
the same rate (eg 1MBps).

To get data from one device to another, you must define the CAN ID that the sending device will transmit its data on. Then the receiving device must be configured to
listen for that CAN ID and use the data appropriately. It is not always possible to configure both the transmitting and receiving devices. Usually one device has a fixed
setup (usually the receiver) and the transmitter must be configured as specified by the receivers manufacturer.

For more in depth information search Controller Area Network on the internet or refer to CAN on Wikipedia.

Installation and Wiring

Custom wiring of a CAN bus requires advanced knowledge of communications wiring techniques. It is recommended to use plug in wiring solutions where they are
available. Refer to the Wiring and Installation Manual for further information on ECU wiring. Also refer to each of the CAN devices installation manuals.

G4X and G5 ECU Tuning Functions > CAN > User CAN Setup
User CAN Setup
The User CAN Setup form allows configuration of each CAN module. Select PCLink > ECU Controls > CAN Configuration to open the CAN Setup window.

Note: Setting up the CAN bus is an advanced task and should only be done by experienced users. It can be very time consuming and some knowledge of CAN
protocols and how computer systems store numerical data is required. It is unlikely that incorrect configuration will cause damage to any devices, however it is possible
to interfere with the communication of other working devices.

Warning: Changes made inside this window are not automatically stored. Make sure you click Apply or OK, then do a Store to have the ECU permanently remember
the settings.

The Mode tab of the CAN Setup window is used to configure the following:

· CAN Configuration
· CAN Module Selection - Determines which CAN Module is being configured. Note that not all Link ECUs have multiple CAN channels.
· Mode - Choose from one of the pre-configured modes to match a certain vehicle or the User Defined mode.
· Bit Rate - Configure the bit rate to suit the CAN bus you are connecting to. Note that all devices on the CAN bus must communicate at the same bit rate.

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· OBD - On Board Diagnostics. Choose to have OBD on CAN 1, CAN 2, or OFF. ISO 15764-4 is a standard protocol used for OBD
communication. Note: Most OBD scanners and tools will only work at 250 or 500 kbit/s, this means that all devices on the same CAN bus as the OBD tool or
scanner must work at the same rate.

· Data - These settings are only adjustable when using User Defined mode.
· CAN Channels - Select the CAN channel you wish to configure.
· Mode - Choose the mode for the selected channel. The possible choices are:
· Transmit User Stream X - Transmit User Stream X from the ECU on the selected channel.
· Receive User Stream X - Receives User Stream X into the ECU on the selected channel.
· Transmit / Receive from built in devices.
· Transmit Rate - The frequency at which the selected channel is transmitted onto the CAN bus. This setting is only accessible when the selected channel is
configured to a transmit mode. Be aware that certain devices have a minimum frequency they require. Pre-configured Transmit Modes which require a
certain transmit frequency to work correctly will have these pre-set in the ECU firmware, and changing the Transmit Rate will have no effect.
· ID - The ID the selected channel will use. If the channel is on a receive mode the ID needs to match the ID of the CAN frame the sending device sends. If the
channel is on a transmit mode the ID needs to match the ID of the CAN frame the receiving unit is expecting. The CAN ID must be greater than zero.
· Format - Choose whether the channel will use Standard or Extended format. A standard frame has an identifier length of 11 bits and an extended frame has
an identifier length of 29 bits. Each CAN Module is capable of transmitting and receiving both standard and extended frames at the same time.

The Streams tab of the CAN Setup window is used to configure the following:

· Streams list - Used to select the stream to be configured.

· Stream - A stream can be a single or multiple CAN frames transmitted or received on a single CAN Id.
· Add Frame - Add a new frame to the stream currently selected in the streams list. The added frame will have a size of eight bytes by default.
· Delete Frame(s) - Delete the frame selected in the streams list. If a Stream is selected in the streams list all its frames will be deleted.
· Load Stream - Load a pre-configured stream into the stream currently selected in the streams list. Note that this will overwrite any frames the selected
stream currently has.
· Save Stream - Save the stream currently selected in the streams list to a file for future use.

· Frame - Used to configure the selected frame.

· Frame size - Choose the size of the currently selected frame, the size must be between one and eight bytes. Most applications will use a frame size of eight
bytes.
· ID Position - Choose which byte to insert the frame ID into. Most applications will use 'None'.
· ID - Configure the ID number to use for the frame. If 'None' is selected for ID Position then this field will be grayed out.

· Parameters - The data transmitted or received in a particular CAN frame.

· Add - Select a parameter to add to the currently selected frame. Use the Transmit and Receive filters to help sort the parameters.
· Delete - Delete the parameter currently selected.

· Parameter Configuration.
· Parameter - Displays the name of the parameter.
· Start Pos - Configure where in the frame the parameter will start.
· Width - Configure how many bits of the frame the parameter will use.
· Byte Order - Configure whether the Most Significant bit comes first (MS first or Big endian) or the Least Significant bit comes first (LS first or Little endian).
· Type - Configure if the parameter is a signed or unsigned number.
· Multiplier - Multiply the parameter value to make it the same as what the other CAN device(s) require.
· Divider - Divide the parameter value to make it the same as what the other CAN device(s) require.
· Offset - Apply an offset to the parameter value to make it the same as what the other CAN device(s) require.

· Visual Frame Display - Use this to help correctly configure the selected CAN frame.

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The Test Calculator tab of the CAN Setup window is used to help setup the CAN bus correctly, it is made up of 3 tools;

· The upper section is a parameter search tool where you can search for a parameter to get information on the range of values the selected parameter can represent,
its resolution, and if it is a status type parameter all of the possible enumerations for the statuses. The correct parameter also needs to be selected in this tool first
before the test calculator and scale generator tools below will work. An example is shown below for Anti-Lag Status. The numerical value down the left side is the
value that will be transmitted on the CAN bus to represent the current status:

· The mid-section is the Test calculator. This can be used to test how different multipliers/dividers/offsets effect the how a parameter may be modified before it is
transmitted to another device on the bus or if the receive button is selected it can show how a piece of data received in a CAN message will be translated into the
ecu and displayed in the software. An example of this could be we want to send say battery voltage to a 3rd party device for data logging. If we had a battery voltage
of 12.75V displayed in PC link, and we sent that out on to the bus with no scaling (multiplier and divider = 1), then this would be sent out on to the bus as the value
“12” – this is because you cant send a decimal point so the number gets truncated to an integer. Having a battery voltage logged with a resolution of 1V may not be
very useful. So if we try a multiplier of 100, we can now see the voltage of 12.75V will be transmitted onto the bus as a value of “1275”. This gives us the resolution
we want. At the other end of the bus, the logger would have to divide this value by 100 to convert it back into a voltage with a resolution of 0.01v.

Example 1 - Batt Voltage transmitted with a Multiplier of 1

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Example 2 – Batt Voltage transmitted with a multiplier of 100 now gives us full resolution

· The lower section is the Scale Generator. This has a similar purpose to the test calculator except rather than a trial-and-error type technique, this tool will generate
multiplier/divider/offset values based on a specified known range of values that you want to translate between. As an example, lets say we have a 3rd party lambda
controller and the manufacturer specifies it outputs a CAN value of 0 to represent a lambda of 0.500 and a CAN value of 65535 to represent a Lambda value of
16.000. We want to receive this data so the direction button needs to first be set to Receive. If we input these known ranges in to the min/max fields, the generator
will suggest a multiplier/divider/offset that will work to translate the received data so it is displayed in PC Link correctly.

The CAN Devices tab lets the user interface with Link CAN-Lambda modules. Do not cycle power to the ECU while configuring CAN devices. If you do, you may need
to exit and re-enter the CAN Setup window to continue.
Use this procedure to configure Link CAN-Lambda module:
1. Connect to the ECU.
2. Navigate to ECU Controls > CAN Setup.
3. In the 'Mode' tab ensure the appropriate CAN Module is selected.
4. In the CAN Configuration box:
1. Set the mode to 'User Defined'.
2. Ensure the Bit Rate is set to '1 Mbit/s'
5. In the Data box:
1. Select a free channel and set its Mode to 'Link CAN-Lambda'.
2. In the CAN ID box, set the ID to 950, leave the format on 'Normal'.
6. Switch to the CAN Devices Tab.
7. Connect a Link CAN-Lambda device to the CAN Bus you selected in step 2.
8. Press the 'Find Devices' button.
9. One or more devices should appear in the list, if they do not go back to one and check your settings, check your CAN Bus and ensure that the device is
receiving power.
10. Select the device you wish to change.
All devices are shipped assigned to Lambda 1, this means you will need to attach the device you wish to use for Lambda 1 last.
11. Use the parameter column drop down box to reassign the device.
12. Use the bit rate column to change the devices bit rate.
13. Once you are satisfied with the changes, press the 'Send' button.
14. Cycle power to CAN Lambda Module only - not the ECU (unplug Deutsch connector for example)
1. If you cannot cycle the power to the CAN Lambda Module without also cycling power to the ECU, press the Ok button to close CAN Setup before you
cycle ECU power.
15. To add more devices repeat steps 6 to 13.

Notes:
You cannot mix bit rates on the same bus, neither devices will appear when there are devices with mixed bit rates on the same bus.
Modules are shipped configured as Lambda 1, this means that you must assign Lambda 1 last. Do not assign the same parameter to two or more devices. They
must be programmed one at a time.

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You only need to cycle power to the device(s), you do not have to cycle power to the ECU. For this reason it might be easiest to simply unplug each device as
needed.

Setup Instructions:
Configuring a CAN Module to a pre-defined Mode
The pre-defined modes are used by Link G4X and G5 Plug-in ECUs. They are also available for wire-in applications in supported vehicles.
Use this procedure to configure the ECUs CAN module to transmit and receive data in a pre-defined Mode.
1. Select the appropriate CAN Module.
2. Select the required mode from the drop down Mode list.
3. Click the Apply button.
4. Click OK to close the CAN Setup window.
5. Don't forget to do a Store (F4 key).

Configuring a CAN Transmit Channel to a pre-defined Mode

Use this procedure to configure the CAN module to transmit pre-configured data to an external device such as a dash.
1. Select the appropriate CAN Module.
2. Select 'User Defined' from the Mode drop down list.
3. Configure the Bit Rate to suit the CAN bus you are connecting to. Note that all devices on the CAN bus must communicate at the same bit rate.
4. Select a spare channel in the CAN Channels list.
5. Select the pre-configured Mode you wish to transmit on the channel.
6. Enter the ID for the CAN Channel. Note that this must match the CAN ID the receiving devices are configured to listen for.
7. Select the Transmit Rate at which you wish to transmit the channel.
8. Continue setting up other channels as required.
9. Click the Apply button to apply the changes.
10. Click the OK button to close the CAN configuration window.
11. Don't forget to do a Store (F4 key).

Configuring a CAN Transmit Channel using a CAN Stream file

Use this procedure when wanting to transmit pre-configured data contained in a CAN Stream file.
1. Select the appropriate CAN Module.
2. Select 'User Defined' from the Mode drop down list.
3. Configure the Bit Rate to suit the CAN bus you are connecting to. Note that all devices on the CAN bus must communicate at the same bit rate.
4. Select a spare channel in the CAN Channels list.
5. Select the next available 'Transmit User Stream X' from the drop down Mode list. A User Stream number can only be used to transmit or receive, it is
recommended to have the User Stream Mode number match the Channel number. See the image below for an example.

6. Enter the ID for the CAN Channel. Note that this must match the CAN ID the receiving devices are configured to listen for.
7. Select the Format required. This will need to match the format the receiving devices are configured to.
8. Select the Transmit Rate at which you wish to transmit the channel.
9. Change to the 'Streams' tab of the CAN Setup window.
10. Select the Stream that was chosen in step 5. Click the 'Load Steam' button and select the desired file containing the pre-configured stream data.
11. Continue setting up other channels as required.
12. Click the Apply button to apply the changes.
13. Click the OK button to close the CAN configuration window.
14. Don't forget to do a Store (F4 key).

Configuring a Custom CAN Transmit Channel

Use this procedure to configure a custom CAN Transmit Channel.

1. Select the appropriate CAN Module.

2. Select 'User Defined' from the Mode drop down list.
3. Configure the Bit Rate to suit the CAN bus you are connecting to. Note that all devices on the CAN bus must communicate at the same bit rate.
4. Select a spare channel in the CAN Channels list.
5. Select the next available 'Transmit User Stream X' from the drop down Mode list. A User Stream number can only be used to transmit or receive, it is
recommended to have the User Stream Mode number match the Channel number. See the image below for an example.

6. Enter the ID for the CAN Channel. Note that this must match the CAN ID the receiving devices are configured to listen for.
7. Select the Format required. This will need to match the format the receiving devices are configured to.
8. Set the Transmit Rate at which the channels data will be transmitted. Be careful selecting an unnecessarily fast rate. This would cause unnecessary bus
load, particularly if the receiving device can not process all the extra information.
9. Change to the 'Streams' tab of the CAN Setup window.
10. Select the Stream that was chosen in step 5. Click the 'Add Frame' button.
11. Click the 'Add' button in the parameters section. Select the Parameter you want to transmit from the list.
12. Configure the Start position, Width, Byte Order, Multiplier, Divider and Offset to match what the receiving devices are expecting. The CAN frame layout
diagram is a useful visual aid to help with setup. Setting these up correctly can be quite complex, see the CAN Setup examples for more information.
13. Add more parameters as required.
14. Click the Apply button to apply the changes.
15. Click the OK button to close the CAN configuration window.
16. Don't forget to do a Store (F4 key).

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Configuring a CAN Receive Channel to a pre-defined Mode

Use this procedure to configure the CAN module to receive pre-configured data from an external device such as a CAN thermocouple unit.
1. Select the appropriate CAN Module.
2. Select 'User Defined' from the Mode drop down list.
3. Configure the Bit Rate to suit the CAN bus you are connecting to. Note that all devices on the CAN bus must communicate at the same bit rate.
4. Select a spare channel in the CAN Channels list.
5. Select the pre-configured Mode you wish to receive on the channel.
6. Enter the ID for the CAN Channel. Note that this must match the CAN ID the transmitting device is configured to transmit on.
7. Continue setting up other channels as required.
8. Click the Apply button to apply the changes.
9. Click the OK button to close the CAN configuration window.
10. Don't forget to do a Store (F4 key).

Configuring a CAN Receive Channel using a CAN Stream file

Use this procedure when wanting to receive pre-configured data contained in a CAN Stream file.
1. Select the appropriate CAN Module.
2. Select 'User Defined' from the Mode drop down list.
3. Configure the Bit Rate to suit the CAN bus you are connecting to. Note that all devices on the CAN bus must communicate at the same bit rate.
4. Select a spare channel in the CAN Channels list.
5. Select the next available 'Receive User Stream X' from the drop down Mode list. A User Stream number can only be used to transmit or receive, it is
recommended to have the User Stream Mode number match the Channel number. See the image below for an example.

6. Enter the ID for the CAN Channel. Note that this must match the CAN ID the transmitting device is configured to transmit on.
7. Select the Format required. This will need to match the format the transmitting device is configured to.
8. Change to the 'Streams' tab of the CAN Setup window.
9. Select the Stream that was chosen in step 5. Click the 'Load Steam' button and select the desired file containing the pre-configured stream data.
10. Continue setting up other channels as required.
11. Click the Apply button to apply the changes.
12. Click the OK button to close the CAN configuration window.
13. Don't forget to do a Store (F4 key).

Configuring a Custom CAN Receive Channel

Use this procedure to configure a custom CAN Receive Channel.
1. Select the appropriate CAN Module.
2. Select 'User Defined' from the Mode drop down list.
3. Configure the Bit Rate to suit the CAN bus you are connecting to. Note that all devices on the CAN bus must communicate at the same bit rate.
4. Select a spare channel in the CAN Channels list.
5. Select the next available 'Receive User Stream X' from the drop down Mode list. A User Stream number can only be used to transmit or receive, it is
recommended to have the User Stream Mode number match the Channel number. See the image below for an example.

6. Enter the ID for the CAN Channel. Note that this must match the CAN ID the transmitting device is configured to transmit on.
7. Select the Format required. This will need to match the format the transmitting device is configured to.
8. Change to the 'Streams' tab of the CAN Setup window.
9. Select the Stream that was chosen in step 5. Click the 'Add Frame' button.
10. Click the 'Add' button in the parameters section. Select the Parameter you want to receive from the list. Note that not all parameters are capable of being
received, use the filter to see which are.
11. Configure the Start position, Width, Byte Order, Multiplier, Divider and Offset to match what the transmitting device is sending. The CAN frame layout
diagram is a useful visual aid to help with setup. Setting these up correctly can be quite complex, see the CAN Setup examples for more information.
12. Add more parameters as required.
13. Click the Apply button to apply the changes.
14. Click the OK button to close the CAN configuration window.
15. Don't forget to do a Store (F4 key).

G4X and G5 ECU Tuning Functions > CAN > Link CAN Files
Link CAN Files
Custom CAN Files allow a way of sharing specific CAN setups with the ability to lock them to specific ECUs and hide the information within them through the use of a
password.

To create a CAN File, load a CAN File into the ECU, save a CAN File from the ECU or view a CAN File you first need to open the CAN Setup window (ECU Controls ->
CAN Setup) and then open the Custom CAN File.

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Overview of CAN File Tab

Note: Only one CAN File can be loaded into an ECU at a time and this CAN File can be used by any of the CAN buses present on the ECU.
Note: The CAN File is not saved as part of the base map and so saving a copy of it fro the ECU is recommended when trying different setups.

Creation of CAN Files

Creation of CAN Files is very similar to creation of a User Stream with the main difference being that each 'Stream' has a specified ID, ID Format, Transmit Rate and
Transmit/Receive selection as well as the regular 'Stream' things making each stream a complete channel. More 'Streams' or Channels can be added using the 'Add'
button in the Channel section in the top left up to a maximum of 15 channels/streams.

Note: if the Apply or Ok is clicked the current setup in the window is saved so that next time the CAN Setup window is opened the current setup will remain ready for
further changes.

Once the desired CAN functionality has been setup a CAN File can be created by clicking on 'Save File' which will open a save dialog so that the current setup in the
window can be converted into a CAN File. Once a file name and location has been selected click Save and a password protection query will appear, selecting 'Yes' will
allow a password to be specified for the file and this password will be required anytime this file is opened for viewing or editing and selecting 'No' will mean that this file
can be opened and viewed by anyone without needing a password.

Note: CAN Files can be locked to specific ECUs by checking the 'Lock To ECU' check-box and specifying that ECUs Serial number in the edit-box below the check box
before saving the file. If this is done then the saved CAN file will not be able to be loaded into any ECU other than the one specified by the Serial Number. Typically you
would also password lock files with a specified serial number as otherwise the file can be opened and edited to not be locked to that serial number.

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How to create CAN File. Note the Lock to ECU checkbox and Serial Number edit box.

Editing and viewing of CAN Files

CAN Files can be viewed or edited by selecting 'Load File' and then selecting the desired file. Note if the file you are trying to open is password locked you will need to
enter the correct password before being able to view or edit this file.

How to Load a CAN File for Viewing or Editing

Using CAN Files in the ECU

To use a created CAN File it first needs to be loaded into the ECU using the 'Load File into ECU' button. After clicking on this button a load file dialog will open allowing
you to select which CAN File is to be loaded into the ECU. Once a file has been loaded into the ECU the appropriate CAN bus will need to be set up to the desired Bit
Rate and it's mode will need to be set to 'User Defined & CAN File'.

Note: The normal User Defined Channels and User streams can be used in addition to the custom CAN File on the same CAN bus meaning that CAN files can also be
used as a way to add more custom CAN functionality to a CAN bus than could be achieved with 'User Defined' mode alone.

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How to Load a CAN File into an ECU

Setting up a CAN bus to use a CAN File

Saving CAN Files from the ECU

To save a CAN File from an ECU click on the 'Save File from ECU' and then select a name and location to save this file. This file can then be loaded for viewing or
edited using the 'Load File' button or loaded back into an ECU using the 'Load File into ECU' button. Saving a copy of a CAN file from the ECU means that a different
CAN file can be loaded into it and then the current CAN file loaded back in at a later date if required, this is recommended when dealing with unknown CAN Files
supplied by someone else so that the setup is not lost, the CAN File is not saved as part of the basemap.

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Saving a CAN File from the ECU

G4X and G5 ECU Tuning Functions > CAN > CAN Inputs & Outputs
CAN Inputs & Outputs
CAN DI, CAN DI Freq and CAN Analogs can be used to feed information received over CAN into functions as if the input was wired directly to the ECU. This allows
various configurations to be applied such as adjusting wheel speed inputs and converting a voltage received over CAN to a pressure value or temperature value etc.
Virtual Aux and CAN Aux can be used to pass information from one function to another (for example pass the CE Light output through a GP Output to add temperature
and knock warning light functionality) or can be used to send output states, frequencies or Duty Cycles out over CAN without using up precious physical pins.
The operation of these items are described below.

CAN DI
CAN DI inputs can be used to receive on/off values over CAN, they have the same set of statuses as normal Digital Inputs (0 = Inactive, 1 = Active, 2 = Off and 3 =
Fault) but have added timeout functionality. When a CAN DI value has not been updated for at least 2 seconds (and it has been previously set) its status is set to Fault.
CAN DIs can be used in the majority of functions that use standard digital inputs and can also be used directly in things like Math Blocks and GP Outputs.

CAN DI's also have a latch setting which can be used for inputs such as keypads where the CAN DI state will change on the when the received state changes from
something other than Active (1) to Active and oscillates back and forth between inactive and active. If the CAN DI Latch is turned on and a Fault (3) or Off (2) state is
received it will immediately be set to that state and the input needs to change to Active (1) before leaving that Fault or Off state (at which point it will be set to Active).
The CAN DI Latch setting has the following options:
· Off - Latching is off, the CAN DI State is set to whatever value is received.
· On Default Inactive - Latching is on and the CAN DI is set to inactive on ECU power up.
· On Default Active - Latching is on and the CAN DI is set to active on ECU power up.

The CAN DI Latch settings can be found under Digital Inputs > CAN DI Latches which is near the bottom just above the Input Pins folder.

Refer here for more runtime status information

CAN DI Frequency
CAN DI Frequency inputs can be used to receive frequency inputs such as wheel speeds over CAN. The CAN DI Frequency values are displayed as received over
CAN but can be altered when passed through functions such as the GP Speed inputs to correct for any differences between the value received and the real value, an
example of this would be correcting a received wheel speed from the factory CAN bus to account for different sized wheels. The values can also be used exactly as
they are received by using a calibration value of 0 in these functions (the calibration value has the exact same affect on the CAN DI Frequency value as it does on a
digital input frequency value). The values can also be used directly in things like Table Axes, Math Blocks and GP PWM Outputs.
When a CAN DI Frequency has been written to since power up but hasn't been updated in at least the last 2 seconds it's value is set to 0.

Refer here for more runtime value information

CAN Analog
CAN Analog Inputs can be used to receive Analog values such as voltages, Lambda values, pressures, temperatures etc over CAN. These values can be fed into the
majority of functions that can use Standard Analog inputs including things such as ECT, Analog Gear Position and APS (Main) and APS (Sub). The values can also be
used directly in things like Table Axes, Math Blocks and GP PWM Outputs.
When a CAN Analog has been written to since power up but hasn't been updated in at least the last 2 seconds it's value is set to 0.

Refer here for more runtime value information

CAN Auxiliaries

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CAN Auxiliaries operate in a similar way to the Virtual Auxiliaries with the addition of connected Frequency and Duty Cycle runtime values meaning CAN Auxiliaries can
also be used for PWM based outputs such as GP PWMs, Boost Solenoids and Idle Solenoids. This allows outputs of functions to be further modified before being sent
to a physical output or controlling a physical pin over CAN with all of the functionality of that pin being calculated in the ECU.

Each CAN Auxiliary has a function setting controlled by the function using it, a CAN Auxiliary Status, a CAN Auxiliary Frequency and a CAN Auxiliary Duty Cycle
meaning they can operate in the exact same way as a standard PWM capable Auxiliary Output minus the physical pin. As a comparison Virtual Auxiliary Outputs
operate in a similar way to a non PWM capable Auxiliary Output minus the physical pin.

Refer here for more runtime value and status information

G4X and G5 ECU Tuning Functions > CAN > Device Specific CAN Information
Device Specific CAN Information
The following CAN devices have pre-configured modes. Expand the sections below to read the setup notes for each device.

· AEM EGT 30-2224

· AEM X-Series UEGO Gauge
· Aerospace CAN (Dynon Skyview)
· AiM MXL Pista
· AiM MXG and MXS Strada
· CAN Keypad (BLink and Grayhill)
· DisplayLink
· DIYAutoTune CAN-EGT
· Ecotrons ALM
· Ecotrons Dual ALM
· ECUMaster 8Ch EGT to CAN
· ECUMaster CAN Switch Board V3
· Generic Dash
· Generic Dash 2
· Haltech TCA-8/TCA-4
· KMS Display
· KMS EGT
· KMS UEGO
· Link CAN-Lambda
· Link Razor PDM (Information located on a different page)
· Link 52mm CAN Gauge / gaugeART CAN Gauge
· MicroTech LTC Dash
· MoTeC ADL & SDL Dashes
· MoTeC E888
· MoTeC LTC, LTCD & PLM
· RacePak IQ3
· Race Technology Dash2Pro
· Toucan Dash

AEM EGT 30-2224

Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. On a spare User CAN Stream, click Load Stream and select the file "AEM EGT 30-2224 Stream 1 Extended ID 47616".
3. On a second spare User CAN Stream, click Load Stream and select the file "AEM EGT 30-2224 Stream 2 Extended ID 47617".
4. Select the CAN module to be used.
5. Set the Mode to 'User Defined'.
6. Configure the Bit Rate to 500 kbit/s
7. Select a spare CAN channel.
8. Select Receive User Stream x from the Mode drop-down menu. Where x is the number of the User CAN Stream the "AEM EGT 30-2224 Stream 1 Extended ID
47616" file was previously loaded into.
9. Set the CAN ID to extended format and 47616.
10. Select the second Receive User Stream x from the Mode drop-down menu. Where x is the number of the User CAN Stream the "AEM EGT 30-2224 Stream 2
Extended ID 47616" file was previously loaded into.
11. Set the CAN ID of the second receive stream to extended format and 47617.
12. Click Apply and then OK.
13. Make sure a Store (F4) is performed.

The AEM EGT 30-2224 data will come through to the ECU as CAN TC Cyl 1 to 8. You can use anywhere from 1 to 8 EGT thermocouples.

AEM X-Series UEGO Gauge

Setting up the AEM X-Series UEGO Gauge
1. Refer to manufacturers instructions for selecting the correct CAN Id using the gauges setup menu.

Setting up the Link ECU:

1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. On a spare User CAN Stream, click Load Stream and select the file "AEM X-Series UEGO [Link]".
3. Select the CAN module to be used.
4. Set the Mode to 'User Defined'.
5. Configure the Bit Rate to 500 kbit/s
6. Select a spare CAN channel.
7. Select Receive User Stream x from the Mode drop-down menu. Where x is the number of a User CAN Stream the file was previously loaded into.
8. Set the CAN ID to extended format.
9. Set the CAN ID to suit the ID selected in the gauge. If the gauge is set to ID 1, enter CAN ID 384, for gauge ID 2 enter 385, ID3 = 386, etc..
10. Click Apply and then OK.
11. Set Analog Inputs -> Lambda 1 Input to "Link CAN"
12. Make sure a Store (F4) is performed.

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Using the supplied stream file, the Lambda value will come through on the Lambda 1 parameter. If this is not desirable, the user stream can be altered to use the
Lambda 2 parameter. Make sure Analog Inputs -> Lambda 1 (or Lambda 2 if stream has been altered to use that) has been set to Link CAN.

CAN Aerospace (Dynon Skyview)

Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 125kbit/s.
5. Select a spare CAN channel.
6. Select 'CAN Aerospace' from the Mode drop-down menu.
7. Set the CAN ID to a non 0 value (Id's are hard coded).
8. Set the Transmit Rate to 10Hz.
9. Click Apply and then OK.
10. Make sure a Store (F4) is performed.

Id's transmitted are:

500 Engine Speed (RPM)
524 Fuel flow (Litres/hour)
528 Map (hPa)
532 Oil Pressure (hPa)
536 Oil Temp (kelvin)
548 Coolant temp (kelvin)
628 EGT 1 (CAN TC 1) (kelvin)
630 EGT 2 (CAN TC 1) (kelvin)
632 EGT 3 (CAN TC 1) (kelvin)
634 EGT 4 (CAN TC 1) (kelvin)
684 Fuel Pressure (hPa)

AiM MXS Strada, AiM MXG Strada and AiM MXL Pista
Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 1 Mbit/s
5. Select a spare CAN channel.
6. Select 'Transmit Link AIM MXS Strada Dash' from the Mode drop-down menu.
7. Set the CAN ID to 1000 (Normal format).
8. Set the transmit rate to 20Hz
9. Make sure no other CAN channels are configured on the same CAN ID.
10. Click Apply and then OK.
11. Make sure a Store (F4) is performed.

Note: It's recommended to make sure you have the latest dash firmware (and ECU Firmware).

AiM MXL Pista Dash Setup (Not applicable to MXS Strada or MXG Strada)
1. Start Aim Race Studio 2, select Device Configuration and then your dash type (MXL Pista in this case).

2. Make sure the Logger is set to MXL Pista and ECU Manufacturer is set to Link. For ECU Model select: CAN_BUS_BASE_LCC
3. Click Transmit to store the settings to the Aim dash.

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4. Cycle the power supply to the ECU and dash. The two devices should now be communicating over CAN.

Channels displayed on the dash must be configured in Race Studio 2.

CAN Keypad (BLink and Grayhill)

Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to the same Bit Rate as the keypad (Often 1 Mbit/s).
5. Select a spare CAN channel.
6. Select 'CAN Keypad 1' from the Mode drop-down menu.
7. Set the CAN ID to 384 + the Keypad Node Id. By default the Node Id will be 21 but it can be checked in the CAN Devices tab by clicking the Find Devices
button, selecting the keypad and then clicking 'Configure Device'.

CAN Keypad example with a Node Id of 21.

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CAN Keypad Configuration Window with a Node Id of 22 visible

8. Make sure no other CAN channels are configured on the same CAN ID.
9. Click Apply and then OK.
10. Use the ECU Settings tab to navigate to CAN->CAN Keypads->CAN Keypad 1 and set the Keypad Model setting to the model that you are using.
11. Make sure a Store (F4) is performed.

To add a second keypad repeat the above process but selecting CAN Keypad 2 in steps 6 and 10. Currently only up to two keypads are supported, if your application
requires the ECU supporting more than two keypads please contact Link Tech support and request support for more CAN Keypads.

The above image of the Keypad configuration window allows the user to configure various settings within the keypad such as changing the Node Id or CAN Bit Rate.
The 'Send Default Coms Setup' button sets several settings to appropriate values for use with Link ECUs such as turning off the Heartbeat messages, turning on
Periodic State Transmission to 1500ms (to prevent the CAN inputs from going into fault due to not receiving an update) and setting the device to be active at power on.
It does not affect your Bit Rate, Node Id, Backlight Colour, Backlight Brightness, Key Brightness or Startup LED Show settings.

More CAN Keypad setup information can be found here.

DisplayLink
Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 1 Mbit/s
5. Select a spare CAN channel.
6. Select 'Transmit Generic Dash' from the Mode drop-down menu.
7. Set the CAN ID to 1000.
8. Make sure no other CAN channels are configured on the same CAN ID.
9. Click Apply and then OK.
10. Make sure a Store (F4) is performed.

Setting up the DisplayLink:

1. In the DisplayLink setup menu, select Display Settings. Select ECU Type. Choose Link G4 UCAN.
2. Make sure the CAN ID matches the one setup in the ECU (1000).
3. The green light on the DisplayLink will come on solid when communication is working correctly.

The DisplayLink uses the same data format as Generic Dash

DIY Auto Tune CAN-EGT

Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 500 kbit/s
5. Select a spare CAN channel.
6. Select 'Receive DIYAutoTune CAN-EGT' from the Mode drop-down menu.
7. Set the CAN ID to anything between 1 and 2047. The actual number used is not important as the IDs for this CAN mode are hard coded.
8. Make sure no other CAN channels are configured on the same CAN ID as the DIYAutoTune CAN-EGT channel.
9. Click Apply and then OK.
10. Make sure a Store (F4) is performed.

Setting up the DIYAutoTune CAN-EGT:

1. Refer to manufacturers instructions.
2. Use 'TunerStudio' to confirm the 'Main Controller CAN ID' is set to 1. This is the default setting.

The DIYAutoTune CAN-EGT data will come through to the ECU as CAN TC Cyl 1 to 8. You can use anywhere from 1 to 8 EGT thermocouples.

Ecotrons ALM (Advanced Lambda Meter)

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Setting up the Link ECU:

1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 250 kbit/s
5. Select a spare CAN channel.
6. Select 'Receive User Stream X' from the Mode drop-down menu (Where X is the next unused transmit or receive user stream number).
7. Set the CAN ID to 218038273.
8. Set the Format to Extended.
9. Change to the Streams tab of the CAN Setup window. Select Stream X and then click Load Stream.
10. Select 'Ecotrons [Link]' and click the Open button. If you can not see the correct file, you can find it in the CAN folder of your PCLink install.
11. Make sure no other CAN channels are configured on the same CAN ID as the Ecotrons ALM CAN channel.
12. Click Apply and then OK.
13. Set Analog Inputs -> Lambda 1 Input to "Link CAN"
14. Make sure a Store (F4) is performed.

Setting up the Ecotrons ALM:

1. Refer to manufacturers instructions.

The Ecotrons ALM data will come through to the ECU as Lambda 1, make sure Analog Inputs -> Lambda 1 has been set to Link CAN.

Ecotrons Dual ALM (Advanced Dual Lambda Meter)

Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 250 kbit/s
5. Select a spare CAN channel.
6. Select 'Receive User Stream X' from the Mode drop-down menu (Where X is the next unused transmit or receive user stream number).
7. Set the CAN ID to 218038273.
8. Set the Format to Extended.
9. Change to the Streams tab of the CAN Setup window. Select Stream X and then click Load Stream.
10. Select 'Ecotrons [Link]' and click the Open button. If you can not see the correct file, you can find it in the CAN folder of your PCLink install.
11. Change back to the Mode tab, select the next spare CAN channel.
12. Select 'Receive User Stream Y' from the Mode drop-down menu (Where Y is the next unused transmit or receive user stream number)
13. Set the CAN ID to 218038274.
14. Set the Format to Extended.
15. Change to the Streams tab of the CAN Setup window. Select Stream Y and then click Load Stream.
16. Select 'Ecotrons ALM [Link]' and click the Open button. If you can not see the correct file, you can find it in the CAN folder of your PCLink install.
17. Make sure no other CAN channels are configured on the same CAN ID as the Ecotrons ALM Dual CAN channels.
18. Click Apply and then OK.
19. Set Analog Inputs -> Lambda 1 & 2 Inputs to "Link CAN"
20. Make sure a Store (F4) is performed.

Setting up the Ecotrons Dual ALM:

1. Refer to manufacturers instructions.

The Ecotrons Dual ALM data will come through to the ECU as Lambda 1 and Lambda 2, make sure Analog Inputs -> Lambda 1 & 2 have been set to Link CAN

ECUMaster 8Ch EGT to CAN

Note this device uses two CAN ID’s to send 2 separate CAN messages, the first message contains channels 1-4 and the second message contains channels 5-8. So if
you are using this device on a 4 cylinder then you only need to set up the first stream (ID1552)

Setting up the Link ECU:

1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 1 Mbit/s.
5. Select a spare CAN channel.
6. Select 'Receive User Stream X' from the Mode drop-down menu (Where X is the next unused transmit or receive user stream number).
7. Set the CAN ID to 1552.
8. Set the Format to Normal.
9. Change to the Streams tab of the CAN Setup window. Select Stream X and then click Load Stream.
10. Select 'Ecumaster Egt2CAN Stream1 [Link]' and click the Open button (find this in CAN folder of your PCLink install).
11. If only 4 channels are needed then jump to step 18 now. If more than 4 channels are needed continue from step 12.
12. Change back to the Mode tab, select the next spare CAN channel.
13. Select 'Receive User Stream Y' from the Mode drop-down menu (Where Y is the next unused transmit or receive user stream number)
14. Set the CAN ID to 1553.
15. Set the Format to Normal.
16. Change to the Streams tab of the CAN Setup window. Select Stream Y and then click Load Stream.
17. Select ‘Ecumaster Egt2CAN Stream2 [Link]' and click the Open button.
18. Click Apply and then OK.
19. Make sure a Store (F4) is performed.

ECUMaster CAN Switch Board V3

This device is highly configurable, settings like Bit Rate and CAN IDs will depend on how the device has been setup. It is also possible to edit the setup in the Link ECU
to change which pin on the board affects which runtime value/status in the ecu and vice versa.

Setting up the Link ECU:

1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to the same Bit Rate that the Switch Board is using.
5. Select a spare CAN channel.
6. Select 'Receive User Stream X' from the Mode drop-down menu (Where X is the next unused transmit or receive user stream number).
7. Set the CAN ID to 1600 (0x640 in hex) and the Format to Normal (This is the default base id and so will differ if the BASE ID value has been changed in the
device).

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8. Change to the Streams tab of the CAN Setup window. Select Stream X and then click Load Stream.
9. Select 'ECUMaster Switchboard V3 Receive Stream 1 Use ID [Link]' and click the Open button (find this in CAN folder of your PCLink install).
10. Change back to the Mode tab, select the next spare CAN channel.
11. Repeat steps 6-10 for the other two ECUMaster Switchboard lcs files, note that the file name indicates whether the file needs to be setup to transmit or receive
and the IDs are always relative to the base Id.
12. Click Apply and then OK.
13. Make sure a Store (F4) is performed.

EFI Technology Xw4 Lambda

Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 1 Mbit/s.
5. Select a spare CAN channel.
6. Select 'EFI Technology Xw4 Lambda' from the Mode drop-down menu.
7. Set the CAN ID to 1536 (0x600 in hex) and the Format to Normal.
8. Click Apply and then OK.
1. Go to Analog Inputs -> Lambda 1 and set Lambda Sensor Control to Link CAN. Repeat for Lambda 2.
9. Make sure a Store (F4) is performed.

Generic Dash
The 'Transmit Generic Dash' mode sends out a range of common parameters, it is useful for dashes that are able to have a custom configuration. The parameters that
are sent are in the table below.

Setting up the Link ECU:

11. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
12. Select the CAN module to be used.
13. Set the Mode to 'User Defined'.
14. Configure the Bit Rate to match what the dash requires.
15. Select a spare CAN channel.
16. Select 'Transmit Generic Dash' from the Mode drop-down menu.
17. Set the CAN ID to match what the dash expects.
18. Set the Transmit Rate to 20Hz or what the dash expects.
19. Make sure no other CAN channels are configured on the same CAN ID as the Generic Dash channel.
20. Click Apply and then OK.
21. Make sure a Store (F4) is performed.

Setting up the Generic Dash:

1. The dash will need to be configured to match the data layout in the tables below.

All parameters are sent as 16 bit unsigned numbers, with low byte first. Some parameters must be multiplied or offset (constant value added) to get the correct
calibrated value. The limits flags are sent through as a bit field (described below).

Data 0 Data 1 Data 2-3 Data 4-5 Data 6-7

Frame 1 0 0 Engine Speed MAP MGP
Display (RPM) = Raw Display (kPa) = Raw Display (kPa) = Raw -100
Range = 0 - 15000 RPM Range = 0 - 650 kPa Range = -100 - 550 kPa
Frame 2 1 0 Barometric Pressure TPS Injector DC
Display (kPa) = Raw * 0.1 Display (%) = Raw * 0.1 Display(%) = Raw * 0.1
Range = 0 - 200 kPa Range = 0-100% Range = 0-100 %
Frame 3 2 0 Injector DC (Sec) Injector Pulse Width (Actual) ECT
Display (%) = Raw * 0.1 Display (ms) = Raw * 0.001 Display (deg C) = Raw - 50
Range = 0 - 100% Range = 0 - 65 ms Range = -50 - 205 deg C
Frame 4 3 0 IAT ECU Volts MAF
Display (deg C) = Raw - 50 Display (V) = Raw * 0.01 Display (g/s) = Raw * 0.1
Range = -20 - 205 deg C Range = 0 - 65 V Range = 0 - 6500 g/s
Frame 5 4 0 Gear Position Injector Timing Ignition Timing
Display (gear) = Raw Display (deg) = Raw Display (deg) = (Raw * 0.1) -
Range = 0 - 8,P,R,N,D,H,L,- Range = 0 - 719 deg 100
Range = -100 - 100 deg
Frame 6 5 0 Cam Inlet Bank 1 Cam Inlet Bank 2 Cam Exhaust Bank 1
Display (deg) = Raw * 0.1 Display (deg) = Raw * 0.1 Display (deg) = Raw * -0.1
Range = 0 - 60 deg Range = 0 - 60 deg Range = -60 - 0 deg
Frame 7 6 0 Cam Exhaust Bank 2 Lambda 1 Lambda 2
Display (deg) = Raw * -0.1 Display (Lambda) = Raw * 0.001 Display (Lambda) = Raw * 0.001
Range = -60 - 0 deg Range = 0 - 3.000 Lambda Range = 0 - 3.000 Lambda
Frame 8 7 0 Trig 1 Error Counter Fault Codes Fuel Pressure
Display (counts) = Raw Display (code) = Raw Display (kPa) = Raw
Range = 0 - 255 Range = 0 - 255 Range = 0 - 6550 kPa
Frame 9 8 0 Oil Temp Oil Pressure LF Wheel Speed
Display (deg C) = Raw - 50 Display (kPa) = Raw Display (kph) = Raw * 0.1
Range = -50 - 205 deg C Range = 0 - 6550 kPa Range = 0 - 1000 kph
Frame 10 9 0 LR Wheel Speed RF Wheel Speed RR Wheel Speed
Display (kph) = Raw * 0.1 Display (kph) = Raw * 0.1 Display (kph) = Raw * 0.1
Range = 0 - 1000 kph Range = 0 - 1000 kph Range = 0 - 1000 kph
Frame 11 10 0 Knock Level 1 Knock Level 2 Knock Level 3
Display (units) = Raw * 5 Display (units) = Raw * 5 Display (units) = Raw * 5
Range = 0 - 1000 units Range = 0 - 1000 units Range = 0 - 1000 units
Frame 12 11 0 Knock Level 4 Knock Level 5 Knock Level 6
Display (units) = Raw * 5 Display (units) = Raw * 5 Display (units) = Raw * 5
Range = 0 - 1000 units Range = 0 - 1000 units Range = 0 - 1000 units
Frame 13 12 0 Knock Level 7 Knock Level 8 Limits Flags - Refer bit field
Display (units) = Raw * 5 Display (units) = Raw * 5 definition below.
Range = 0 - 1000 units Range = 0 - 1000 units

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Frame 14 13 0 APS (Main) % Ethanol Status Bit field, see below

Display (%) = Raw * 0.1 Display (%) = Raw
Range = 0 - 100% Range = 0 - 100%

Limits Flags Definition

Bit
0 RPM Limit
1 MAP Limit
2 Speed Limit
3 Maximum Ignition Flag
4 Anti-lag Ignition Cut
5 High Supply Voltage Limit
6 Overrun Flag
7 Traction Limit
8 Low Supply Voltage Flag
9 Launch RPM Limit
10 Empty
11 GP RPM Limit 1
12 Rotary Oil Pump Limit
13 GP RPM Limit 2
14 EThrottle Limit
15 Cyclic Idle Active

Frame 14 Status Bit field (Bit order being 7,6,5,4,3,2,1,0,15,14,13,12,11,10,9,8 because LS First mode)
Bits 7-5 Bits 4-3 Bits 2-0 Bits 15-12
Anti-Lag Status Launch Control Status Traction Status Cruise Control Status
0 OFF 0 OFF 0 OFF 0 OFF
1 Armed: AL Active 1 Active 1 OFF: RPM Lockout 1 Enabled
2 OFF:RPM < 500 2 Inactive 2 OFF: TPS Lockout 2 Active
3 Sys Armed: Cyclic OFF 3 OFF: Speed Lockout 3 Startup Lockout
4 Armed: Cyclic Active 4 Ready 4 Min RPM
5 Cyclic Cooldown Active 5 Active 5 Max RPM
6 Dis-armed: Cyclic Active 6 Disabled 6 CAN Error
7 OFF: Torque Module

Generic Dash 2 and Race Technology Dash2Pro

Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to match what the dash requires. Note: The default Link configuration for the Race Technology Dash2Pro uses 1 MBit. This can be
changed in the display configurations if required.
5. Select a spare CAN channel.
6. Select 'DASH2PRO' from the Mode drop-down menu.
7. Set the CAN ID to match the CAN ID the dash uses. This ID and the three following it must not be used by any other device on the bus (eg if you select ID
1000, then the stream will use 1000, 1001, 1002 and 1003). Note the default Link configuration for the Race Technology Dash2Pro uses CAN ID 1000. This can
be changed in the display configurations if required.
8. The Transmit Rate for this stream is fixed to 20Hz and is not adjustable.
9. Click Apply and then OK.
10. Make sure a Store (F4) is performed.

Setting up the Display:

1. The display will need to be configured to match the data layout in the tables below. For the Race Technology Dash2Pro this can be done by installing the
'DASH2PRO Generic Dash [Link]' file located in the CAN folder in the PCLink install directory. Refer to Race Technology documentation for instructions on how
to install this configuration into the display. Note this configuration will be pre-loaded in Link branded Dash2Pro units.

All data sent uses unsigned numbers with high byte first (Motorola) format.

CAN ID Data 0 Data 1 Data 2 Data 3 Data 4 Data 5 Data 6 Data 7

ID X Engine Speed MGP ECT IAT ECU Volts Oil Temp
Display (RPM) = Raw Display (kPa) = Raw -100 Display (deg C) = Display (deg C) = Display (V) = Raw * Display (deg C) =
Range = 0 - 15000 RPM Range = -100 - 550 kPa Raw - 50 Raw - 50 0.1 Raw - 50
Range = -50 - 205 Range = -20 - 205 Range = 0 - 30.0 V Range = -20 - 205
deg C deg C deg C
ID X+1 TPS Ignition Angle Driven Wheel Oil Pressure Fuel Pressure ECU Temp
Display (%) = Raw * 0.1 Display (deg) = (Raw * 0.1) - Speed Display (kPa) = Raw Display (kPa) = Raw Display (deg C) =
Range = 0-100% 100 Display (kph) = Raw * 10 * 10 Raw - 50
Range = -100 - 100 deg Range = 0 - 1000 Range = 0 - 2550 Range = 0 - 2550 Range = -20 - 205
kph kPa kPa deg C
ID X+2 Lambda 1 Lambda 2 Steering Position Barometric Pressure
Display (Lambda) = Raw * 0.001 Display (Lambda) = Raw * Display (degrees) = (Raw - 30000) / 10 Display (kPa) = Raw * 0.1
Range = 0 - 3.000 Lambda 0.001 Range = +/- 3000.0 degrees Range = 0 - 200 kPa
Range = 0 - 3.000 Lambda
ID X+3 Gear Position Fuel Cut % Ignition Cut % Injector Pulse Width (Actual) Fault Code Count Knock Level Global
Display (gear) = Display (%) = Display (%) = Display (ms) = Raw * 0.001 Display = Raw Display (units) = Raw * 5
Raw Raw Raw Range = 0 - 65 ms Range = 0 - 255 Range = 0 - 1000 units
Range = 0 - 6 Range = 0 - Range = 0 -
100% 100%
Note: Configurable stream files in this format are available in the PCLink install location CAN folder. They are labeled 'Configurable_Generic_Dash2_Stream_1.lcs'
through to 'Configurable_Generic_Dash2_Stream_4.lcs'.

Mapping of Link parameters to Race Technology Dash2Pro channels:

Link Dash2Pro

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Engine Speed RPM {Engine RPM}

MGP Boost Pressure {pressure 5}
ECT Water Temp {temperature 8}
IAT Inlet post intercooler 1 {temperature 6}
ECU Volts Battery voltage {misc 3}
Oil Temp Oil temp {temperature 9}
TPS Throttle position {aux 1}
Ignition Angle Ignition angle {angle 2}
Non Driven Wheel Speed Speed from the ECU {misc 4}
Oil Pressure Oil pressure {pressure 2}
Fuel Pressure Fuel pressure {pressure 3}
ECU Temp ECU temp {temperature 16}
Lambda 1 Lambda 1 {misc 1}
Lambda 2 Lambda 2 {misc 2}
Steering Position Steering angle {angle 3}
BAP Ambient air pressure {pressure 1}
Gear Fuel inj 8 cut {aux 21}
Fuel Cut % Fuel inj 1 cut {aux 14}
Ignition Cut % Ignition cut {aux 22}
Injector Pulse Width (Actual) Fuel inj 1 PW {aux 6}
Fault Code Count Fuel inj 6 cut {aux 19}
Knock Level Global Fuel inj 7 cut {aux 20}
Note: Without the optional Race Technology Dash2Pro CAN upgrade, only 15 of these parameters can be displayed at one time.

Customising the Dash2Pro

As both the Link G4X/G5 ECU and Dash2Pro have fully customisable CAN configurations it is possible to transmit almost any parameter to the display, likewise it is
also possible to receive information from the display. Configuring additional CAN parameters requires an advanced understanding of the CAN bus. Additional CAN
parameters can be sent along side the data stream in this section by selecting another CAN channel in the ECU, choosing a new CAN ID, selecting what to transmit
(by making a CAN stream or selecting an existing one). At the display end it is necessary to configure the matching CAN ID to be received and decoded. Refer to the
CAN section of this help for configuring the ECU. Refer to Race Technology documentation for help configuring the display.

Haltech TCA-8/TCA-4
There are two possible ID sets for these devices and so some trial and error may be required when setting this up. Some devices use Id 716 for CAN TC 1-4 and Id
717 for CAN TC5-8 and other devices use Id's 730&731.

Setting up the Link ECU to suit a TCA4:

1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. On a spare User CAN Stream, click Load Stream "Haltech_TCA4_A_id716.lcs" if it is a CAN ID A box or "Haltech_TCA4_B_id717.lcs" if it is a CAN ID B box.
3. Select the CAN module to be used.
4. Set the Mode to 'User Defined'.
5. Configure the Bit Rate to 1 Mbit/s
6. Select a spare CAN channel.
7. Select Receive User Stream x from the Mode drop-down menu. Where x is the number of the User CAN Stream used in step 2.
8. Set the CAN ID to normal format and 716.
9. Click Apply and then OK.
10. Make sure a Store (F4) is performed.

Setting up the Link ECU to suit a TCA8:

1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. On a spare User CAN Stream, click Load Stream "Haltech_TCA8_1to4_id716.lcs".
3. On a second spare User CAN Stream, click Load Stream and select the file "Haltech_TCA8_5to8_id717.lcs".
4. Select the CAN module to be used.
5. Set the Mode to 'User Defined'.
6. Configure the Bit Rate to 1 Mbit/s
7. Select a spare CAN channel.
8. Select Receive User Stream x from the Mode drop-down menu. Where x is the number of the User CAN Stream the "Haltech_TCA8_1to4_id716" file was
previously loaded into.
9. Set the CAN ID to normal format and 716.
10. Select the second Receive User Stream x from the Mode drop-down menu. Where x is the number of the User CAN Stream the "Haltech_TCA8_5to8_id717"
file was previously loaded into.
11. Set the CAN ID of the second receive stream to normal format and 717.
12. Click Apply and then OK.
13. Make sure a Store (F4) is performed.

If the above doesn't work then repeat the steps using the "Haltech_TC8_1to4_id730.lcs" and "Haltech_TC8_5to8_id731.lcs" files and Id's 730 and 731.

The Haltech TCA-8 data will come through to the Link ECU as CAN TC Cyl 1 to 8. You can use anywhere from 1 to 8 EGT thermocouples.
The Haltech TCA-4 data will come through to the Link ECU as CAN TC Cyl 1 to 4 for box A and CAN TC Cyl 5 to 8 for box B. You can use anywhere from 1 to 8 EGT
thermocouples.

KMS Display
Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 1 Mbit/s
5. Select a spare CAN channel.
6. Select 'Transmit KMS CAN Display' from the Mode drop-down menu.
7. Set the CAN ID to 40.
8. Set the Transmit Rate to 20Hz.
9. Make sure no other CAN channels are configured on the same CAN ID as the KMS CAN Display channel.
10. Click Apply and then OK.
11. Make sure a Store (F4) is performed.

Setting up the KMS CAN Display:

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1. Refer to manufacturers instructions.

The 'Transmit KMS CAN Display' Mode will send out the following parameters to the display.

Engine Speed Oil Pressure ECT IAT MAP

CAN TC Cyl 1 CAN TC Cyl 2 Gear Batt Voltage TPS
Inj Actual PW Lambda 1 Lambda 2 Ign Angle Injector PW (Sec)
BAP

KMS EGT (Exhaust Gas Temperature)

Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 1 Mbit/s
5. Select a spare CAN channel.
6. Select 'Receive KMS EGT CAN' from the Mode drop-down menu.
7. Set the CAN ID to 49.
8. Make sure no other CAN channels are configured on the same CAN ID as the KMS EGT CAN channel.
9. Click Apply and then OK.
10. Make sure a Store (F4) is performed.

Setting up the KMS EGT:

1. Refer to manufacturers instructions.

The KMS EGT is capable of transmitting data from four EGT sensors. Data will come through to the Link ECU as CAN TC Cyl 1 to 4. CAN TC Channels can be used
as table axis and are also able to be logged.

KMS UEGO (Univeral Exhaust Gas Oxygen)

Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 1 Mbit/s
5. Select a spare CAN channel.
6. Select 'Receive KMS UEGO CAN' from the Mode drop-down menu.
7. Set the CAN ID to 32.
8. Make sure no other CAN channels are configured on the same CAN ID as the KMS UEGO CAN channel.
9. Click Apply and then OK.
10. Set Analog Inputs -> Lambda 1 Input to "Link CAN"
11. Make sure a Store (F4) is performed.

Setting up the KMS UEGO:

1. Refer to manufacturers instructions.

The KMS UEGO data will come through to the Link ECU as Lambda 1, make sure you have set Analog Inputs -> Lambda 1 to "Link CAN".

Link CAN-Lambda
Link CAN Lambda modules allow up to eight wideband oxygen sensors to be measured, displayed and logged. A separate module is required for each oxygen sensor.
The modules must be told which sensor they are connected to (eg cyl 1, cyl 2 etc...) so that they can be identified on the CAN bus. All Link CAN-Lambda modules are
shipped pre-configured for a single installation. If only one sensor is being used the module requires no configuration.

Setting up the Link CAN-Lambda modules where multiple modules are used:
1. Remove all Link CAN Lambda modules from the bus except the first one (cylinder 1, bank 1 etc...). It is recommended to power all devices on the CAN bus
down when connecting and disconnecting devices.
2. Note that Link CAN-Lambda modules are set to 1 MBit/s bit rate by default. All devices on the bus must be running the same bit rate.
3. Program the module for the appropriate location. Refer to Link CAN Lambda instruction manual or CAN Devices for programming instructions.
4. Add the next module to the bus, repeat steps 2 and 3 until all modules are programmed.

Setting up the Link ECU:

1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to the bit rate the Link CAN-Lambda modules are set to (1 Mbit/s by default).
5. Select a spare CAN channel.
6. Select 'Link CAN-Lambda' mode from the Mode drop-down menu. Note: Only one channel needs to be set to Link CAN Lambda regardless of how many Link
CAN Lambdas are being used.
7. Set CAN ID to 950.
8. The Rate also does not need to be set as is pre-configured.
9. Click Apply and then OK.
10. Go to Analog Inputs -> Lambda 1 and set Lambda Sensor Control to Link CAN. Repeat for Lambda 2 if using two CAN Lambdas.
11. Make sure a Store (F4) is performed.

Note: If exhaust pressure compensation is required, an appropriate pressure sensor must be installed in the exhaust, connected to the ECU and correctly calibrated as
Exhaust Pressure. If not using exhaust pressure compensation, ensure that Exhaust Pressure reads zero at all times.

Note: Link CAN-Lambda modules can be configured to be received by Link ECUs or any other CAN capable after market ECUs using a custom CAN configuration. Full
information on the Link CAN-Lambda communication format is given in the Link CAN-Lambda instruction manual.

CAN IDs used by Link CAN-Lambda modules

When the ECU is configured to use the 'Link CAN-Lambda' CAN Channel mode, the following CAN IDs are allocated and can not be used for anything else.
· 950 (0x3B6) - Receive from CAN Lambda module Id 0 (ie the first or only module on the bus)
· 951 (0x3B7) - Receive from CAN Lambda module Id 1
· 952 (0x3B8) - Receive from CAN Lambda module Id 2

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· 953 (0x3B9) - Receive from CAN Lambda module Id 3

· 954 (0x3BA) - Receive from CAN Lambda module Id 4
· 955 (0x3BB) - Receive from CAN Lambda module Id 5
· 956 (0x3BC) - Receive from CAN Lambda module Id 6
· 957 (0x3BD) - Receive from CAN Lambda module Id 7
· 958 (0x3BE) - Transmit to all CAN Lambda modules.
· Note, CAN IDs 100 (0x64), 101 (0x65) and 959 (0x3BF) to 966 (0x3C6) are used during module programming so must be left unused on the bus.

Packets that CAN-Lambda transmits:

Transmit ID: 950 + Index; Index = [0-7]

Data 0 Data 1 Data 2 Data 3 Data 4 Data 5 Data 6 Data 7

50 Error Lambda HB Lambda LB (x1000) Temperature HB (°C) Temperature LB (°C) Status: Unused
Code (x1000) 0 Off
1 Disabled /
Diagnostics
2 Initalising
3 Diagnostics
4 Calibration
5 Heating
6 Operating

Data 0 Data 1 Data 2 Data 3 Data 4 Data 5 Data 6 Data 7

51 Unused Pump Current HB Pump Current LB Battery Voltage HB Battery Voltage LB Heater Voltage HB Heater Voltage LB
(x1000 mA) (x1000 mA) (x100 V) (x100 V) (x100 V) (x100 V)

An example of the Lambda 1 and two receive packets can be Found in the CAN folder in the PCLink install location.
"Link CAN Lambda 1 [Link]" needs to be setup to receive on ID 950 and "Link CAN Lambda 2 [Link]" needs to be setup to receive on ID 951.
The CAN Lambda devices will turn on after a set time if they do not receive a CAN package telling them the engine speed but if you want to turn them on immediately
you can use the "Link CAN Lambda Transmit false [Link]" stream with an ID of 958 which will transmit an engine speed of 1000rpm telling the CAN Lambdas to
turn on.

Note: When using these custom streams the built in "Link CAN Lambda" stream must be turned off.

Packets that CAN-Lambda receives:

Receive ID: 958 + Index; Index = [0-7]

Wideband is enabled for engine speed > 400 rpm and disabled for engine speed < 10 rpm
If no speed packet received then Wideband is enabled after 2 seconds.

Data 0 Data 1 Data 2 Data 3 Data 4 Data 5 Data 6 Data 7

85 Unused Engine Speed HB Engine Speed LB Absolute Exhaust Pressure Absolute Exhaust Set >1 if exhaust pressure Unused
(rpm) (rpm) HB (x10 kPa) Pressure LB (x10 kPa) compensation required

Note: Pressure compensation range 50-250 kPa.

Note: When Run When Stalled is set to Yes it forces CAN Lambda units to heat up the sensor and start reading the A/F ratio by sending a minimum engine speed of
500rpm within the built in CAN stream.
Note: A false engine speed can also be transmitted by setting the Engine speed multi to 0 and adjusting the offset, this can be used to turn CAN Lambdas on prior to
engine start for the purpose of cold start tuning. An example of this is the "Link CAN Lambda Transmit false [Link]" file in the PCLink install directory CAN folder

Setting Index and Bus Frequency

Takes effect after power is cycled.

ID: 958 + Index; Index = [0-7]

Data 0 Data 1 Data 2 Data 3-7

24 Index: Bus Frequency: Unused
0Lambda 0 100 kbit/s
1 1 125 kbit/s
1Lambda 2 250 kbit/s
2 3 500 kbit/s
2Lambda 4 1 Mbit/s
3
3Lambda
4
4Lambda
5
5Lambda
6
6Lambda
7
7Lambda
8

Reply from ID:

Data 0 Data 1 Data 2 Data 3-7

24 Index: Bus Frequency: Unused
0 Ok 0 Ok
-1error -1 error

Link Lambda 1 & 2 Error Codes

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Code Description Cause Solution

Internal Lambda
Control is turned off /
No CAN Lambda If there is meant to be a CAN Lambda or Internal Lambda then check your settings
OFF
devices are and wiring.
connected on this
Lambda channel
No errors have been
OK
detected
2-8 Internal control error
9 Heater Control Failure
No user actions can be taken to correct, report this to your Link distributor.
10-11 Calibration Error
12 Internal control error
Calibration Resistor Open or short circuit in sensor calibration resistor
13 Check your wiring.
Error measurement.
14 Internal Error Possible ECU/CAN Lambda hardware issue.
No user actions can be taken to correct, report this to your Link distributor.
15 Calibration Error
Sensor heater may be faulty or there may be a wiring issue. Watch Int. Lambda 1
Temp. during heating to determine if the sensor heats at all. This error for CAN
Sensor has been heating for too long without
16 Heated Too Long Lambdas is typically caused by a bad power supply and can be fixed by adding a
reaching operating temperature.
22uF Capacitor across the power supply at the CAN Lambda 4 pin plug as per the
CAN Lambda manual.
The controller went into protection mode to prevent This can occur if exhaust gas is excessively rich or lean or if the sensor is failing.
17-18 Invalid Pump Current
excess pump current being applied to the sensor. Lambda reading is invalid during this condition.
19-25 Internal control error No user actions can be taken to correct, report this to your Link distributor.
The controller hardware detected a battery voltage
26 Battery Under Voltage Check your wiring, check battery, may occur during cranking.
that is too low while operating (below 10.8V).
27-32 Internal control error No user actions can be taken to correct, report this to your Link distributor.
Open loop or too high resistance on APE-IPE loop
33 Open Circuit APE-IPE
(pump cell).
Check wiring, inspect sensor.
Open loop or too high resistance on RE-IPE loop
34 Open Circuit RE-IPE
(nerst cell).
35 Open Circuit RComp Open circuit on sensor calibration resistor. Check wiring, inspect connector. Typical error when no sensor is connected.
The sensor calibration resister value was too high
36 RComp Invalid
or too low.
37 IPE Short to Gnd Short to ground or high resistance short on IPE.
38 RE Short to Gnd Short to ground or high resistance short on RE.
39 APE Short to Gnd Short to ground or high resistance short on APE.
Short or open circuit on IPE or APE or high
40 IPE or APE Error
resistance short.
Under voltage or negative voltage on MES (Short
41 MES Under Voltage
to Ground).
42 MES Over Voltage Over voltage on pin MES (Over 9V). Check wiring, inspect sensor.
Under voltage or negative voltage on RE (Short to
43 RE Under Voltage
Ground).
44 RE Over Voltage Over voltage on pin RE (Over 9V).
Under voltage or negative voltage on IPE (Short to
45 IPE Under Voltage
Ground).
46 IPE Over Voltage Over voltage on pin IPE (Over 9V).
Under voltage or negative voltage on APE (Short
47 APE Under Voltage
to Ground).
48 APE Over Voltage Over voltage on pin APE (Over 9V).
The sensor got excessively hot or an unusually low
Overheat Or Pump pump cell resistance was measured. Watch Int.
49 Cell Resistance Too Lambda 1/2 Temp. to determine if sensor is being
Low overheated. This could also indicate a failing or
failed sensor.
Check Sensor
The sensor got excessively hot or an unusually low
Overheat Or Nerst pump cell resistance was measured. Watch Int.
50 Cell Resistance Too Lambda 1/2 Temp. to determine if sensor is being
Low overheated. This could also indicate a failing or
failed sensor.
51 Can't Read Switch On
Can't Read Internal control error.
52 No user actions can be taken to correct, report this to your Link distributor.
Diagnostics
53 Controller Not Found! Possible ECU hardware issue.
Sensor is reading more oxygen than air contains
54 Excess Pump Current Inspect sensor.
and is probably faulty.

Link 52mm CAN Gauge / gaugeART CAN Gauge

Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.

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4. Configure the Bit Rate to 1 Mbit/s

5. Select a spare CAN channel.
6. Select 'Transmit Generic Dash' from the Mode drop-down menu.
7. Set the CAN ID to 56.
8. Set the Transmit Rate to 20Hz.
9. Set the Format to Normal.
10. Click Apply and then OK.
11. Make sure a Store (F4) is performed.

For extended channels:

1. Select another spare CAN channel.
2. Select “Link CAN Gauge Extra” from the Mode drop-down menu.
3. Set the CAN ID to 49.
4. Set Transmit Rate to 20Hz.
5. Set Format to Normal.
6. Click Apply and then OK.
7. Make sure a Store (F4) is performed.

The specific CAN data being transmitted by the "Link CAN Gauge Extra" stream is shown in the table below.
Note: all values are MS First, some values are signed and the multi /offsets are what is being done at the ECU transmit end.
Note: there are 'GaugeART_CAN_Gauge_Extra_IDXX.lcs' files for each CAN Id in the CAN folder of your PCLink install.

CAN ID Data 0 Data 1 Data 2 Data 3 Data 4 Data 5 Data 6 Data 7

ID X (49) Knock Level Detected Instantaneous Math Block 1 Math Block 2
Display = Raw * 100 Fuel/Distance Display = Raw * 10 Display = Raw * 10
Display (l/100km) = Raw *
100
ID X+1 (50) % Ethanol Fuel Temperature Boost Target Knock Level Global
Knock Count Global
Display (%) = Display (deg C) = Raw Display (kPa) = Raw Display = Raw
Display = Raw
Raw + 50
ID X+2 (51) Lambda Target Lambda Correction 1 Lambda Correction 2 Traction Slip
Display (Lambda) = Raw * 1000 Display (%) = Raw * 10 + Display (%) = Raw * 10 + 1000 Display (%) = Raw * 10 + 1000
1000
ID X+3 (52) GP Temp 1 GP Temp 2 GP Temp 3 GP Pressure 1
Display (deg C) = Raw + 50 Display (deg C) = Raw + 50 Display (deg C) = Raw + 50 Display (kPa) = Raw
ID X+4 (53) GP Pressure 2 - GP Input Status Driven Wheel Driving Wheel -
Display (kPa) = Raw Bit 0 - GP Input 1, Bit 1 - GP Speed Speed
Input 2 Display (kph) = Display (kph) =
Raw Raw
ID X+5 (54) CAN TC 1 CAN TC 2 CAN TC 3 CAN TC 4
Display (deg C) = Raw Display (deg C) = Raw Display (deg C) = Raw Display (deg C) = Raw
ID X+6 (55) CAN TC 5 CAN TC 6 CAN TC 7 CAN TC 8
Display (deg C) = Raw Display (deg C) = Raw Display (deg C) = Raw Display (deg C) = Raw

MicroTech LTC Dash

The Link ECU has a built in CAN stream to communicate with the MicroTech LTC Dash. This stream conforms to the MicroTech Automotive CAN Protocol Version 2.0
specification. Note that MicroTech Aux #1 to #4 (Universal) channels are not sent by the Link ECU. A custom CAN stream can be configured ( transmitted on CAN Id
20 (0x014)) to send to these channels if required.

Setting up the Link ECU:

1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Select an unused CAN Channel.
4. Set the Mode to 'Transmit Microtech LTC Dash'.
5. Configure the Bit Rate to 1 Mbit/s
6. The transmit rate is fixed to 25Hz, it does not matter what value is entered in PCLink.
7. Set a CAN Identifier of 16 (Normal)
8. Click Apply and then OK.
9. Make sure a Store (F4) is performed.

Setting up the MicroTech LTC Dash to suit the Link ECU.

1. Wire the White/Black wire to the ECUs CAN L, White/Red to CAN H.
2. Set the dashes CAN mode to "MicroTech". Do not use "Link CAN" mode when using the Link ECU built in Microtech LTC Dash CAN Stream. This setting can
be found in menu page 15-04. Refer to the MicroTech LTC Dash users manual for adjusting dash configuration settings.

MoTeC ADL and SDL Dashes

Setting up the Link ECU:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 1 Mbit/s.
5. Select a spare CAN channel.
6. Select 'Transmit Generic Dash' from the Mode drop-down menu.
7. Set the CAN ID to match the ID the dash is configured to.
8. Make sure no other CAN channels are configured on the same CAN ID as the MoTeC/Generic Dash channel.
9. Click Apply and then OK.
10. Make sure a Store (F4) is performed.

Setting up the MoTeC Dash:

1. A CAN setup file for the MoTeC dash is located in the PCLink install directory CAN folder folder. This file will need to be copied to the correct folder in the
MoTeC dash manager softwares installation. If using this file the ECU needs to set up to transmit on CAN ID 1000. The standard MoTeC CAN ID is 1520.
2. Refer to MoTeC instructions for installing this file into the dash.

All parameters are sent as 16 bit unsigned numbers, with low byte first. Some parameters must be multiplied or offset (constant value added) to get the correct
calibrated value. Refer to the Generic Dash table below for more specific information.

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The limits flags are sent through as a bit field, a table of the values is shown in the Generic Dash section.

MoTeC E888
Link G4X/G5 ECUs can receive data from MoTeC E888 devices. Note that E888 outputs can not be controlled. To configure the ECU to receive from an E888:

1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 1 Mbit/s
5. Select a spare CAN channel.
6. Select 'Receive from MoTeC E888' from the Mode drop-down menu.
7. Set the CAN ID to 240.
8. Make sure no other CAN channels are configured on the same CAN ID as the MoTeC E888 channel.
9. Click Apply and then OK.
10. Make sure a Store (F4) is performed.

Setting up the MoTeC E888:

1. Refer to manufacturers instructions.

Note: this CAN Mode writes to CAN Analog 1-8, CAN TC Cylinder 1-8, CAN DI 1-6 and CAN DI Frequency 1-4.

Link G4X/G5 ECUs can use the CAN AN Volt channels for table axis. Link G4X/G5 ECUs are also able to log the CAN AN Volt and CAN DIG channels.

MoTeC LTC, LTCD & PLM

Link G4X/G5 ECUs can receive data from MoTeC LTC and LTCD devices.

To setup a MoTeC LTC or PLM follow the steps below:

1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 1 Mbit/s
5. Select a spare CAN channel.
6. Select 'Receive User Stream X' from the Mode drop-down menu (Where X is the next unused transmit or receive user stream number).
7. Set the CAN ID to 1120.
8. Make sure no other CAN channels are configured on the same CAN ID as the MoTeC LTC (or PLC) channel.
9. Change to the Streams tab of the CAN Setup window. Select Stream X and then click Load Stream.
10. Select 'MoTeC LTC [Link]' and click the Open button. If you can not see the correct file, you can find it in the CAN folder of your PCLink install.
11. Click Apply and then OK.
12. Set Analog Inputs -> Lambda 1 Input to "Link CAN"
13. Make sure a Store (F4) is performed.

To setup a MoTeC LTCD follow the steps 1 to 10 above, then return to the Mode tab of the CAN Setup window and follow the steps below:
1. Select the next spare CAN channel.
2. Select 'Receive User Stream Y' from the Mode drop-down menu (Where Y is the next unused transmit or receive user stream number).
3. Set the CAN ID to 1121.
4. Make sure no other CAN channels are configured on the same CAN ID as the MoTeC LTCD channel.
5. Change to the Streams tab of the CAN Setup window. Select Stream Y and then click Load Stream.
6. Select 'MoTeC LTC [Link]' and click the Open button. If you can not see the correct file, you can find it in the CAN folder of your PCLink install.
7. Click Apply and then OK.
8. Set Analog Inputs -> Lambda 2 Input to "Link CAN"
9. Make sure a Store (F4) is performed.

After following the above steps the parameter 'Lambda 1' will now read the lambda value from the MoTeC LTC. Additionally, if you are using a MoTeC LTCD the
parameter 'Lambda 2' will read the second lambda value from the LTCD.

RacePak IQ3 Display

Setting up the RacePak IQ3 Display to suit the Link ECU.
1. A Race-Pak Link G4+ V-Net module P/N: 230-VM-EFILINK is required.
1. Refer HERE for manufacturers instructions.

Setting up the Link ECU:

1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Select an unused CAN Channel.
4. Set the Mode to 'Transmit Generic Dash'.
5. Configure the Bit Rate to 1 Mbit/s
6. Set the Transmit Rate to 50 Hz.
7. Set a CAN Identifier of 1000 (Normal)
8. Click Apply and then OK.
9. Make sure a Store (F4) is performed.

Toucan Dash - Transmit and Receive

The Toucan dash is capable of receiving runtime parameters and statuses from the Link ECU. The Toucan dash is also capable of activating CAN Digital Input
channels 1 to 8 on G4X/G5 ECUs.

Setting up the Link ECU:

1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to 1 Mbit/s
5. Select a spare CAN channel.
6. Select 'Transmit Generic Dash' from the Mode drop-down menu.
7. Set the Transmit Rate to 20 Hz.
8. Set the CAN ID to 1500.
9. Select the next spare CAN Channel.

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10. Select 'Receive User Stream X' from the Mode drop-down menu (Where X is the next unused transmit or receive user stream number).
11. Set the CAN ID to 1501.
12. Change to the Streams tab of the CAN Setup window. Select Stream X and then click Load Stream.
13. Select 'Toucan CAN [Link]' and click the Open button. If you can not see the correct file, you can find it in the CAN folder of your PCLink install.
14. Make sure no other CAN channels are configured on the same CAN IDs.
15. Click Apply and then OK.
16. Make sure a Store (F4) is performed.

Setting up the Toucan Dash:

The Toucan Dash is able to have multiple calibrations that can be changed live, each calibration can have each CAN DI channel set to be on or off. The
calibrations are also able to have custom labels entered, this makes it easier to choose which CAN DIs are currently active. By activating the ECUs CAN DI
channels (through the Toucan) many different tune options can be activated including fuel, ignition, and boost tables. See the manufacturers instructions for details
on configuring this.

Note: The Toucan dash does not use all the data that is sent through on the ECUs Generic Dash stream.

G4X and G5 ECU Tuning Functions > CAN > Data for CAN
Link G4X and G5 Data for CAN
The Data transmitted by the ECU using User defined is sent out as the metric value shown in PCLink (kPa, m, Lambda, °C, kph) with the values after the decimal place
clipped off. If a higher resolution of the value is required then apply a suitable multi to the parameter when setting up the frame and remove that multi in the receiving
CAN device to return the value to it's proper units. The same applies to values being received.

For example if you wanted to transmit a MAP value of 75.3kPa with a resolution 0.1kPa then setting a Multi of 10 to it would result in a transmitted value of 753.
And conversely if you wanted to receive an APS (Main) value of 50.3% that has been sent with a resolution of 0.1% (multiplied by 10) then setting a Divider value of 10
will convert the CAN value of 503 to 50.3 which is usable by the ECU.

Most DI Input, Auxiliary output, Analog Input, Limits etc Statuses are:
0 = Inactive
1 = Active
2 = Off

Use the Test Calculator to check specific statuses

G4X and G5 ECU Tuning Functions > CAN > OBD (On Board Diagnostics)
OBD (On Board Diagnostics)
Link G4X and G5 ECUs are capable of OBD (On Board Diagnostics ISO 15765) communication using the ECUs CAN module.

OBD data is able to be used by scan tools, and is also capable of being transmitted to a tablet or cellphone using an OBD to bluetooth or wifi device.

Setting up OBD
There are two parts to setting up OBD, the first part is wiring the OBD-II Port to the ECU. The second part is setting up the ECUs CAN bus module, follow the steps
below to setup the CAN bus module:
1. Start PCLink and connect (F3 key) to the ECU. Then click ECU Controls > CAN Setup.
2. Select the CAN Module the OBD-II Port has been wired to. Note that some ECUs only have the CAN 1 module available.
3. Set the Mode to any mode other than OFF. If the CAN module is only wired to the OBD-II Port then select 'User Defined'.
4. Set the Bit Rate, most OBD-II scan tools communicate at 250 or 500 kbit/s.
5. Next select either 'ISO 15764-4 on CAN 1' or 'ISO 15764-4 on CAN 2' depending on the CAN Module being used.
6. Click Apply and OK, remember to do a Store of the ECUs base map (F4 key).

If problems are encountered during setup refer to User CAN Setup for more information on CAN Bus configuration.

OBD Data

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Currently the following OBD PIDs are supported:

PID Number (Hex) PID Number (Dec) Description
PID01 PID01 Number of CE (Check Engine) Codes
PID03 PID03 CLL (Closed Loop Lambda) Status
PID04 PID04 Load (Abs) (clamped to 0-100%)
PID05 PID05 ECT (Engine Coolant Temperature)
PID06 PID06 Short Term Fuel Trim - Bank 1
PID07 PID07 Long Term Fuel Trim - Bank 1
PID08 PID08 Short Term Fuel Trim - Bank 2
PID09 PID09 Long Term Fuel Trim - Bank 2
PID0A PID10 Fuel Rail Pressure (gauge)
PID0B PID11 MAP (Manifold Absolute Pressure)
PID0C PID12 Engine Speed
PID0D PID13 Vehicle Speed
PID0E PID14 Ignition Timing Advance for #1 Cylinder
PID0F PID15 IAT (Intake Air Temperature)
PID10 PID16 MAF
PID11 PID17 Absolute Throttle Position
PID13 PID19 Number of O2 sensors present (based on CLL banks)
PID1F PID31 Engine Running Time
PID22 PID34 Differential Fuel Rail Pressure
PID23 PID35 DI Fuel Rail Pressure
PID24 PID36 O2 Sensor 1 Equivalence Ratio
PID25 PID37 O2 Sensor 2 Equivalence Ratio
PID26 PID38 O2 Sensor 3 Equivalence Ratio
PID27 PID39 O2 Sensor 4 Equivalence Ratio
PID28 PID40 O2 Sensor 5 Equivalence Ratio
PID29 PID41 O2 Sensor 6 Equivalence Ratio
PID2A PID42 O2 Sensor 7 Equivalence Ratio
PID2B PID43 O2 Sensor 8 Equivalence Ratio
PID33 PID51 BAP (Barometric Pressure)
PID42 PID66 Control Module Voltage
PID44 PID68 Commanded Equivalence Ratio (Lambda Target)
PID45 PID69 Relative Throttle Position
PID47 PID71 Absolute Throttle Position B (TPS Sub)
PID49 PID73 Absolute Pedal Position D (APS Main)
PID4A PID74 Absolute Pedal Position E (APS Sub)
PID4C PID76 Commanded Throttle Actuator Control (E-Throttle
Target)
PID52 PID82 Ethanol Fuel %
PID59 PID89 Absolute Fuel Rail Pressure (Fuel Pressure + BAP)
PID5A PID90 Relative accelerator pedal position (APS Main)
PID5C PID92 Engine Oil Temperature
PID5D PID93 Fuel Injection Timing
PID5E PID94 Inst Fuel consumption (L/h)
G4X and G5 ECU Tuning Functions > CAN > CAN Keypads
CAN Keypads
Link ECUs currently support up to two CAN Keypads from a select set of models to be connected to and setup in the ECU using a comprehensive and intuitive set of
features making it possible to implement a wide range of input types and feedback via keypad LEDs.

Note: Only CAN Keypads using CANOpen are supported, J1939 is not supported at this time.
Note: If your keypad was sourced from somewhere other than Link you will most likely need to change the settings in it to match how the Link ECU uses it. This can be
done by Opening the CAN Setup window, clicking on the CAN Devices tab, clicking the Find Devices button, selecting the appropriate keypad, clicking 'Configure
Device' and then clicking the 'Send Default Coms Setup' button. Clicking this button will:
· Turn Off the keypad Heartbeat messages.
· Turn On the Periodic State Transmission with a period of 1500ms.
· Turn Off the Boot Up Message.
· Set it to be active on start up.
· And turn Off Demo Mode.
It will not affect your Bit Rate, Node Id, Backlight Colour, Backlight Brightness, Key Brightness or Startup LED Show settings.

Keypad Models
The following CAN keypads models are supported and have been tested in house:
· BLink Marine PKP-2200-SI
· BLink Marine PKP-2400-SI
· BLink Marine PKP-2500-SI
· BLink Marine PKP-2600-SI
· BLink Marine PKP-3500-SI-MT
· Grayhill 3K208

The following CAN keypads are included in the list of selectable models but haven't been explicitly tested in house, please contact tech support if you have one and
can confirm whether or not it works.
· BLink Marine PKP-1500-LI
· BLink Marine PKP-2200-LI (SI model has been tested but LI model has not)
· BLink Marine PKP-2300-SI
· BLink Marine PKP-2400-LI (SI model has been tested but LI model has not)
· BLink Marine PKP-3500-SI
· BLink Marine Racepad
· Grayhill 3K206
· Grayhill 3K212
· Grayhill 3K215

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Once the keypad model has been selected the appropriate number of button settings will appear. These settings are used to select which of the Button functions is
attached to that Button on the keypad. How the different Button functions work is described below.

Keypad Brightness
The Change Brightness Input can be used to select an input that can be used to switch between two different brightness levels. This can be useful for dealing with
situations like driving at night where you may want the lights dimmer than you would during the day. The default (brightness on keypad power up) and the backlight
colour can be set in the CAN Setup window->CAN Devices tab by clicking the Find Devices button and selecting the appropriate keypad and so this brightenss input is
only needed if you want the ability to change it on the go. When an input is selected 4 settings (backlight and key brightness for input inactive and input active) become
visible, the available range of values is 0-63 with 63 being the brightest and 0 being off, note the individual key LEDs will always have some brightness even when set
to 0.
Note: Backlight/key brightness control is currently only supported for Blink Marine keypads (not Grayhill keypads).

CAN Bridge and Setup Window

The CAN Keypad needs to be setup in the CAN Setup window as well as in the ECU Settings tab, these instructions explain how to set it the CAN communication side
of it up in the CAN Setup window.

Setting up the Link ECU:

1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
4. Configure the Bit Rate to the same Bit Rate as the keypad (Often 1 Mbit/s).
5. Select a spare CAN channel.
6. Select 'CAN Keypad 1' from the Mode drop-down menu.
7. Set the CAN ID to 384 + the Keypad Node Id. By default the Node Id will be 21 but it can be checked in the CAN Devices tab by clicking the Find Devices
button, selecting the keypad and then clicking 'Configure Device'.

CAN Keypad example with a Node Id of 21.

CAN Keypad Configuration Window with a Node Id of 22 visible

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8. Make sure no other CAN channels are configured on the same CAN ID.
9. Click Apply and then OK.
10. Use the ECU Settings tab to navigate to CAN->CAN Keypads->CAN Keypad 1 and set the Keypad Model setting to the model that you are using.
11. Make sure a Store (F4) is performed.

To add a second keypad repeat the above process but selecting CAN Keypad 2 in steps 6 and 10. Currently only up to two keypads are supported, if your application
requires the ECU supporting more than two keypads please contact Link Tech support and request support for more CAN Keypads.

The above image of the Keypad configuration window allows the user to configure various settings within the keypad such as changing the Node Id or CAN Bit Rate.
The 'Send Default Coms Setup' button sets several settings to appropriate values for use with Link ECUs such as turning off the Heartbeat messages, turning on
Periodic State Transmission to 1500ms (to prevent the CAN inputs from going into fault due to not receiving an update) and setting the device to be active at power on.
It does not affect your Bit Rate, Node Id, Backlight Colour, Backlight Brightness, Key Brightness or Startup LED Show settings.

Keypad and Button Settings

For maximum configurability each keypad has a number of button settings which are used to select which of the button functions are to be used for that keypad button.
This means that more than one keypad can share an input and that any function can be used on any button on any keypad. The only restriction is that when it comes to
using an Up/Down Button function both inputs (increase and decrease) have to be setup on the same keypad for it to operate properly.

The different Button types and how they work are described below:

Simple Button
This button type is as basic as it gets, it has a setting to select which CAN DI it controls and an Input On LED State setting which is used to select the button's LED
state when the selected CAN DI is active. The different LED state values are explained below.
When the selected Reset Input becomes active the selected Input CAN DI is reset to inactive.

Table Button
The Table Button functions allow the LED state of the button to be used as feedback for function that the CAN DI feeds into (or any other runtime value/status).
The Input setting is used to select which CAN DI it controls, the LED Parameter setting is used to select which runtime status or value is being used as feedback for the
button's LED state and the table is used to control what the LED state is for each status/value of the selected parameter. The table axis is fixed so if you want to use a
runtime value and the table axis isn't suitable a math block can be used to give a suitable range, if a runtime value with decimal places is being used the value is
floored (rounded down to the next whole integer). The different LED state values are explained below.
When the selected Reset Input becomes active the selected Input CAN DI is reset to inactive.

Increment Button
The Increment Button functions can be used where a value that increments each button press is required, this can be useful when there are a range of possible modes
for a function (e.g. different traction control levels) and you want to be able to step through them. The value is incremented on release of the button and if the button is
held for 1.5s the value will be reset to 0.
The Input setting is used to select which CAN Analog the value is being output on, the Max Value setting is used to set the maximum value that it can increment up to
and and the table is used to specify what the LED state should be for each output value. When the button is pressed while it is at the Max Value it will reset back to 0.
The different LED state values are explained below.
When the selected Reset Input becomes active the selected Input CAN Analog is reset to 0.

Up/Down Button
The Up/Down Button functions are a more advanced version of the Increment Button function. Instead of using just one keypad button and incrementing up until max
before resetting they use two keypad buttons, one for incrementing (adding 1) and one for decrementing (subtracting 1) from the selected CAN Analog output value.
The value is changed on button press (not release like in the Increment button). There is a setting to select the Max value, when this value is reached it stays at the
max value (does not loop back around to 0) and it has a minimum value of 0. The value at ECU power up is specified by the Initial/Reset Value setting and if both the
up and down buttons are pressed at the same time it resets to the Initial/Reset Value. The table is used to specify what the LED state should be for each output value,
the different LED state values are explained below.
When the selected Reset Input becomes active the selected Input CAN Analog is reset to the Initial/Reset Value.
Note: both the Up and Down button must be setup on the same keypad for the dual button press reset to work.

LED States
The LED states are displayed as numbers so that they support multiple keypad types and can be used in tables, what the values mean for different keypads is
explained here.

Blink Marine:
· 0 - Off
· 1 - Red
· 2 - Green
· 3 - Blue
· 4 - Yellow
· 5 - Cyan
· 6 - Violet
· 7 - White
· 8 - Flashing Red
· 9 - Flashing Green
· 10 - Flashing Blue
· 11 - Flashing Yellow
· 12 - Flashing Cyan
· 13 - Flashing Violet
· 14 - Flashing White

Grayhill:
· 0 - No LEDs on
· 1 - Left LED on
· 2 - Middle LED on
· 3 - Right LED on
· 4 - Left & middle LED on
· 5 - Right & middle LED on
· 6 - Left & right LED on
· 7 - All three LEDs on
· 8 - No LEDs on

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· 9 - No LEDs on
· 10 - No LEDs on
· 11 - No LEDs on
· 12 - No LEDs on
· 13 - No LEDs on
· 14 - No LEDs on
G4X and G5 ECU Tuning Functions > CAN > Link Razor PDM
Link Razor PDM
Link ECUs currently support up to four Razor PDM's with the Built in Link Razor PDM CAN stream. The built in Link Razor PDM CAN stream not only transmits the
CAN Aux statuses and related Duty Cycle and Frequency values but it also receives the High Power and ADIO statuses from the PDM and the amount of Current
flowing through the High Power pins. This allows these values to be logged by the ECU and with some configuration the ADIO and any CAN keypad values from the
PDM can be fed into the ECU through CAN Analog, CAN Digital and CAN Frequency inputs.

To setup the ECU to transmit the CAN Aux runtimes and receive basic PDM data:
1. Open the CAN Setup window (PCLink > ECU Controls > CAN Setup).
2. Select the CAN module to be used.
3. Set the Mode to 'User Defined'.
1. Configure the Bit Rate to the same Bit Rate as the PDM (Often 1 Mbit/s).
2. Select a spare CAN channel.
3. Select 'Link Razor PDM' from the Mode drop-down menu.
4. Set the CAN ID to an appropriate spare Id, the selected ID doesn't matter as long as the PDM is set to match and the next 4 CAN Ids are free (e.g. if Id 500 is
used 501 to 504 must also be free and unused).
5. Set the Transmit Rate to 20Hz, this controls the rate at which the CAN Aux information is transmitted by the ECU, faster or slower rates can be used if desired.

Razor PDM example with a CAN Id of 500 and Transmit Rate of 20Hz.

6. Click Apply and then OK.

7. Make sure a Store (F4) is performed.

To setup the Link Razor PDM to receive the CAN Aux information:
1. Open PDMLink and connect to the PDM (F3 or PDM dropdown menu -> Connect).
2. Open CAN Setup -> Basic CAN Configuration
3. Configure the Bit Rate to match the ECU (Often 1 Mbit/s).
4. Open CAN Setup -> CAN Channels.
5. Select a spare CAN channel.
6. Select 'CAN Function' from the Mode drop-down menu.
7. Set the CAN ID to match the 'Link Razor PDM' Id in the ECU CAN Setup.
8. Set the Transmit Rate to None, this Mode only receive's data from the ECU and doesn't transmit any data.
9. Make sure a Store (F4) is performed.
10. Further setup is required in PDMLink to assign CAN Aux's from the ECU to CAN Function's in the Razor PDM before they can be used to control outputs.

To setup the Link Razor PDM to transmit Pin Status and Current flow information to a Link ECU:
1. Open PDMLink and connect to the PDM (F3 or PDM dropdown menu -> Connect).
2. Open CAN Setup -> Basic CAN Configuration
3. Configure the Bit Rate to match the ECU (Often 1 Mbit/s).
4. Open CAN Setup -> CAN Channels.
5. Select a spare CAN channel.
6. Select 'IO Status Stream' from the Mode drop-down menu.
7. Set the CAN ID the ECU's 'Link Razor PDM' Id +1 if this PDM 1 in the ECU, +3 if this is PDM 2 in the ECU, +5 if this is PDM 3 in the ECU or +7 if this is PDM 4
in the ECU (e.g. if the ECU's 'Generic PDM' Id is 500 use Id 501 for PDM 1, Id 503 for PDM 2, Id 505 for PDM 3 or Id 507 for PDM 4).
8. Set the Transmit Rate to 20Hz, faster or slower rates can be used if desired.
9. Make sure a Store (F4) is performed.
10. Current and pin status information should now show up in the ECU, these runtime values and statuses are explained more here.

To setup the Link Razor PDM to transmit CAN Keypad states and values to a Link ECU:
1. Open PDMLink and connect to the PDM (F3 or PDM dropdown menu -> Connect).
2. Open CAN Setup -> Basic CAN Configuration

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3. Configure the Bit Rate to match the ECU (Often 1 Mbit/s).

4. Open CAN Setup -> CAN Channels.
5. Select a spare CAN channel.
6. Select 'Keypad Counts' from the Mode drop-down menu.
7. Set the CAN ID the ECU's 'Link Razor PDM' Id +2 if this PDM 1 in the ECU, +4 if this is PDM 2 in the ECU, +6 if this is PDM 3 in the ECU or +8 if this is PDM 4
in the ECU (e.g. if the ECU's 'Generic PDM' Id is 500 use Id 502 for PDM 1, Id 504 for PDM 2, Id 506 for PDM 3 or Id 508 for PDM 4).
8. Set the Transmit Rate to 20Hz, faster or slower rates can be used if desired.
9. Make sure a Store (F4) is performed.
10. The PDM's keypad data can now be used via CAN DIs or CAN Analog inputs as selected in the PDM's Keypad function settings.

To setup the Link ECU to use one or more of the Razor PDM's ADIO channels or Keypad Functions as an ECU CAN input:
1. In PCLink connect to the ECU and open CAN -> PDM 1 in the ECU settings menu (or PDM 2, PDM 3 or PDM 4 depending on which PDM the input is coming
from).
2. Select the appropriate ADIO or Keypad Function's setting and set it to an unused CAN Freq, CAN An or CAN DI input.
3. If all of the above CAN setups have been done correctly the selected CAN input should now show the status or value of the ADIO or Keypad function.

Note: Only ADIO 5-8 can be used as Frequency inputs.

Note: For CAN Keypad Functions a value of 1 or more is considered active when a CAN DI is selected.

CAN Data
The table below lays out how the PDM CAN information is transmitted and received, this information is useful when interacting with older ECUs or when wanting to use
information from the PDM that isn't available through the built in settings and runtimes.

ECU Transmit CAN Aux Information

The frames in this table are transmitted by the ECU on the ID specified in the CAN Setup Window (500 in the example above).
Frame Byte 0 Byte 1 Byte 2 & 3 (Unsigned MS First) Byte 4 & 5 (Unsigned x100 MS First) Byte 6 & 7
Number
Frame 1 0 CAN Aux 1 Status CAN Aux 1 Frequency (Hz) CAN Aux 1 Duty Cycle Unused
Frame 2 1 CAN Aux 2 Status CAN Aux 2 Frequency (Hz) CAN Aux 2 Duty Cycle Unused
Frame 3 2 CAN Aux 3 Status CAN Aux 3 Frequency (Hz) CAN Aux 3 Duty Cycle Unused
Frame 4 3 CAN Aux 4 Status CAN Aux 4 Frequency (Hz) CAN Aux 4 Duty Cycle Unused
Frame 5 4 CAN Aux 5 Status CAN Aux 5 Frequency (Hz) CAN Aux 5 Duty Cycle Unused
Frame 6 5 CAN Aux 6 Status CAN Aux 6 Frequency (Hz) CAN Aux 6 Duty Cycle Unused
Frame 7 6 CAN Aux 7 Status CAN Aux 7 Frequency (Hz) CAN Aux 7 Duty Cycle Unused
Frame 8 7 CAN Aux 8 Status CAN Aux 8 Frequency (Hz) CAN Aux 8 Duty Cycle Unused
Frame 9 8 CAN Aux 9 Status CAN Aux 9 Frequency (Hz) CAN Aux 9 Duty Cycle Unused
Frame 10 9 CAN Aux 10 Status CAN Aux 10 Frequency (Hz) CAN Aux 10 Duty Cycle Unused
Frame 11 10 CAN Aux 11 Status CAN Aux 11 Frequency (Hz) CAN Aux 11 Duty Cycle Unused
Frame 12 11 CAN Aux 12 Status CAN Aux 12 Frequency (Hz) CAN Aux 12 Duty Cycle Unused
Frame 13 12 CAN Aux 13 Status CAN Aux 13 Frequency (Hz) CAN Aux 13 Duty Cycle Unused
Frame 14 13 CAN Aux 14 Status CAN Aux 14 Frequency (Hz) CAN Aux 14 Duty Cycle Unused
Frame 15 14 CAN Aux 15 Status CAN Aux 15 Frequency (Hz) CAN Aux 15 Duty Cycle Unused
Frame 16 15 CAN Aux 16 Status CAN Aux 16 Frequency (Hz) CAN Aux 16 Duty Cycle Unused

ECU Receive PDM 1 IO Statuses

The frames in this table are Received by the ECU on the ID specified in the CAN Setup Window + 1 (501 in the example above).
Frame Byte 0 Byte 1 Byte 2 Byte 3 Byte 4 & 5 (x100 MS First) Byte 6 & 7 (Signed x100 MS
Number First)
Frame 1 0 HP Output 1 Status HP Output 1 Frequency (Hz) (Unsigned MS HP Output 1 Duty Cycle HP Output 1 Current (A)
First) (Signed)
Frame 2 1 HP Output 2 Status HP Output 2 Frequency (Hz) (Unsigned MS HP Output 2 Duty Cycle HP Output 2 Current (A)
First) (Signed)
Frame 3 2 HP Output 3 Status HP Output 3 Frequency (Hz) (Unsigned MS HP Output 3 Duty Cycle HP Output 3 Current (A)
First) (Signed)
Frame 4 3 HP Output 4 Status HP Output 4 Frequency (Hz) (Unsigned MS HP Output 4 Duty Cycle HP Output 4 Current (A)
First) (Signed)
Frame 5 4 ADIO 1 Status ADIO 1 Frequency (Hz) (Unsigned MS First) ADIO 1 Duty Cycle (Unsigned) ADIO 1 Voltage (V)
Frame 6 5 ADIO 2 Status ADIO 2 Frequency (Hz) (Unsigned MS First) ADIO 2 Duty Cycle (Unsigned) ADIO 2 Voltage (V)
Frame 7 6 ADIO 3 Status ADIO 3 Frequency (Hz) (Unsigned MS First) ADIO 3 Duty Cycle (Unsigned) ADIO 3 Voltage (V)
Frame 8 7 ADIO 4 Status ADIO 4 Frequency (Hz) (Unsigned MS First) ADIO 4 Duty Cycle (Unsigned) ADIO 4 Voltage (V)
Frame 9 8 ADIO 5 Status ADIO 5 Frequency (Hz) (Unsigned MS First) ADIO 5 Duty Cycle (Unsigned) ADIO 5 Voltage (V)
Frame 10 9 ADIO 6 Status ADIO 6 Frequency (Hz) (Unsigned MS First) ADIO 6 Duty Cycle (Unsigned) ADIO 6 Voltage (V)
Frame 11 10 ADIO 7 Status ADIO 7 Frequency (Hz) (Unsigned MS First) ADIO 7 Duty Cycle (Unsigned) ADIO 7 Voltage (V)
Frame 12 11 ADIO 8 Status ADIO 8 Frequency (Hz) (Unsigned MS First) ADIO 8 Duty Cycle (Unsigned) ADIO 8 Voltage (V)
Frame 13 50 PDM Temperature (+50 PDM Voltage (x10
unsigned) unsigned)
Statuses are 0 = Inactive, 1 = Active, 2 = Off, 3 = Fault

ECU Receive PDM 1 CAN Keypad Functions

The frames in this table are Received by the ECU on the ID specified in the CAN Setup Window + 2 (502 in the example above).
Frame Byte 0 Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte 6 & 7
Number
Frame 1 0 Keypad Function 1 Value Keypad Function 2 Value Keypad Function 3 Value Keypad Function 4 Value Keypad Function 5 Value Unused
Frame 2 1 Keypad Function 6 Value Keypad Function 7 Value Keypad Function 8 Value Keypad Function 9 Value Keypad Function 10 Unused
Value
Frame 3 2 Keypad Function 11 Keypad Function 12 Keypad Function 13 Keypad Function 14 Keypad Function 15 Unused
Value Value Value Value Value

ECU Receive PDM 2 IO Statuses

The frames in this table are Received by the ECU on the ID specified in the CAN Setup Window + 3 (503 in the example above).
Frame Byte 0 Byte 1 Byte 2 Byte 3 Byte 4 & 5 (x100 MS First) Byte 6 & 7 (Signed x100 MS
Number First)

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The frames in this table are Received by the ECU on the ID specified in the CAN Setup Window + 3 (503 in the example above).
Frame Byte 0 Byte 1 Byte 2 Byte 3 Byte 4 & 5 (x100 MS First) Byte 6 & 7 (Signed x100 MS
Number First)
Frame 1 0 HP Output 1 Status HP Output 1 Frequency (Hz) (Unsigned MS HP Output 1 Duty Cycle HP Output 1 Current (A)
First) (Signed)
Frame 2 1 HP Output 2 Status HP Output 2 Frequency (Hz) (Unsigned MS HP Output 2 Duty Cycle HP Output 2 Current (A)
First) (Signed)
Frame 3 2 HP Output 3 Status HP Output 3 Frequency (Hz) (Unsigned MS HP Output 3 Duty Cycle HP Output 3 Current (A)
First) (Signed)
Frame 4 3 HP Output 4 Status HP Output 4 Frequency (Hz) (Unsigned MS HP Output 4 Duty Cycle HP Output 4 Current (A)
First) (Signed)
Frame 5 4 ADIO 1 Status ADIO 1 Frequency (Hz) (Unsigned MS First) ADIO 1 Duty Cycle (Unsigned) ADIO 1 Voltage (V)
Frame 6 5 ADIO 2 Status ADIO 2 Frequency (Hz) (Unsigned MS First) ADIO 2 Duty Cycle (Unsigned) ADIO 2 Voltage (V)
Frame 7 6 ADIO 3 Status ADIO 3 Frequency (Hz) (Unsigned MS First) ADIO 3 Duty Cycle (Unsigned) ADIO 3 Voltage (V)
Frame 8 7 ADIO 4 Status ADIO 4 Frequency (Hz) (Unsigned MS First) ADIO 4 Duty Cycle (Unsigned) ADIO 4 Voltage (V)
Frame 9 8 ADIO 5 Status ADIO 5 Frequency (Hz) (Unsigned MS First) ADIO 5 Duty Cycle (Unsigned) ADIO 5 Voltage (V)
Frame 10 9 ADIO 6 Status ADIO 6 Frequency (Hz) (Unsigned MS First) ADIO 6 Duty Cycle (Unsigned) ADIO 6 Voltage (V)
Frame 11 10 ADIO 7 Status ADIO 7 Frequency (Hz) (Unsigned MS First) ADIO 7 Duty Cycle (Unsigned) ADIO 7 Voltage (V)
Frame 12 11 ADIO 8 Status ADIO 8 Frequency (Hz) (Unsigned MS First) ADIO 8 Duty Cycle (Unsigned) ADIO 8 Voltage (V)
Frame 13 50 PDM Temperature (+50 PDM Voltage (x10
unsigned) unsigned)
Statuses are 0 = Inactive, 1 = Active, 2 = Off, 3 = Fault

ECU Receive PDM 2 CAN Keypad Functions

The frames in this table are Received by the ECU on the ID specified in the CAN Setup Window + 4 (504 in the example above).
Frame Byte 0 Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte 6 & 7
Number
Frame 1 0 Keypad Function 1 Value Keypad Function 2 Value Keypad Function 3 Value Keypad Function 4 Value Keypad Function 5 Value Unused
Frame 2 1 Keypad Function 6 Value Keypad Function 7 Value Keypad Function 8 Value Keypad Function 9 Value Keypad Function 10 Unused
Value
Frame 3 2 Keypad Function 11 Keypad Function 12 Keypad Function 13 Keypad Function 14 Keypad Function 15 Unused
Value Value Value Value Value

PDM 3&4 CAN operation is identical to PDM 1&2 with PDM 3 using +5(e.g. 505) for IO statuses and +6(e.g. 506) for CAN Keypad values and PDM 4 using +7
(e.g. 507) for IO statuses and +8(e.g. 508) for CAN Keypad values.

G4X and G5 ECU Tuning Functions > CAN > CAN Setup Examples
CAN Setup Examples
The following are some examples of setting up Link G4X or G5 ECU to communicate with an OEM CAN bus. Most of the information for OEM CAN bus devices is not
publicly available and often has to be reversed engineered using a CAN bus sniffer or analyser.

· Wheel Speed from ABS Control to ECU (Receive)

· RPM from ECU to Factory dash (Transmit)
· AC (Air Conditioning) button press from Body Control Module to ECU (Receive)

Example: Wheel Speed from ABS Control to ECU

Known information:
· CAN bus speed of 500 kbit/s
· ABS Control transmits:
· Wheel Speeds on ID 1184
· Byte order of MS First
· Each Wheel Speed has a width of 16 bits (2 bytes)
· Type is Unsigned
· CAN ID format is Standard
· The number the ABS Control transmits on the CAN bus is in units of 0.01 km/h (ie increments by 1 for each 0.01 km/h increase in Wheel Speed).
· An eight byte CAN frame with the following format:

· To configure the ECU to receive from the ABS controller:

1. Connect CAN H and CAN L pins on ECU to the vehicles CAN bus.
2. Open the CAN setup window in PCLink. (ECU Controls > CAN Setup)
3. Select the CAN module connected to the vehicles CAN bus.
4. Set the Mode to User Defined and the Bit Rate to 500 kbit/s.
5. Select a spare CAN channel from the list (we are using 'one' in our example), set the Mode to "Receive User Stream X", where X is the next un-used
Receive/Transmit number (we are using 'one' in our example).
6. Set the ID field to match the ID the ABS Control is transmitting the Wheel Speed on (ID 1184).
7. Set the Format to Standard.

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8. Change to the Streams tab of the CAN Setup window, select stream one and click 'Add Frame'.
9. Select frame one in the list view on the left. Click 'Add' from the parameters section, navigate to the CAN Digital Input section and select CAN DI 1 Frequency.
Click OK and confirm CAN DI 1 Frequency is now listed.
10. Add the CAN DI 2 Frequency, CAN DI 3 Frequency and CAN DI 4 Frequency parameters like you did for CAN DI 1 Frequency. Confirm that all four CAN DI 1
Frequencies are now listed.
11. Determine the Multiplier, Divider and Offset required for each parameter.
Wheel Speed CAN number Multiplier/Divider ECU/PCLink
from ABS sent by ABS Number (km/h)
Controller (km/h) Controller
0.00 0 1/100 0.0
0.01 1 1/100 0.0
1.00 100 1/100 1.0
26.00 2600 1/100 26.0

12. Select CAN DI 1 Frequency and confirm the Start Pos is 0, the Width is 16, the Byte Order is MS, the Type is Unsigned, the Multiplier is 1, the Divider is 100,
and the Offset is 0.
13. Set the CAN DI 2 Frequency, CAN DI 3 Frequency and CAN DI 4 Frequency parameters up also. CAN DI 2 Frequency Start Pos = 16, CAN DI 3 Frequency
Start Pos = 32, CAN DI 4 Frequency Start Pos = 48. All other settings are the same as in CAN DI 1 Frequency.
14. Click Apply and then OK. Remember to perform a Store (F4).

15. Navigate to Chassis and Body -> Speed Sources -> LF Wheel Speed and set the source to CAN DI 1 Frequency. Leave Calibration as 0 unless you want to
correct for non factory wheel sizes.
16. Repeat for RF, LR and RR Wheel Speeds using CAN DI 2, 3, and 4 Frequencies.
17. Look at the Wheel Speeds on the Misc tab of the runtime values window (F12). Have someone drive the vehicle while watching the wheel speeds, confirm that
the speeds displayed are correct.

Example: RPM from ECU to Factory Dash

Known information:
· CAN bus speed of 1 Mbit/s
· Dash expects:
· RPM on ID 640
· Byte order of MS First
· RPM has a width of 16 bits (2 bytes)
· Type is Unsigned
· CAN ID format is Standard
· The number on the CAN bus to increment by 1 for each increase of 4 RPM.
· A Transmit rate of 100 Hz

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1. Connect CAN H and CAN L pins on ECU to the vehicles CAN bus.
2. Open the CAN setup window in PCLink. (ECU Controls > CAN Setup)
3. Select the CAN module connected to the vehicles CAN bus.
4. Set the Mode to User Defined and the Bit Rate to 1 Mbit/s.
5. Select a spare CAN channel from the list (we are using 'one' in our example), set the Mode to "Transmit User Stream X", where X is the next un-used
Receive/Transmit number (we are using '1' in our example).
6. Set the ID field to match the ID the Dash is expecting the RPM on (ID 640).
7. Set the Format to Standard.
8. Set the Transmit Rate to 100Hz.

8. Change to the Streams tab of the CAN Setup window, select stream one and click 'Add Frame'.
9. Select frame one in the list view on the left. Click 'Add' from the parameters section, navigate to the Triggers section and select Engine Speed. Click OK and
confirm Engine Speed is now listed.
10. Determine the Multiplier, Divider and Offset required.
ECU/ PCLink Number Multiplier/ CAN Number Dash RPM
Divider
0 1/1 0 0
1 1/1 1 0.25
1 4/1 4 1
100 4/1 400 100
4200 4/1 16800 4200

In row one of the table above the ECU Number is 0 and the Dash RPM is zero, no problems here, the ECU value is the same as the Dash RPM. However in
row two we have increased the ECU Number and we can see that the ECU Number is not the same as the Dash RPM, it is 4x higher! If we increase the
Multiplier to 4 (row three) we can see that the Dash RPM is the same as the Engine Number, good. In rows four and five we again check that the Dash RPM is
the same as the ECU Number, and it is still correct. Therefore the required Multiplier is 4, the required Divider is 1 and the required Offset is 0.
11. Select Engine Speed and confirm the Start Pos is 16, the Width is 16, the Byte Order is MS, the Type is Unsigned, the Multiplier is 4, the Divider is 1, and the
Offset is 0.
12. Click Apply and then OK. Remember to perform a Store (F4).

15. Look at the Dash RPM while someone drives the vehicle, confirm that the Engine RPM displays correctly.

Example: Air Conditioning (AC) button press from Body Control Module (BCM) to ECU

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Known information:
· CAN bus speed of 500 kbit/s
· BCM transmits:
· AC Button Status press on ID 1329
· Byte order of MS First
· The AC Button Status has a width of 1 bit (less than 1 byte)
· Type is Unsigned
· CAN ID format is Standard
· The number the BCM transmits on the CAN bus for AC Button Status is either 0 (Inactive) or 1 (Active).

1. Connect CAN H and CAN L pins on ECU to the vehicles CAN bus.
2. Navigate to Chassis and Body>AC Clutch Control and set AC Request Source to CAN DI 1.
3. Open the CAN setup window in PCLink. (ECU Controls > CAN Setup)
4. Select the CAN module connected to the vehicles CAN bus.
5. Set the Mode to User Defined and the Bit Rate to 500 kbit/s.
6. Select a spare CAN channel from the list (we are using 'one' in our example), set the Mode to "Receive User Stream X", where X is the next un-used
Receive/Transmit number (we are using 'one' in our example).
7. Set the ID field to match the ID the BCM is transmitting the AC Button Status on (ID 1329).
8 Set the Format to Standard.

9. Change to the Streams tab of the CAN Setup window, select stream one and click 'Add Frame'.
10. Select frame one in the list view on the left. Click 'Add' from the parameters section, navigate to the CAN>CAN Digital Input section and select CAN DI 1
(Status). Click OK and confirm CAN DI 1 is now listed.
11. Determine the Multiplier, Divider and Offset required. When setting CAN up for a Status a Multiplier of 1 and a Divider of 1 are always used, the table below
helps understand this.
AC Button CAN number Multiplier/Divider CAN DI
Status Number
0 (Inactive) 0 1/1 0 (Inactive)
1 (Active) 1 1/1 1 (Active)

In row one of the table above the AC Button Status is 0 (Inactive) and the CAN DI value is 0 (Inactive), no problems here, the CAN DI is the same as the AC
Button Status. In row two we can see the AC Button Status is now 1 (Active) and the CAN DI value is also 1 (Active). We now know that both states for the AC
Button match what the CAN DI expects.
12. Confirm the CAN DI 1 Start Pos is 16, the Width is 1, the Byte Order is MS, the Type is Unsigned, the Multiplier is 1, the Divider is 1, and the Offset is 0.
13. Click Apply and then OK. Remember to perform a Store (F4).

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14. Navigate to Chassis and Body -> AC Clutch Control and set AC Request Source to CAN DI 1.
15. Look at the AC Request Status on the General tab of the runtime values window (F12). Confirm that the AC Request Status reads correctly for the AC Button
position.

G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes
CAN Vehicle Modes
Information on what each vehicle mode includes and what CAN inputs are used

G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > Audi TT
Audi TT
CAN Channel Function
CAN DI 1 Frequency LF wheel speed
CAN DI 2 Frequency RF wheel speed
CAN DI 3 Frequency LR wheel speed
CAN DI 4 Frequency RR wheel speed
Controls Runtime directly Steering wheel position (some)
Controls Runtime directly Steering rate (some)
G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > Fiat T-Jet
Fiat T-Jet
Note: These CAN Modes has not yet been widely tested in all geographic regions and on all model variants, if you have issues with this mode please contact tech
support.

This CAN Mode is designed to suit Fiat Bravo T-Jet (198) and should also suit Alfa Romeo Mito 2008 - 2018 (DNA selector untested), Alfa Romeo Giulietta (2010-
2016), Fiat 500 1.4 T-Jet (Abarth 500 T-Jet), Abarth Grande Punto and the Dodge Dart 1.4 (2012-2016).
If this CAN mode does not work for one of the above specified vehicles or more functionality (such as more dash warnings) is desired please contact Tech Support.
This CAN Mode was developed on a manual vehicle and so does not include any automatic vehicle specific CAN messages.

Estimated Torque value (from Torque Control function), Clutch Switch, Gear and Inst Fuel Consumption are used by this CAN Mode.

CAN Channel Function

CAN DI 1 Frequency LF wheel speed
CAN DI 2 Frequency RF wheel speed
CAN DI 3 Frequency LR wheel speed
CAN DI 4 Frequency RR wheel speed
CAN DI 1 Start Switch
CAN DI 2 Handbrake On
CAN DI 3 VSC Sport Mode
CAN DI 4 ASR Status
CAN An 1 Brake Pressure (Bar)
Controls Runtime directly Steering wheel position (But not ROC)

CAN Aux 1 Oil Pressure Warning light

CAN Aux 2 Generic Warning light
CAN Aux 3 Coolant Over-Temp light and warning
CAN Aux 4 Flashing oil warning light
Math 1 Turbo Pressure Gauge, ~4.5 per display bar
G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > Ford BA Falcon
Ford BA Falcon
CAN DI Freq 1-4 are LF, RF, LR, RR wheel speed respectively.
CAN DI 1 - AC Request
CAN Analog 1 - Evap Temperature, note that the vehicle turns off AC Request if the Evap Temperature goes out of range so there is no need to use this in the AC
Control setup.
G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > Mini R50-R53
Mini R50-R53
CAN Channel Function
CAN DI 1 Frequency LF wheel speed
CAN DI 2 Frequency RF wheel speed
CAN DI 3 Frequency LR wheel speed
CAN DI 4 Frequency RR wheel speed
CAN DI 1 Aircon request flag
CAN DI 2 Bonnet open
CAN DI 3 Handbrake on
CAN DI 4 Seatbelt on
CAN DI 5 DSC switch
CAN DI 6 Headlights on
Controls Runtime directly Steering wheel position
Controls Runtime directly Steering rate
CAN An 1 AC Evap temperature
G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > Mini R56
Mini R56
CAN Channel Function
CAN DI 1 Frequency LF wheel speed
CAN DI 2 Frequency RF wheel speed
CAN DI 3 Frequency LR wheel speed
CAN DI 4 Frequency RR wheel speed
CAN DI 1 Aircon request flag
CAN DI 2 Bonnet open
CAN DI 3 Handbrake on
CAN DI 4 Seatbelt on
CAN DI 5 DSC switch

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CAN DI 6 Headlights on
Controls Runtime directly Steering wheel position
Controls Runtime directly Steering rate
CAN An 1 AC Evap temperature
G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > Nissan 350Z
Nissan 350Z
CAN Function
CAN DI Freq 1 - LH Front wheel speed
CAN DI Freq 2 - RH Front wheel speed
CAN DI Freq 3 - LH Rear wheel speed
CAN DI Freq 4 - RH Rear wheel speed
CAN DI 1 - AC Request
CAN AntiTheft - see Anti Theft
Gear position (Auto trans only)
Shifter Position (Auto trans only)

This OEM CAN mode receives a CAN Anti Theft (Immobiliser) signal over CAN, it is up to the user if they want this signal to be used - see Anti Theft.
The factory shifter position is received by the ECU and shown in the Gear Shifter Position runtime.
The current gear position is also received by the ECU and shown in the Gear runtime, to ensure this works correctly set the Gear Detection Mode to Off/CAN.
The AC Request is received by he ECU through CAN DI 1, set the AC Request Source to CAN DI 1 to make use of this.

The Engine Fans and AC Clutch on a 350Z are controlled over CAN and the Link ECU sends this information out via the Engine Fan 1&2 runtimes and the AC Clutch
runtime. To make the Engine Fans work correctly an output must be selected (for engine fan 1&2) so we recommend selecting an unused virtual auxiliary for each of
these functions.
G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > Polaris RZR
Polaris RZR
Uses Speed Limit value setting (even if speed limit is off).
Front diff lock status assumes Aux Injector 6 controls the front diff.
Dash Speed (over CAN) uses the Driving Wheel Speed value.
G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > Porsche 987/997
Porsche 987/997
CAN Channel Function
CAN DI 1 Frequency LF wheel speed
CAN DI 2 Frequency RF wheel speed
CAN DI 3 Frequency LR wheel speed
CAN DI 4 Frequency RR wheel speed
CAN DI 1 Clutch Switch
CAN DI 2 Start Switch
CAN DI 3 AC Request
CAN DI 4 Rear Demister
CAN DI 5 Cruise On (Push Button)
CAN DI 6 Cruise Set/Speed Increase (pull towards)
CAN DI 7 Cruise Speed Decrease (push away)
CAN DI 8 Cruise Cancel (Push Down)
CAN DI 9 Cruise Resume (Push Up)
Controls Runtime directly CAN Anti-Theft Request
CAN An 1 AC Pressure
CAN An 2 Brake Pressure (Bar)

CAN Aux 1 CE Light

CAN Aux 2 Charge Lamp
CAN Aux 3 Oil Pressure CEL
CAN Aux 4 Fan Speed (Uses the CAN AUx 4 Duty Cycle Runtime)

These CAN streams will support 987 Cayman, 987 Boxster, 997 911 Carrera, 997 Turbo S, 997 911 GT3. Manual transmissions only - not models with the DSG/twin-
clutch gearboxes. They will support OEM engine and engine swaps. All dash and chassis functionality works, no warning lamps etc.
G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > Subaru WRX 07-11
Subaru WRX 07-11
Estimated Torque value (from Torque Control function), Clutch Switch, Gear and Inst Fuel Consumption are used by this CAN Mode.
The AC Clutch, CE Light and Cruise lights are controlled over CAN in some models and hard wired in others.

CAN Channel Function

CAN DI 1 Frequency LF wheel speed
CAN DI 2 Frequency RF wheel speed
CAN DI 3 Frequency LR wheel speed
CAN DI 4 Frequency RR wheel speed
CAN DI 1 Traction Control Switch
CAN DI 2 Rear Demister
CAN DI 3 Handbrake
CAN DI 4 DCCD Auto/Manual Status (0 = Manual, 1 = Auto)
CAN An 1 SI Drive Mode (1 = Sports Sharp (S#), 2 = Intelligent (I), 3 = Sports
(S))
CAN An 2 Ambient temp (°C)
CAN An 3 Brake Pressure (Bar)
CAN An 4 DCCD Auto Level (Auto = 1, Auto- = 2, Auto+ = 3)
CAN An 5 Fuel Level (Ohms)
CAN An 6 DCCD bargraph
Controls Runtime directly Steering wheel position (But not ROC)
G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > Subaru WRX 2015+
Subaru WRX 2015+
Note: These CAN Modes has not yet been widely tested in all geographic regions and on all model variants, if you have issues with this mode please contact tech
support.

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This information applies to the '2015-2017 WRX JDM', '2015-2017 WRX AUDM' and '2018+ WRX AUDM' modes.

Estimated Torque value (from Torque Control function), Clutch Switch, Gear and Inst Fuel Consumption are used by this CAN Mode. The CE Light is controlled by
CAN Aux 1.

CAN Channel Function

CAN DI 1 Frequency LF wheel speed
CAN DI 2 Frequency RF wheel speed
CAN DI 3 Frequency LR wheel speed
CAN DI 4 Frequency RR wheel speed
CAN DI 5 Frequency Average Wheel Speed
CAN DI 1 Traction Control and DSC Disabled
CAN DI 2 Rear Demister
CAN DI 3 Handbrake
CAN DI 4 DCCD Auto/Manual Status (0 = Manual, 1 = Auto)
CAN DI 5 AC Request
CAN DI 6 Trac Mode (Traction Control off and DSC less aggressive)
CAN DI 7 Brake Pedal Pressed
CAN An 1 SI Drive Mode (1 = Sports Sharp (S#), 2 = Intelligent (I), 3 = Sports
(S))
CAN An 2 Brake Pressure (Bar)
CAN An 3 DCCD bargraph (when in DCCD Manual) or DCCD Auto Level (when
in DCCD Auto - Auto = 1, Auto- = 2, Auto+ = 3)
Controls Runtime directly Steering wheel position (But not ROC)

CAN Aux 1 CE Light

G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > Toyota GT86
Toyota GT86
Note: These CAN Modes has not yet been widely tested in all geographic regions and on all model variants, if you have issues with this mode please contact tech
support.

Estimated Torque value (from Torque Control function), Clutch Switch, Gear and Inst Fuel Consumption are used by this CAN Mode. The CE Light is controlled by
CAN Aux 1.

CAN Channel Function

CAN DI 1 Frequency LF wheel speed
CAN DI 2 Frequency RF wheel speed
CAN DI 3 Frequency LR wheel speed
CAN DI 4 Frequency RR wheel speed
CAN DI 5 Frequency Vehicle Speed
CAN DI 1 Traction Control Disable
CAN DI 2 VSC Sport Mode on
CAN DI 3 Brake Pedal pressed
CAN DI 4 Handbrake on
CAN DI 5 AC Request
CAN An 1 Brake Pressure (Bar)
Controls Runtime directly Steering wheel position (But not ROC)

CAN Aux 1 CE Light

G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > Vauxhall Astra
Vauxhall Astra
CAN DI Freq 1-4 are LF, RF, LR, RR wheel speed respectively
CAN DI 1 is Sport button
CAN DI 2 is AC Request
CAN DI 3 is Start Signal
CAN DI 4 is Traction Disable Switch

Transmits Brake NO, Brake NC, Ignition Switch, AC Request, Clutch, Oil pressure Switch, Driving Wheel Speed, Charge Temperature,

G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > VW Golf MkV GDI
VW Golf MkV GDI
CAN DI Freq 1-4 are LF, RF, LR, RR wheel speed respectively
CAN Analog 1 is Oil Temperature.

Transmits Brake NO, Brake NC, Clutch Switch, Ignition Switch, APS (Main), APS (Sub), TPS (Main), Charge Temperature, MGP, Oil Temperature and Cruise Control
State.

G4X and G5 ECU Tuning Functions > CAN > CAN Vehicle Modes > VW GTi
VW GTi
CAN DI Freq 1-4 are LF, RF, LR, RR wheel speed respectively.

Steering Position and Steering Position ROC are both received from the OEM CAN.
G4X and G5 ECU Tuning Functions > GPS
GPS
Note: Specific information on GPS Runtimes can be found here.

GPS Overview

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GPS (Global Positioning System), also known as GNSS (Global Navigation Satellite System), is a method of finding global location and velocity using a system of
satellites orbiting around earth. This system uses precision encoded time signals being sampled at a known rate and comparing the differences in timing of the
received messages to determine the distance to each satellite. From knowing the positions of the various satellites and the distance to each of them a very accurate
location can be calculated and based on changes in location a very accurate speed and heading can also be calculated. The more satellites that are 'locked' onto the
more accurate the location, speed and heading data will be.
In addition to calculated location, heading and speed GPS systems can include accelerometers and gyroscopes to further approximate location, speed and heading
data in between calculated position data. This is useful for increasing the rate at which position, speed and heading data is updated and can be useful for maintaining
usable data when driving through tunnels or in other situations where satellite connection is lost.

The Link G5 Voodoo Pro is setup to utilise the GPS, GLONASS, Galileo and BeiDou constellations assuming the selected aerial supports these.

Setup
All GPS receivers require an antenna to be connected to receive the satellite signals, the G5 Voodoo Pro does require an external antenna and has a dedicated SMA
connector for this purpose. The antenna must be placed in a location with a clear line of sight to the sky to ensure the largest number of satellites can be seen.
Common mounting locations include on the roof in the rood in the center of the car or on top of the dashboard as far forward as possible.

Sensor Fusion
Sensor Fusion is technical which refers to a GPS module using both positional data from satellites and onboard accelerometer and gyroscope data to increase the rate
at which the GPS location, speed and heading is updated. This is done by interpolating position in between each satellite message and can result in sample rates of up
to 50Hz. The G5 Voodoo Pro's internal GPS module can perform this functionality.

Dead Reckoning
The Voodoo Pro onboard GPS module allows the use of dead reckoning to support the estimation of position and speed when no satellites can be locked on to. This
differs from Sensor Fusion in that Sensor Fusion has GPS lock and accelerometer/gyro data where Dead Reckoning only has a last known position and
accelerometer/gyro. An example of when dead reckoning would be used is when the vehicle is driving through a tunnel. The use of dead reckoning requires an initial
calibration procedure to allow the module to understand it’s orientation, once it has been calibrated it will remember it's calibration almost indefinitely due to the internal
backup power.

To calibrate the GPS Module's orientation in space which is required for Dead Reckoning and Sensor Fusion you need to:
· Power up the ECU.
· Leave the vehicle sitting stationary in an uncovered location with the antenna connected until the GPS Fix Status shows ‘3D Fix’.
· Then drive in a series of approximately 10 left and right turns of at least 90 degrees and at least 100 meters in a straight line at a minimum speed of 40km/h.
Consecutive left or right turns are not required, just cumulative over the course of the drive.
· Then Check the fix status to see if it is now ‘GNSS with Dead Reckoning’, if it is not then repeat the driving steps above.

GPS Source
This setting is used to select whether the GPS Runtimes are set from the CAN bus or from the Internal GPS controller (G5 Voodoo Pro ECUs only).
Note: This setting only turns off the internal GPS controller, it doesn't stop values from CAN from overwriting the GPS Runtimes and so the user has to ensure that
when using the Internal GPS controllers there are no GPS Runtimes being received over CAN

Time Zone Offset

This setting is used to apply an offset to the GPS Time Hour runtime value allowing the user to account for their specific time zone. Note daylight savings are not taken
into affect and this setting will need to be manually adjusted for this.
Note: This settings is only available for and only applies to the G5 Voodoo Pro when using its internal GPS module, when receiving GPS time over CAN the various
runtimes all need to be set individually with appropriate offsets.
G4X and G5 ECU Tuning Functions > PID Setup
PID Setup
This is a feature designed to help with the tuning of closed loop PID systems. It enables you to select PID system and view the current values of the PID components
allowing more of an insight into how the system is working and reacting to changes.

The PID systems that can be viewed are:

· E-Throttle 1
· Inlet Bank 1 (VVT)
· Inlet Bank 2 (VVT)
· Exhaust Bank 1 (VVT)
· Exhaust Bank 2 (VVT)
· Boost Control (Closed Loop Mode)
· Cruise Control
· Fuel Pump (Closed Loop Mode)
· Idle Speed Control (Closed Loop Mode)
· Idle Ignition Control
· Traction Control

The PID information is displayed in six runtime values, these runtimes are:
· Max Integral - The maximum value the integral can be.
· Min Integral - The minimum value the integral can be.
· Feed Forward - The base position that the PID values are being added to.
· Proportional - The proportional gain value currently being applied.
· Integral - The integral gain value currently being applied.
· Derivative - The derivative gain value currently being applied.
G4X and G5 ECU Tuning Functions > Torque Management
Torque Management
Torque Management is used to reduce the amount of torque produced by the engine. It does this by retarding the ignition timing, applying engine cuts, reducing boost
levels (if using Closed Loop Boost Control) and closing the E-Throttle to reduce engine torque to the requested level.
Torque reduction is requested via the Traction Control function or over CAN (CAN gearshift requests etc).
Torque Management estimates current engine torque using the load (Abs) value, a multiplier and a base (idle) load value.
When Gear Shift Reduction mode is turned on Torque Management estimates driver requested Torque using the Torque Request Table, this is typically Accelerator
position and engine speed based.
Traction Control uses Torque management to reduce engine torque to reduce slip, Traction Control does this by altering the Modified Torque Request runtime value.

When a reduced torque is requested Torque Management starts by retarding the ignition until the Trq. Red. Max Ignition Trim is reached and then starts applying cuts
until the desired torque is reached. Boost target trims are also applied immediately with the target boost being reduced until the wastegate duty cycle reaches its
minimum value. Once the minimum boost has been reached the E-Throttle target position starts being reduced.

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This process stops once the desired torque has been reached and all cuts and ignition trims have been removed so the system is keeping the torque reduced with only
throttle position trim and boost target trim. The ordering of these 4 methods of Torque reduction is setup to provide a fast initial reduction in torque and a smoother
torque reduction during extended periods.
You don't need E-Throttle and Boost Control on your vehicle to use Torque Management but it will mean that ignition retard and cuts will remain applied during the
torque reduction.

Torque Management Settings

Torque Management Mode

Used to turn Torque Management ON and OFF.
Disabled mode turns torque management off but leaves tables allocated.

load (Abs) at Idle

Set this value to the Load (abs) runtime value that the engine has when idling.

Estimated Torque multiplier

Adjust this value until the Estimated Torque runtime value matches the reported dyno torque while under load conditions.

Trq. Red. Max Ignition Trim

The maximum amount of ignition timing that will be removed. Once this max is reached the cuts start being applied.

Cut Mode
The type of cut applied when using cuts to reduce engine torque. Fuel, Ignition or no cuts can be selected.

Boost Trim Rate

The rate at which the boost target is reduced until the torque request is met or the minimum wastegate duty cycle is reached. This is only used if Boost Control is set to
Closed Loop mode.

Boost Recovery Rate

The rate at which the boost target is increased until it is back at the standard boost target (no Torque management influence remaining).

E-Throttle Deadband
The allowable torque variation from the torque reduction target before E-Throttle moves again to correct.

E-Throttle Trim Rate

The rate at which the E-Throttle target is reduced until the torque request is met or it is fully shut.

E-Throttle Recovery Rate

The rate at which the E-Throttle target is increased until it is back at the standard E-Throttle target (no Torque management influence remaining).

Gear Shift Reduction

Enables CAN based torque reduction requests, when turned on the Torque Request Table is allocated. This table allows you to specify how much torque the engine
would be making throughout the engine's operating range so that when a torque reduction value is received it is possible to calculate when that amount of torque
reduction has been achieved.
Torque output = Torque Request table value - Torque Reduction request value.
When this table is setup it is important to ensure the engine is in steady state when the torque value is captured.

Torque Request Table

This table is used to estimate the torque being requested by the driver, typically using accelerator position and engine speed.

G4X and G5 ECU Tuning Functions > Table Allocation

Table Allocation
These settings show the allocation of tables to the available table slots.
The purpose of the Table allocation chart is to allow the tuner to see the number of spare table slots and for diagnostic purposes. None of the Table allocation settings
can be changed as this is done by the ECU as functions are selected/de-selected. Ensure there are enough spare slots before enabling a function that allocates tables.
G4X and G5 ECU Tuning Functions > ECU Statistics
ECU Statistics
The ECU Statistics function gathers information over the running time of the ECU. These values are automatically retained at key off.

To clear the statistics values:

· Clear All - Select the ECU Controls -> Clear Statistics drop down menu. This will zero all statistics and automatically store just those changes.
G4X and G5 ECU Tuning Functions > Runtime Values and States
Runtime Values and States
Runtime Values and States are used to display information to assist with tuning, diagnostics and monitoring. In addition, some values will highlight or change colour to
indicate a particular condition. Runtime Values can be displayed by selecting the Runtime Values from the Tuning menu or by pressing F12. Runtime Values are
organised into functional groups. Each group is accessed by clicking the appropriate tab in the Runtime Values window of PCLink.

Note: 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.

G4X and G5 ECU Tuning Functions > Runtime Values and States > Fuel
Fuel
Knock Fuel Trims can be found here.

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Injection Actual PW
The actual injection pulse width output on the fuel injector drive in milliseconds (ms). This includes the effective pulse-width, the short pulse width adder and the injector
dead-time.

Injection Effective PW
The calculated injection pulse width before the short pulse width adder and the injector dead-time are added.

Injector PW (Sec)
This displays the effective pulse width applied (not including deadtime or short pulse width adder) to the secondary injectors in milliseconds (ms).

Injector Duty Cycle

This is the percentage of injector duty cycle being applied to the injectors, this is the percentage of time that the injectors are open. A value of 100% indicates that the
injectors are on continuously.
Note: In practice it is wise to leave some margin with the duty cycle remaining below 90% at full power. If higher values are required then this indicates an
inadequate fuel supply system or undersized injectors.

Injector Duty Cycle (Sec)

This is the percentage of injector duty cycle being applied to the secondary injectors, this is the percentage of time that the secondary injectors are open. A value of
100% indicates that the injectors are on continuously.
Note: In practice it is wise to leave some margin with the duty cycle remaining below 90% at full power. If higher values are required then this indicates an
inadequate fuel supply system or undersized injectors.

Injection Timing and Injection Timing (Sec)

This displays the current injector timing of either the opening or closing (depending on the selected mode) in degrees before top dead centre (BTDC). The point of
injection that this angle represents (start, middle or end) is defined by the Injection Timing Position setting.
Injection Timing (Sec) is only used when Injection Mode is set to 'Direct/Port Injection' but allows for different injection timing for the primary and secondary injectors.

Injection Deadtime
This displays the current injector deadtime trim being applied. The deadtime trim is a function of system voltage and the type of injectors being used, the units
milliseconds (ms). This value is added to the Injector Effective Pulse Width along with the Short Pulse Width Adder value to get the Injection Actual Pulse Width which
is applied the actual on time applied to the injectors.
Note: Deadtime is the actual time it takes to open and close the injector.

Injection Deadtime (Sec)

This displays the current injector deadtime trim being applied to the secondary injector. The deadtime trim is a function of system voltage and the type of injectors being
used, the units milliseconds (ms). This value is added to the Injector Effective Pulse Width (Secondary) along with the Short Pulse Width Adder (Secondary) value to
get the actual pulse width which is applied to the secondary injectors.
Note: Deadtime is the actual time it takes to open and close the injector.

Lambda 1-8
These runtime values show the current value from their respective wideband oxygen sensors. Lambda 1&2 can be input via Analog Inputs or via CAN, Lambda 3-8 can
only be input via CAN.

Lambda Avg
Up to 8 wideband oxygen sensors can be connected. All connected sensors that are operating correctly (inside a specific Lambda range) are averaged to to give this
value. The working sensor Lambda range is between 0.1 and 9 Lambda.
When using analog inputs to read wideband values the analog Error High and Error Low voltages can be set to further restrict the allowable operating range. If all
sensors are outside their operating ranges then lambda average defaults to 0.

The units of the displayed values can be changed to AFR using the keyboard shortcut 'U', more information on unit settings can be found here.

AFR/Lambda Target
Displays the current Lambda target This value is from the addition of the AFR/Lambda Target Table and the Open Loop AFR/Lambda Target Overlay table.

AFR/Lambda Trgt Ovrly

Displays the current value from the Open Loop AFR/Lambda Target Overlay table. This value is added to the value from the AFR/Lambda Target Table to get the
AFR/Lambda Target.

Lambda Target Error

Displays the current AFR/Lambda Target minus the current Lambda Avg.

Fuel Table 1 & 2 (Status)

There are two possible states for Fuel Table 1&2:
· OFF - Not active.
· Active - Active. The values from this Fuel Table are being used in the fuel calculation by the ECU.

Fuel Table 1 & 2 (Value)

This is the current value being taken from this Fuel Table. It is important to realise that when the current operating parameters do not fall in the centre of a cell, the ECU
uses the values from the cells that the engine is operating between and interpolates to get a value for the current operating position.
Example: Operating half way between two cells with values of 50.0 and 51.0, the utilised Fuel Table value will be 50.5.

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Staged Injection Table

The percentage of the total fuel that is going through the secondary injectors. This value is from the Secondary Injection Table, see Staged Injection for more
information.

Cold Start Runtimes:

Prime Fuel
This runtime value displays the Pre-Crank Prime fuel that was added last time the engine was started. This value will still display while the engine is running to allow it
to be viewed. (Crank fuel does not generally last long enough for it to be viewed).

First Crank Prime

This runtime value displays the First Crank Prime fuel that is going to be added when the engine first starts to turn over. This value is displayed while the engine is not
turning over and is set to 0 when the engine has started to turn over. (First Crank Prime does not generally last long enough for it to be viewed).

Crank Enrich
This displays the current Crank Enrichment as a percentage of the base injector pulse width.

Post Start Enrich

This displays the current Post-Start Enrichment as a percentage of the base injector pulse width.

Warm Up Enrichment
This displays the current Warm-Up Enrichment as a percentage of the base injector pulse width.

Accel Fuel
This displays the current Acceleration Enrichment in units of milliseconds (ms) in 'Pulse Width' mode or 'mg/cyl x100' in 'Mass of Fuel' mode.

Charge Temperature
This displays the current Charge Temperature in the selected temperature unit.

IAT Fuel Corr.

This displays the current Inlet Air Temperature Correction as a percentage of the base injector pulse width.

Fuel 4D & 5D Table

This displays the current trim being applied by the respective 4D Fuel Table or 5D Fuel Table as a percentage of the base injector pulse width.

FTrim Cylinder #1-12 / FTrim Injector #1-16

Displays the current individual cylinder fuel trim being applied for each injector drive. This runtime value is only visible if the Individual Cylinder Fuel Correction function
is active. 'Cylinder' terminology is used as common usage is with sequential injection but the trims are actually applied to the injector drive of the same number.

Load (Abs)
The estimated engine load as based on SAE standards.
If Load (Abs) is 100% this means the cylinder is 100% full at atmospheric pressure. If Load (Abs) is 200% this means the cylinder is 200% full (it has 1.0 bar of
pressure above atmospheric pressure).
For Load(Abs) to work correctly the Fuel Equation Mode must be set to Modelled or Modelled - Multi Fuel, Engine Capacity must be set correctly and the ECU must
have a working calibrated MAP sensor.

Air per Cylinder Estimated

Displays the current estimated air per cylinder in grams per cylinder (g/cyl). This value is based off of the user specified volumetric efficiency (Fuel Table in Modelled
mode).
For Air per Cylinder Estimated to work correctly the Fuel Equation Mode must be set to Modelled or Modelled - Multi Fuel, Engine Capacity must be set correctly and
the ECU must have a working calibrated MAP sensor.

Mass Air Flow Estimated

Displays the current estimated air flowing into the engine in grams per second (g/s). This value is based off of the user specified volumetric efficiency (Fuel Table in
Modelled mode).
For Air per Cylinder Estimated to work correctly the Fuel Equation Mode must be set to Modelled or Modelled - Multi Fuel, Engine Capacity must be set correctly and
the ECU must have a working calibrated MAP sensor.

Air per Cylinder Measured

Displays the current measured air per cylinder in grams per cylinder (g/cyl). This value is calculated using the Mass Air Flow runtime.

Fuel per Cylinder

Displays the current calculated Fuel per cylinder in milligrams (mg).
For Fuel per Cylinder to work correctly the Fuel Equation Mode must be set to Modelled or Modelled - Multi Fuel. Fuel per Cylinder is based off of Air per Cylinder
Estimated, Lambda Target, Stoich Ratio and any active trims.

Fuel per Cylinder (Primary)

Displays the current calculated Fuel per cylinder via Primary Injectors in milligrams (mg).

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For Fuel per Cylinder (Primary) to work correctly the Fuel Equation Mode must be set to Modelled or Modelled - Multi Fuel. Fuel per Cylinder (Primary) is based off of
Air per Cylinder Estimated, Lambda Target, Stoich Ratio, Sec Injection Staging Table and any active trims.

Fuel per Cylinder (Secondary)

Displays the current calculated Fuel per cylinder via Secondary Injectors in milligrams (mg).
For Fuel per Cylinder (Secondary) to work correctly the Fuel Equation Mode must be set to Modelled or Modelled - Multi Fuel. Fuel per Cylinder (Secondary) is based
off of Air per Cylinder Estimated, Lambda Target, Stoich Ratio, Sec Injection Staging Table and any active trims.

Mass Fuel Flow

Displays the current calculated Fuel per second in grams (g/s).
For Fuel per Cylinder to work correctly the Fuel Equation Mode must be set to Modelled or Modelled - Multi Fuel. Fuel per Cylinder is based off of Air per Cylinder
Estimated, Lambda Target, Stoich Ratio and any active trims.

Differential Fuel Pressure

The Differential Fuel Pressure value is calculated by comparing fuel pressure to MGP (Manifold Gauge Pressure).

The calculation is:

Differential Fuel Pressure = Fuel Pressure - MGP.

Differential Fuel Pressure works differently depending on which Fuel Equation Mode and Fuel System Type are selected.
Fuel Equation Mode Fuel System Type How Differential Fuel Pressure works
Traditional N/A Differential Fuel Pressure = Fuel Pressure - MGP.
Modelled or Modelled - Dual Fuel None - No FP Correction Differential Fuel Pressure always equals zero.
Modelled or Modelled - Dual Fuel MAP Referenced Differential Fuel Pressure always equals Base Fuel Pressure.
Modelled or Modelled - Dual Fuel Returnless Differential Fuel Pressure = Base Fuel Pressure - MGP.
Modelled or Modelled - Dual Fuel FP Sensor Differential Fuel Pressure = Fuel Pressure - MGP.

Notes:
· Differential Fuel Pressure can only be a positive value.
· When using a Direct Injection mode the Differential Fuel Pressure value applies to the low pressure fuel system only.

Motorsport Fuel Trims:

Gear Shift Fuel Trim
The amount of fuel enrichment (%) being provided during by the gear shift function. See Gear Shift Control for more information.

Anti-Lag Fuel
Refer to here.

Launch Fuel Trim

The amount (%) of fuel trim being applied to the fuel equation by the launch control function. This value comes from the Launch Fuel Table, see Launch Control for
more information.

Limit Fuel Trim

The amount (%) of fuel trim being applied to the fuel equation by an engine limit. This value comes from the largest active (or recently active and decaying) Limit Fuel
Trim setting, these Limit Fuel Trim settings exist in RPM Limit, MAP Limit, Speed Limit, GP RPM Limit 1 and GP RPM Limit 2.

Nitrous Fuel Trim and Lambda Trim

Refer to here.

G4X and G5 ECU Tuning Functions > Runtime Values and States > Fuel > Multi Fuel
Multi Fuel
Ethanol Temperature
The temperature of the fuel flowing through the ethanol content sensor. This reading is from an ethanol content sensor on a digital input.
This value is also set as the Fuel Temperature value when the Fuel Temperature input hasn't been setup.

% Ethanol
The percentage of ethanol in the fuel. This reading is from an ethanol content sensor on a digital input.

Multi Fuel Blend

Displays the blend current blend value from the Multi Fuel blend Ratio table which is used to blend the Charge cooling Coefficients, Injector Fuel Flow, Fuel Densities,
Stoichiometric Ratios, Lambda targets and Warmup Enrichments.
This blend value is the perentage of the second fuel's table value that will be used, for example a value of 75% means the Lambda target will be 25% the value from
AFR/Lambda Target table and 75% the value from AFR/Lambda Target table 2.

G4X and G5 ECU Tuning Functions > Runtime Values and States > Fuel > Idle Fuel Trims
Idle Fuel Trims

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Drive Fuel Trim

This Runtime Value displays the current Drive Idle Load Fuel Trim.

AC Fuel Trim
This Runtime Value displays the current Air Con Idle Load Fuel Trim.

Engine Fan Trim

This Runtime Value displays the current Engine Fan Idle Load Fuel Trim.

PS Idle Fuel Trim

This Runtime Value displays the current Power Steer Idle Load Fuel Trim.

GP Idle Fuel Trim

This Runtime Value displays the current General Purpose Idle Load Fuel Trim.
G4X and G5 ECU Tuning Functions > Runtime Values and States > Fuel > Closed Loop Lambda
Closed Loop Lambda
CL Lambda Status 1&2
The status of the Closed Loop Lambda system can be viewed under the Fuel runtime values tab. Status values are as follows:
· OFF - CLL is turned off.
· Increase Fuel - Increasing the fuel trim.
· Decrease Fuel - Decreasing the fuel trim.
· Max Clamp - Fuel value has been increased as much as possible.
· Min Clamp - Fuel value has been decreased as much as possible.
· Lockout: RPM < 500 - Engine speed too low, CLL disabled.
· Lockout: ECT - ECT is below ECT Lockout value, CLL is disabled.
· Lockout: Startup Timer - Startup Timer Lockout has not expired yet, CLL is disabled.
· Lockout: RPM High - Engine speed is above RPM Lockout High value, CLL is disabled.
· Lockout: RPM Low - Engine speed is below RPM Lockout Low value, CLL is disabled.
· Lockout: MAP - MAP is above the MAP Lockout value, CLL is disabled.
· Lockout: %TPS - TP(Main) is over the TP Lockout value, CLL is disabled.
· Lockout: %TPS Delta - TPS Delta is over the TP Delta Lockout value, CLL is disabled ).
· Lockout: MAP Delta - MAP Delta is over the MAP Delta Lockout value, CLL is disabled.
· Lockout: Anti-Lag - Anti-lag or cyclic idle is active, CLL is disabled.
· Lockout: Launch Control - Launch control is armed, CLL is disabled.
· Lockout: Lambda Error - lambda value is outside of allowable range, possibly due to sensor fault.
· Engine Cut - Fuel or Ignition cuts are active, CLL is disabled.
· No Signal - Oxygen sensor voltage has been below 0.05 volts for over 15 seconds, CLL is disabled (Narrow Band only).

If one bank has been setup then CL Lambda Status 2 stays in the OFF state, if two banks have been setup then each status refers to the bank with the same number.

CL Lambda Fuel Corr. & CL Lambda Fuel Corr. 2

The Closed Loop Lambda fuel trim applied to the fuel equation. CL Lambda Fuel Corr. 2 is non zero when using two banks.

CL Lambda Target Error 1&2

Displays the lambda target minus the current lambda value of the relevant bank. Displays a 0 value when using Narrow band mode.

CL Lambda LT corr. & CL Lambda LT corr. 2

The Closed Loop Lambda Long Term Trim currently being applied to the fuel equation. Note this trim is applied in addition to the CL Lambda Fuel Corr. trims.

G4X and G5 ECU Tuning Functions > Runtime Values and States > Fuel > Fuel Usage Runtimes
Fuel Usage Runtimes
Units used (l, km, l/100km or gal(US), mi, mpg(US)) are determined by the Speed selection box in the Options window.

Accumulated Fuel Consumption

The fuel used since the last time this value was reset (reset is controlled by the Reset Accumulated Fuel Usage setting) including Pre Crank Prime, First Crank Prime,
individual cylinder trims, Knock fuel trims, CLL, CLL LTT and accel enrichment. Doesn't currently include Asynchronous Injection events.
If using Secondary Extra mode all Secondary injector fuel usage is ignored (as there is currently no way of knowing the flow rate of the secondary injectors).
For this value to be accurate the following requirements must be met:
· The Injector Deadtime Table and Short Pulse Width Adder Table must be accurate.
· The Injector Flow, Injector Rated Pressure and Fuel Pressure and must be accurate (When using Modeled Fuel Modes).
· The Fuel Flow Table must be turned on and setup accurately (When using Traditional Fuel Mode).
Can be in l or gal(US) (based on the speed units option).

Accumulated Distance
The distance traveled since last time this value was reset (reset is controlled by the Reset Accumulated Fuel Usage setting) based on Driven Wheel Speed. This is
used for calculating l/100km and mpg(US) values.

Accumulated Fuel/Distance

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The fuel per distance used since last time this value was reset (reset is controlled by the Reset Accumulated Fuel Usage setting), uses the Accumulated Fuel
Consumption and Accumulated Distance runtimes. Can be in L/100km or MPG (based on the speed units option).
When no distance has been traveled the value remains set at 0.

Instantaneous Fuel/Distance
The current fuel per distance usage (uses Driven Wheel Speed). Can be in l/100km or mpg(US) (based on the speed units option).
When the wheel speed is 0 the value displayed is 0 (instead of infinity).

Inst. Fuel Consumption

Instantaneous Fuel Consumption is a value calculated from the rate of change of the Accumulated Fuel Consumption (units are cc/minute).

Fuel Left
The amount of fuel left in the Virtual Fuel Tank, this value is updated using the Accumulated Fuel Consumption.
Can be in l or gal(US) (based on the speed units option).

Fuel Left (Status)

Changes from OK to ERROR LOW when the Fuel Left value is less than or equal to the Fuel left warning volume value.

G4X and G5 ECU Tuning Functions > Runtime Values and States > Ignition
Ignition
Knock Ignition Trims can be found here.

Ignition Angle
This runtime displays the engine angle (before individual cylinder & Knock trims) at which the ECU will fire the spark plug. This value is normally a sum of the Ignition
Table value and all of the ignition trims. In some cases this value can be controlled directly without the trims being applied. Individual Cylinder Trims and Knock Trims
aren't visible in this value but are applied to each cylinder as a trim on this value.
This value is displayed in degrees before top dead centre (BTDC).

Ignition Table 1 & 2

These runtime values show the current value of their respective tables. These values are displayed in degrees before top dead centre (BTDC).

Ignition Table 1 & 2 (Status)

These statuses show which Ignition Tables are active and being used to calculate the the Ignition Angle.
· OFF - Not active.
· Active - This is the active ignition table, the ignition will use the value from this table for its base ignition angle (before ignition trims).

If using Interpolate between mode then both tables will be active

Dwell Time
This value displays the current measured coil Dwell Time in ms.
Note: this value is the measured Dwell Time, not just the value in the Dwell Control Table.

4D & 5D Ignition Trim

The amount (degrees BTDC) of ignition trim applied to the main ignition table from the 4D & 5D ignition tables.

ECT Ignition Trim

This is the Engine Coolant Temperature Trim applied to the ignition timing in degrees BTDC. Positive values advance the ignition timing, while negative values retard
the timing.

IAT Ignition Trim

This is the Air Temperature Trim applied to the ignition timing in degrees BTDC. Positive values advance the ignition timing, while negative values retard the timing.

Trailing Split
This is the Trailing Split value from the Trailing Split Table in degrees. A negative value indicates that the trailing spark is occurring after the leading spark and a
positive value indicates that the trailing spark is occurring before the leading spark.

Idle Ignition Angle

This is the Ignition Angle that the Idle Speed Controller is requesting. This angle is in degrees BTDC and when the Idle Ignition control is active the Ignition angle is set
to this value overwriting the calculated Ignition Angle.

ITrim Cylinder #1-12

These values are the amount of ignition trim in degrees BTDC being applied to each cylinder (regardless of ignition mode, if triggers don't support full sync then these
values could be half an engine cycle out). These values, along with the Knock I-Trim 1-12 values are applied to the calculated Ignition Angle, a positive value causes
ignition advance and a negative value causes ignition retard.

Overrun Ignition Trim

This is the number of degrees that ignition is retarded during an Overrun Fuel Cut.

Limit Ignition Trim

The amount (degrees) of ignition trim being applied to the ignition angle because one of the limits is active. The greater of this and the Launch Ignition Trim value is
applied.

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Gear Shift Ignition Trim

The amount (degrees) of ignition trim being applied to the current ignition angle from Gear Shift Control.

Launch Ignition Trim

This is the number of degrees BTDC that the ignition angle is being trimmed by the Launch Control system. The greater of this and the Limit Ignition Trim value is
applied.
If the Launch Ignition Retard Mode is set to Degrees Absolute then the Ignition angle is set to this value overwriting the calculated Ignition Angle.

Anti-Lag Ignition Trim

Refer to here.

Torque Reduction Ignition Trim

Information on this runtime can be found here.

Max Ignition (Status)

This status indicates when the user-set Maximum Advance value is reached, when this status is active it also means that the current Ignition Angle is set to the
Maximum Advance value.

Transient Ignition Trim

The amount (degrees) of ignition trim applied to the current ignition value when Transient Ignition Trim is active.
The value is taken from the Transient Retard table. See Transient Ignition Retard for more information.

G4X and G5 ECU Tuning Functions > Runtime Values and States > Engine Protection
Engine Protection
Engine Kill Status
The following states exist for the Engine Kill Status:

· Inactive - Not active.

· Active - Engine Kill active.
· Off - Engine Kill not setup.
· Fault - Engine Kill has had a fault

Engine kill is invoked by applying a 100% fuel and ignition cut. The following functions can invoke an Engine Kill, if one or more of these functions are turned on and
active then Engine Kill is invoked.

· Stop Switch
· Starter Motor Control (In Start/Stop or Touch Start modes)
· Ignition Switch
· ECU Hold Power
· Anti-Theft
· Over Voltage Limit

Rotary Oil Pump Stepper and EThrottle can also apply engine limits if faults occur during their operation but don't invoke a full engine kill

Percentage Fuel & Ignition Cut

The % Fuel Cut and % Ignition Cut Runtime Values specify the amount of cut currently being applied to the engine, these values are calculated based on all of the
active limits.

Limit Status
The following states exist for Limit Statuses:

· Inactive - Limit turned on but not active.

· Active - Limit active.
· Off - Limit not turned on.
· Activation Delay - Limit conditions are active but waiting for the Activation Delay time to pass before limiting.
· Cut Decay Time - Limit conditions are no longer active and the limit cut and ign/fuel trims are being removed.
· Startup Lockout - Waiting for the Startup Lockout time to finish.

This applies to the RPM Limit, MAP Limit, Speed Limit, GP RPM Limit 1&2, Voltage Limit, Under Voltage Limit, Launch Limit, Cyclic Idle Limit, AntiLag
Ignition Cut, E-Throttle Limit, Rotary Oil Pump Limit, Overrrun Fuel Cut, Traction Limit.

Note: The Closed Loop Stepper Limit status is used for Rotary Oil Pump Control as well as stepper idle speed controllers.

Limit Runtime Value

The MAP and RPM Limits each have a runtime value which specifies the current value that the system will limit to.

Limit Active Table

The MAP and RPM Limits each have a runtime status which specifies the currently active table (for when Dual Tables is ON).

Speed Limit Switch

Displays the status of the Speed Limit Switches.
· Inactive - Neither Speed Limit Switch is active, no speed limit will be applied.
· Limit 1 - Speed Limit Switch 1 is active meaning the speed limit will be applied to limit the speed to the Speed Limit 1 value.
· Limit 2 - Speed Limit Switch 2 is active meaning the speed limit will be applied to limit the speed to the Speed Limit 2 value.

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Note: If Speed Limit 1 and 2 are active the lower Speed Limit value will be applied.

Limits Flags Word

Limits flags word is a single runtime value which contains information on all of the limits and some other statuses making it useful for transmitting over CAN. Each Limit
has 1 bit specifying whether it is inactive (0) or active (1) and the limits are setup in the order below:
Bit Individual Limit
Value
0 1 RPM Limit
1 2 MAP Limit
2 4 Speed Limit
3 8 Maximum Ignition Flag
4 16 Anti-lag Ignition Cut
5 32 High Supply Voltage Limit
6 64 Overrun Flag
7 128 Traction Limit
8 256 Low Supply Voltage Flag
9 512 Launch RPM Limit
10 1024 Empty
11 2048 GP RPM Limit 1
12 4096 Rotary Oil Pump Limit
13 8192 GP RPM Limit 2
14 16384 EThrottle Limit
15 32768 Cyclic Idle Active

G4X and G5 ECU Tuning Functions > Runtime Values and States > Auxiliary Output
Auxiliary Output
Aux 1-10, Aux Inj 1-8 and Aux Ign 1-8 Duty Cycle
Displays the current Duty Cycle of the respective output pin. Non zero values are only shown if the pin is being used for some form of PWM control, pins being used for
injection, ignition or basic switching control show 0% Duty Cycles.

Aux 1-10, Aux Inj 1-8 and Aux Ign 1-8 Frequency
Displays the current Frequency of the respective output pin. Non zero values are only shown if the pin is being used for some form of PWM control, pins being used for
injection, ignition or basic switching control show 0Hz Frequencies.

Aux 1-16, Aux Injector 1-8, Aux Ignition 1-8 and Virtual Aux 1-8 Status
Displays the current status of the respective output pin. Pins being used for injection, Ignition or PWM output show active when they are outputting any signal (Duty
Cycle > 0) and basic switching functions show active when they are set to their Active State.
The available statuses for these functions are:
· Inactive - The output is set up but is not active.
· Active - The output is active.
· Off - The output has not been set up.
· Fault - The output is in fault state. For Aux 11-16 this state can occur when Open Circuit Detection is turned on, for all other Aux pins this indicates the hardware is
not happy.

Alt Control Target

Show the current Alternator Control Target voltage as interpolated from the Alternator Control Target Table.

Alt Control Error

Shows the difference between the Alternator Control Target voltage and measured battery voltage (Target - Actual). Displays 0 when Alternator Control is not being
used or engine is not running.

ECU Hold Power

Shows the current status of the ECU Hold Power.

FP Speed
Shows the current Duty Cycle of the Fuel Pump output. Shows Non Zero values in all Fuel Pump Control Modes that use a PWM Output - Open Loop, Closed Loop
and Three Speed PWM Module.

Fuel Pressure Target

Shows the current fuel pressure target that the Fuel Pump Control is aiming for. Shows 0 for all FP Modes other than Closed Loop.

CL Stepper Position
Shows the current position of the Closed Loop Stepper (or Rotary Oil Pump control) as a percentage of it's full range.

CL Stepper Status
Shows the current status of the Closed Loop Stepper (or Rotary Oil Pump control).
The available statuses are:
· Off - The feature is not turned on
· Fully Open - The motor is in calibration mode and is fully closed.

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· Fully Closed - The motor is in calibration mode and is fully open.

· Active - The stepper motor is moving to it's new position.
· Hold - The stepper motor is at it's target position.
· Fault - There has been a fault with the operation, if the mode is set to Rotary Oil Pump this will apply an an engine limit.
· No Feedback Selected - A position feedback Analog Input has not been selected.

Timer 1-4
The current time of the respective Timer.

Engine Fan 1-3 Output

Displays the current status of their respective Fan Output pins.
The available statuses for these functions are:
· Inactive - The output is set up but is not active.
· Active - The output is active.
· Off - The output has not been set up.

DI Fuel Pump Control:

DI Fuel Pressure
The current pressure of the DI high pressure fuel rail.
Note: When using 'Spill Valve - Normally Open' or 'Spill Valve - Normally Closed' Pump Types this value is updated at a constant rate while the engine is not running
and is updated synchronously to the pump control while the engine is running.

DI Fuel Pressure Target

The current target for the DI Fuel Pressure.

DI Fuel Pressure Target Error

The current target error of the DI Fuel rail, Target Error = DI Fuel Pressure Target - DI Fuel Pressure.

Base Pump Control effort

The current value from the Base Pump Control Effort Table.

Pump Control Effort Trim

The current value from the Pump Control Effort Trim Table.

DI Fuel Pump Flow Percentage

The current amount of fuel being flowed by the DI high pressure fuel pump as a percentage of it's maximum fuel flow. This value is the Base Pump Control effort +
Pump Control effort Trim + the PI loop output.

G4X and G5 ECU Tuning Functions > Runtime Values and States > Digital Inputs
Digital Inputs
Digital Input 1-11 Status
Displays the current status of the respective input pin. Pins being used for PWM inputs show active when any changing signal is detected Active State.
The available statuses for these functions are:
· Inactive - The input is set up but is not active.
· Active - The input is active.
· Off - The input has not been set up.

DI 1-11 Duty Cycle

Displays the current Duty Cycle of the respective input pin. Non zero values are only shown if the pin is being used for some form of PWM or Frequency input such as
Ethanol, Turbo Speed, Wheel Speed etc.

DI 1-11 Frequency
Displays the current Frequency of the respective input pin. Non zero values are only shown if the pin is being used for some form of PWM or Frequency input such as
Ethanol, Turbo Speed, Wheel Speed etc.

Switch Functions
The Following Runtime Statuses all have the same basic functionality and available states.

· Brake NC
· Brake NO
· Clutch Switch
· Fault Code Clear Switch
· GP Input 1-8
· Ignition Switch
· Log Marker
· Neutral/Park
· Oil Level Switch
· Oil Pressure Switch

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· Power Steer Switch

· Start Position
· Stop Switch
· Throttle Safety Switch

The statuses for these functions are:

· Inactive - The input is set up but is not active.
· Active - The input is active.
· Off - The input has not been set up.

GP Frequency 1-4
This Runtime shows the frequency of the signal connected to this input in Hz.

GP Speed 1-4
This Runtime shows speed in the units being used.

GP RPM 1-4
This runtime shows rotational speed in rpm.

Turbo Speed - x1000 RPM

This runtime shows the rotational speed of the turbo impeller in units of x1000 RPM.

Ethanol Sensor Status

· Inactive - The input is set up but is not active.

· Active - The input is active.
· Off - The input has not been set up.
· Fault - The input is operating outside of the calibration's allowable range.
· Startup Lockout - It has been less than the Ethanol Sensor Lockout Time since the ECU was started
· Max DC Clamp - The Injector Duty Cycle is greater than the Injector DC Clamp value.

Timer 1-4
The current time of the respective Timer.
G4X and G5 ECU Tuning Functions > Runtime Values and States > Analog Inputs
Analog Runtimes
When using a CAN Analog with the exact value being fed in use Calibration None.
for wiring information go to Analog Input Wiring

ANT1-4 and ANV1-16 (Voltage)

Displays the current Voltage of the respective input pin.

ANT1-4 and ANV1-16 (Status)

Displays the current status of the respective input pin. Pins being used for PWM inputs show active when any changing signal is detected Active State.
The available statuses for these functions are:
· Inactive - The input is set up but is not active, only used when the input is being used as a Digital Input.
· Active - The input is active and working.
· Off - The input has not been set up.
· Fault - The input is outside of the set allowable range (Analog Error Settings).

Acceleration (X, Y & Z)

Information on Accelerometer Runtime Values can be found here.

Altitude
Altitude above sea level can be estimated using barometric pressure. Altitude is calculated by assuming that the barometric pressure at sea level is 101.3 kPa, this
means that day to day variations on atmospheric pressure will cause inaccuracies in the altitude estimation. Fluctuations in atmospheric pressure can lead to up to a
+/-200m variation in altitude estimation.

BAP
Displays the Barometric Absolute Pressure in the selected pressure [Link] value is used to calculate MGP and Altitude.

Battery Voltage
Displays the current voltage of the main power supply into the ECU.

ECT
Displays the Engine Coolant Temperature in the selected temperature unit. The ECT value is used by Fan Control, Fuel Purge, Boost Control, Engine Protection, Fuel,
Ignition, Idle Speed Control, VVT and more.

Exhaust Pressure
Displays the Exhaust Pressure as a gauge pressure value in the selected pressure unit (0 is atmospheric pressure, less than 0 is vacuum). This value is used to correct
Lambda readings form built in Lambda controllers or Link CAN Lambda controllers.

Fuel Pressure - can be used with modelled fuel

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Displays the Fuel Pressure in the selected pressure [Link] Fuel Pressure can be used as an input into Modelled Fuel.

Fuel Temperature
Displays the Fuel Temperature in the selected temperature unit. This value can be set by either the Fuel Temperature input or the Ethanol Sensor input depending on
which is setup. The Fuel Temperature value is used in Modelled Fuel.

GP Pressure 1-4
Displays pressure in the selected pressure unit.

GP Temp 1-4
Displays temperature in the selected temperature unit.

GP Rotary Switch 1-4

Displays the current Rotary Switch position as an integer.

IAT
Displays the Intake Air Temperature in the selected temperature unit. The IAT value is used in Boost Control, Fuel, Ignition, and more.

Lambda 1 & 2
Displays Air Fuel Ratio in the selected unit. The Lambda value is used for various features in Fuel.
More information on these runtimes is located here.

Lambda 1 & 2 Temperature.

The temperature of the lambda sensor, these runtime values are only set when using an ECU with an internal wideband controller or a Link CAN Lambda. The correct
operating temperature of an LSU 4.9 is 780 deg C.

Lambda 1 & 2 Status

These runtimes show the current status of their respective lambda sensor controller, these runtimes are only set when using an ECU with an internal wideband
controller or a Link CAN Lambda.
· OFF - Internal Lambda Control is turned off.
· Disabled / Diagnostics - Internal Lambda Control is turned on, but sensor control is disabled due to an error or the engine is not running (When Run When
Stalled is set to No).
· Initialising - Testing and configuration of the sensor control hardware.
· Diagnostics - Testing of sensor wiring and hardware to confirm safe to run sensor.
· Calibration - Taking measurements required to calibrate for all errors in the system. This includes measurement of the sensors calibration resistor.
· Heating - Sensor is being heated in a controlled manner towards its operating temperature.
· Operating - The sensor is at its operating temperature and the Lambda measurement is valid.

Link Lambda 1 & 2 Error Codes

Code Description Cause Solution

Internal Lambda
Control is turned off /
No CAN Lambda If there is meant to be a CAN Lambda or Internal Lambda then check your settings
OFF
devices are and wiring.
connected on this
Lambda channel
No errors have been
OK
detected
2-8 Internal control error
9 Heater Control Failure
No user actions can be taken to correct, report this to your Link distributor.
10-11 Calibration Error
12 Internal control error
Calibration Resistor Open or short circuit in sensor calibration resistor
13 Check your wiring.
Error measurement.
14 Internal Error Possible ECU/CAN Lambda hardware issue.
No user actions can be taken to correct, report this to your Link distributor.
15 Calibration Error
Sensor heater may be faulty or there may be a wiring issue. Watch Int. Lambda 1
Temp. during heating to determine if the sensor heats at all. This error for CAN
Sensor has been heating for too long without
16 Heated Too Long Lambdas is typically caused by a bad power supply and can be fixed by adding a
reaching operating temperature.
22uF Capacitor across the power supply at the CAN Lambda 4 pin plug as per the
CAN Lambda manual.
The controller went into protection mode to prevent This can occur if exhaust gas is excessively rich or lean or if the sensor is failing.
17-18 Invalid Pump Current
excess pump current being applied to the sensor. Lambda reading is invalid during this condition.
19-25 Internal control error No user actions can be taken to correct, report this to your Link distributor.
The controller hardware detected a battery voltage
26 Battery Under Voltage Check your wiring, check battery, may occur during cranking.
that is too low while operating (below 10.8V).
27-32 Internal control error No user actions can be taken to correct, report this to your Link distributor.
Open loop or too high resistance on APE-IPE loop
33 Open Circuit APE-IPE
(pump cell).
Check wiring, inspect sensor.
Open loop or too high resistance on RE-IPE loop
34 Open Circuit RE-IPE
(nerst cell).
35 Open Circuit RComp Open circuit on sensor calibration resistor. Check wiring, inspect connector. Typical error when no sensor is connected.

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Code Description Cause Solution

36 RComp Invalid The sensor calibration resister value was too high
or too low.
37 IPE Short to Gnd Short to ground or high resistance short on IPE.
38 RE Short to Gnd Short to ground or high resistance short on RE.
39 APE Short to Gnd Short to ground or high resistance short on APE.
Short or open circuit on IPE or APE or high
40 IPE or APE Error
resistance short.
Under voltage or negative voltage on MES (Short
41 MES Under Voltage
to Ground).
42 MES Over Voltage Over voltage on pin MES (Over 9V). Check wiring, inspect sensor.
Under voltage or negative voltage on RE (Short to
43 RE Under Voltage
Ground).
44 RE Over Voltage Over voltage on pin RE (Over 9V).
Under voltage or negative voltage on IPE (Short to
45 IPE Under Voltage
Ground).
46 IPE Over Voltage Over voltage on pin IPE (Over 9V).
Under voltage or negative voltage on APE (Short
47 APE Under Voltage
to Ground).
48 APE Over Voltage Over voltage on pin APE (Over 9V).
The sensor got excessively hot or an unusually low
Overheat Or Pump pump cell resistance was measured. Watch Int.
49 Cell Resistance Too Lambda 1/2 Temp. to determine if sensor is being
Low overheated. This could also indicate a failing or
failed sensor.
Check Sensor
The sensor got excessively hot or an unusually low
Overheat Or Nerst pump cell resistance was measured. Watch Int.
50 Cell Resistance Too Lambda 1/2 Temp. to determine if sensor is being
Low overheated. This could also indicate a failing or
failed sensor.
51 Can't Read Switch On
Can't Read Internal control error.
52 No user actions can be taken to correct, report this to your Link distributor.
Diagnostics
53 Controller Not Found! Possible ECU hardware issue.
Sensor is reading more oxygen than air contains
54 Excess Pump Current Inspect sensor.
and is probably faulty.

Mass Air Flow

Shows the measured mass of the air flowing through the MAF in g/s. Can be used as engine load.

MAP
Displays the Manifold Absolute Pressure in the selected pressure unit. The MAP value is used in several functions including Boost Control and can be used in many
more including Fuel and Ignition.

MAP Delta
Displays the rate of change of MAP in kPa/100ms.

MGP
Displays the Manifold Gauge Pressure (MAP - BAP) in the selected pressure unit. The MAP value is used in several functions including Boost Control and can be used
in many more including Fuel and Ignition.

Oil Pressure
Displays the Oil Pressure in the selected pressure unit. The Oil Pressure value is often used as part of the engine protection setup.

Oil Temperature
Displays the Oil Temperature in the selected temperature unit.

TGV Bank 1&2

Displays the current TGV position, more information on TGV can be found here.

TPS (Main)
Displays the throttle open percentage, 100% = fully open, 0% = fully closed. The TPS value is used in Engine Protection, AC Control, EThrottle, Fuel, Idle Speed
Control, Anti-Lag, Gearshift Control and more.
Information on TPS (Main) and TPS (Sub) is located here.
Information on APS (Main) and APS (Sub) is located here.

TPS Delta
Displays the rate of change of TPS (Main) in %/100ms.

Throttle Safety
Shows the status of the Throttle Safety function.
· Inactive - Throttle Safety is turned on but not active (throttle is operating properly, no engine kill).

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· Active - Throttle Safety is turned on and active (sensor is reporting an error with the throttle, engine kill is on).
· Off - Throttle Safety is turned off.

G4X and G5 ECU Tuning Functions > Runtime Values and States > Triggers
Triggers
Engine Cycle Count
The number of times the engine has completed a full firing cycle. This is two crank revolutions on a four stroke engine or one crank revolution on a two stroke or rotary.
Note Engine Cycle Count will stop increasing at 60000 cycles (approx 10 mins at 6000 RPM or 1 hr at 1000 RPM).

Engine Running Time

The time in seconds the engine has been running for. Note Engine Running Time will stop increasing at 60000 seconds (16 hrs, 40 mins).

Engine Speed
This value represents the current engine speed in revolutions per minute (RPM). An erratic or unstable value indicates a triggering problem. This may be the result of
the triggering configuration setup, wiring faults or a faulty sensor/pickup.

Engine Speed ROC

The current rate at which the engine speed is accelerating or de-accelerating. In RPM/sec.

Trigger 1 Error Counter

The current number of Trigger Errors. The value may increase at the start of cranking. If the count increments at other times it may be the result of an incorrect trigger
configuration, wiring faults, or a faulty sensor.

Trigger 1 Signal Status

This Trigger 1 Signal Status may show the following states:
· No - No trigger signal is being received
· Yes - A trigger signal is present.

Trigger 2 Signal Status

This Trigger 2 Signal Status may show the following states:
· No - No trigger signal is being received
· Yes - A trigger signal is present.

Engine Rotation Direction

This Engine Rotation Direction Status may show the following states:
· Forwards - Engine is rotating in forward direction.
· Reverse - Engine is rotating in reverse direction.

Note: This status is only used on certain Link Powersport Plug-in ECUs.

Trigger 1 State
Indicates the current trigger decoding state.
· Idle - No triggers (engine stalled).
· Blank Time - Received a tooth and waiting a set amount of time before checking for more teeth (used to prevent glitchy issues from sensor sitting on edge of tooth
while engine stopped or engine rocking on tooth edge).
· Blank Teeth - Starting to count teeth.
· First Tooth - Starting to calculate speed.
· Second Tooth - Calculated speed.
· Test Gap - Looking for a Trigger 1 gap (multi/missing mode).
· Verify Gap - Found a suspected Trigger 1 gap, making sure it is one (multi/missing mode).
· Counting - ECU Counting teeth from previous sync point.
· Counting Timeout - ECU stopped getting Trigger 1 teeth while counting. (also occurs immediately after tooth after gap state in multi/missing mode)
· Tooth Before Gap - Counted all the way back around to the Trigger 1 gap (multi/missing mode).
· Extra Tooth - Similar to Tooth After Gap but for modes with extra teeth instead of gaps.
· Tooth After Gap - Counted all the way back around to the Trigger 1 gap, confirmed gap, at tooth after gap, resetting the count (multi/missing mode).
· Tooth After Sync - Similar to Tooth After Gap but for non missing teeth modes.
· Verify Double Gap - Similar to Verify Gap but for trigger patterns with two gaps directly after each other
· Tooth in Double Gap - Similar to Tooth After Gap but for the tooth in the middle of two consecutive gaps.
· Tooth After Double Gap - Similar to Tooth After Gap but for the tooth after two consecutive gaps.
· Start Counting - Used for syncing on more complex patterns.
· Count Small - Used by some trigger modes with more complex patterns.
· Count Large - Used by some trigger modes with more complex patterns.
· Count Medium - Used by some trigger modes with more complex patterns.
· Test Wide Tooth - Similar to Test Gap but for patterns with a wide tooth.
· Test Narrow Tooth - Similar to Test Gap but for patterns with a narrow tooth.
· Count Narrow Teeth - Used by some trigger modes with more complex patterns.
· Start Counting Large - Used for syncing on more complex patterns.

G4X and G5 ECU Tuning Functions > Runtime Values and States > Math
Math
Math Block Output 1-8

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These Runtime Values are the calculated output of each their respective Math Block Equation.
The number of decimal places shown is controlled by the respective Decimal places setting and the label shown next to these runtimes is controlled by the respective
Label setting.
G4X and G5 ECU Tuning Functions > Runtime Values and States > MotorSport > Anti-Lag
Anti-Lag
Anti-Lag Status
This Anti-Lag Status will show any of the following states:

· OFF - Anti-Lag is disarmed.

· Armed:AL Active - Anti-Lag is operating.
· OFF: RPM < 500 - Anti-Lag is disabled due to the RPM being below 500RPM.
· Sys Armed: Cyclic OFF - Anti-Lag system armed, cyclic idle is off.
· Armed: Cyclic Active - Anti-Lag system armed, cyclic idle is active.
· Cyclic Cooldown Active - Cyclic idle is operating for a set time (after anti-lag transitions from active to armed).
· Dis-armed: Cyclic Active - Anti-Lag is disarmed, cyclic idle is active.

Anti-Lag Cyclic Limit

This value shows the current RPM that the cyclic idle is limiting to.

See Anti-Lag Cyclic Idle for more information.

Anti-Lag Active Ignition Table Status

The active Anti-Lag Ignition table

The following are the possible states of the Active Anti-Lag Ignition Table Status:

· OFF
· Table 1 - Table 1 Active
· Table 2 - Table 2 Active

Anti-Lag Active Ignition Cut Table Status

The active Anti-Lag Ignition Cut table

The following are the possible states of the Active Anti-Lag Ignition Cut Table Status:

· OFF
· Table 1 - Table 1 Active
· Table 2 - Table 2 Active

Anti-Lag Active Fuel Table Status

The active Anti-Lag Fuel table

The following are the possible states of the Active Anti-Lag Fuel Table Status:

· OFF
· Table 1 - Table 1 Active
· Table 2 - Table 2 Active

Anti-lag Fuel Correction - Runtime Value

This displays the current Fuel trim being applied by the Anti-lag Fuel Correction Table as a percentage of the base injector pulse width.

Anti-lag Ign Trim - Runtime Value

This is the number of degrees BTDC the Ignition Angle is being trimmed by the Anti-Lag system, when this number is negative it means that ignition is being retarded
by this amount (not retarded to this value).
If the AL Ignition Retard Mode is set to Degrees Absolute and the current value is not 0 then the Ignition angle is set to this value overwriting the calculated Ignition
Angle, if the AL Ignition Retard Mode is set to Degrees Absolute and the current value is 0 then the normal calculated Ignition Angle is used.
G4X and G5 ECU Tuning Functions > Runtime Values and States > MotorSport > Gear Shift Control
Gear Shift Control
No specific runtime value is provided for Gear Shift cut amount but the Percentage Fuel & Ignition Cut runtimes will show gearshift cuts.

Gear Shift Status

Shows the current state of the Gear Shift Control system.
· OFF - Gear Shift Control Start Shift Mode is turned off.
· Waiting - Gear Shift Control is ready and waiting for a driver shift request.
· RPM Low Lockout - Engine Speed is below the RPM Low Lockout value which is preventing any shift requests.
· TPS Low Lockout - TPS (Main) (or APS (Main) if UpShift TPS/APS Low Lockout Source is set to APS) is below the UpShift TPS/APS Low Lockout value and is
preventing the requested Up Shift from happening.
· Re-Activation Timeout - A shift has recently been completed and the Re-activation Timeout time hasn't passed since or the input that triggered the shift is still
active.
· Driven Up Shift - A Driven Up Shift is being performed.
· Driven Down Shift - A Driven Down Shift is being performed.
· Overrun Up Shift - An Overrun Up Shift is being performed.
· Overrun Down Shift - An Overrun Down Shift is being performed.
· Torque Introduction - the main part of the shift has been completed and torque is being reintroduced before the shift finishes.
· RPM High Lockout - A requested down shift is being prevented due to the Engine Speed being higher than the Maximum Down Shift RPM table value for the
current gear.
· End Of Gears - If Start Shift Mode is set to Digital Paddle Shift the requested shift is for a gear below Reverse or above the Number of Gears. If Start Shift Mode
is not Digital Paddle Shift the End of Gears Lockout setting is on and the requested shift is for a gear below First or above the Number of Gears.

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· Speed Lockout - If Start Shift Mode is set to Digital Paddle Shift the requested shift into Reverse is happening while the Driving Wheel Speed is greater than
0kph and the Reverse Use Speed Lockout setting is on OR the requested shift into Neutral is happening while the Driving Wheel Speed is greater than the
Neutral Speed Lockout value and the Neutral Use Speed Lockout setting is on. If Start Shift Mode is not Digital Paddle Shift the requested shift is happening
while the Driving Wheel Speed is less than the Speed Lockout value.
· User Defined Lockout - The User Defined Lockout input is active and is preventing shifts from happening.
· Clutch Lockout - Only used when Start Shift Mode is set to Digital Paddle Shift. Shifts are being prevented because the requested shift into Reverse is
happening while the Clutch Switch is inactive and the Reverse Use Clutch Lockout setting is On OR the requested shift into Neutral is happening while the Clutch
Switch is inactive and the Neutral Use Clutch Lockout setting is On OR the requested shift from Neutral into First is happening while the Clutch Switch is inactive
and the First Gear Use Clutch Lockout setting is On.
· Paddle Hold Time - Only used when Start Shift Mode is set to Digital Paddle Shift. This status is displayed during the extra Paddle Hold time required for shifts
into Reverse, Neutral or from Neutral into First.
· Compressor Pressure Lockout - Only used when Start Shift Mode is set to Digital Paddle Shift. Shifts are being prevented because the Compressor Pressure
is less than the Compressor Pressure Lockout value.
· Neutral User Lockout - Only used when Start Shift Mode is set to Digital Paddle Shift. The requested shift into Neutral is being prevented because the Neutral
User Defined Lockout input is Active.
· Reverse User Lockout - Only used when Start Shift Mode is set to Digital Paddle Shift. The requested shift into Reverse is being prevented because the
Reverse User Defined Lockout input is Active.
· Neutral Up Shift - A Neutral Up Shift is being performed.
· Reverse Up Shift - A Reverse Up Shift is being performed.
· Paddle Up Shift - A Paddle Up Shift is being performed.
· Neutral Down Shift - A Neutral Down Shift is being performed.
· First Down Shift - A First Down Shift is being performed.
· Paddle Down Shift - A Paddle Down Shift is being performed.
· TPS High Lockout - Only used when Start Shift Mode is set to Digital Paddle Shift. The requested down shift is being prevented because TPS (Main) (or APS
(Main) if DownShift TPS/APS High Lockout Source is set to APS) is below the DownShift TPS/APS High Lockout value.
· Limiter Hold - The shift is now in the Limiter Hold stage.
· Mis-Shift Wait - Only used when Start Shift Mode is set to Digital Paddle Shift. The Paddle Up Shift or Paddle Down Shift failed part way through but still had
retries left and so is now waiting the Mis-Shift wait time before it restarts the shift for another attempt.

Gear Shift Count

Increments by one each time a gear shift sequence ends (Set at start of Torque Reintroduction). Can be used to determine if an external controller is sending valid
requests or if unexpected gear shift start requests are occurring. This number should increase by one for each complete gear shift sequence (doesn't count Paddle shift
retries).

Gear Shift Last Shift Period

The time duration of the last gear shift from start of shift to start of Torque Reintroduction. Can be logged or watched in real time to help with configuring and
diagnosing Gear Shift Control settings.

Gear Lever Force

Shows the current force applied to the strain lever. Calibrate using Gear Lever Force Offset and Gear Lever Force Gradient.

Gear Shift Ign Trim

Shows the real time ignition trim applied during shifts.

Gear Shift Fuel

Shows the real time percentage fuel trim applied during shifts.

Gear Shift Throttle Target

If Blip Output is set to E-Throttle this is the E-Throttle target position during Blips, when this value is greater than 0% it is the E-Throttle target, when it is 0% it does not
affect the E-Throttle.
If Blip Output is set to Idle Controller this is the idle controller target position during Blips, when this value is greater than 0% it is the idle controller target, when it is 0%
it does not affect the idle controller.
For all other Blip Output types this value remains set to 0.

GearShift RPM Target

Shows the Engine Speed target for the current shift. Displays 0RPM when not in a shift or when RPM Target Calculation is Off.

GearShift RPM Target Error

Shows how far away the current Engine Speed is from the Target Engine Speed for this shift.

GearShift RPM Target Error = Engine Speed - GearShift RPM Target

Paddle Shift Runtimes

Stacked Shifts
Displays the number of Paddle Down Shifts still to be performed after the current shift and when lockouts allow. Only applicable when Start Shift Mode is set to Digital
Paddle Shift.

MisShift Up Counter & MisShift Down Counter

Displays the number of up and down shift attempts that have failed due to the mis-shift timeout having been reached. Only applicable when Start Shift Mode is set to
Digital Paddle Shift.

Compressor Status
Shows the current state of the Compressor Control system. Only applicable when Start Shift Mode is set to Digital Paddle Shift.

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· Inactive - Compressor Control is On, no lockouts are met and the output is Inactive.
· Active - Compressor Control is On, no lockouts are met and the output is Active.
· Off - Compressor Control is turned Off.
· Voltage Lockout - Compressor Control is On and the Battery Voltage is less than the Voltage Lockout value.
· Startup Lockout - Compressor Control is On but the engine hasn't been running for more than the Startup Lockout time.
· RPM Low Lockout - Compressor Control is On and the Engine Speed is less than the RPM Low Lockout value.
· User Defined Lockout - Compressor Control is On and the User Defined Lockout input is Active.

Compressor Pressure
Displays the current pressure of the shift actuator air reservoir, the input that this is wired to is selected and configured here. Only applicable when Start Shift Mode is
set to Digital Paddle Shift.

G4X and G5 ECU Tuning Functions > Runtime Values and States > MotorSport > Launch Control
Launch Control
Launch Control Status
all possible launch control status are:
· "Off" - Launch control mode is Off
· "Active" - This indicates that the Launch Control is activated (activation input, disarming speed, tps activation and arming time requirements have all been met).
Launch fuel and ignition trims are being applied.
· "Inactive" - This indicates that the Launch Control is turned on but not activated.

Launch Limit (Status)

Information on the Launch Limit can be found here

Launch Fuel Trim [%]

Information on the Launch Fuel Trim can be found here

Launch Ign Trim [°BTDC]

Information on the Launch Fuel Trim can be found here

Launch Limit [RPM]

Shows the engine speed in rpm that launch control is limiting too. Shows 0 when launch limiting is turned off or Activation DI is not active.
G4X and G5 ECU Tuning Functions > Runtime Values and States > MotorSport > Nitrous Control
Nitrous Control
Note: Settings info can be found here.

Nitrous Control (Status)

Shows the current state of the Gear Shift Control system.
· OFF - Nitrous Control is turned off.
· Active - Nitrous Control is on and none of the global lockouts are active.
· Disabled - The global Enable Input is inactive.
· RPM Lockout - The Engine Speed is greater than the global Max RPM value.
· ECT Lockout - The ECT is less than the global Min ECT or greater than the global Max ECT value.
· Pressure Low Lockout - The Nitrous Pressure is less than the global Min Nitrous Pressure value.

Stage X (Status)
Shows the current state of the Gear Shift Control system.
· OFF - The Mode for this stage is turned off.
· Active - This stage is on and none of the lockouts are active.
· Disabled - This stage's Enable Input is inactive.
· Race Timer - The Race Timer value is not yet greater than or equal to the value in the Stage Race Time Activation table for this stage.
· Limiter Active - This stage's Disable During Limiting setting is set to on and at least one of the Percentage Fuel Cut or Percentage Ignition Cut values is greater
than 0%.
· RPM Lockout - The Engine Speed is less than the Min RPM value or greater than the Max RPM value for this stage.
· MAP Lockout - The MAP value is less than the Min MAP value or greater than the Max MAP value for this stage.
· TPS Lockout - The TPS value is less than the Min TPS value for this stage.
· Gear Lockout - The Gear value is less than the Min Gear value or greater than the Max Gear value for this stage. Note non numbered gears (P, R, N, D, L etc)
are treated as 0.
· Slip Lockout - The Slip value is greater than the Max Slip value for this stage.
· Nitrous Control Lockout - One of the global Nitrous lockouts is active such as the global Enable Input, global Max RPM, global Min ECT and Max ECT or Min
Nitrous Pressure.

Nitrous Fuel Trim

Displays the current amount of fuel trim being applied cumulatively by all active Nitrous stages. Note this value is the total of all stages individual fuel trims.
The Units for this runtime are %InjDC when using Traditonal Fuel Equation Mode or g/s when using one of the Modelled Fuel Equation Modes.
· %InjDC - The value specified is a percentage of the total injector fuel flow per cylinder. For example a value of 10% will give you an extra 4ms injector pulse width
per cylinder at 3000RPM and an extra 2ms injector pulse width per cylinder at 6000rpm for a 4 stroke engine. If the engine is running sequential injection with a
600cc/min injector for each cylinder this would be equivalent to an extra 0.04cc/cylinder per engine cycle at 3000rpm and 0.02cc/cylinder per engine cycle at
6000rpm which is equivalent to 1cc/s or 60cc/min extra fuel per cylinder regardless of engine speed.
· g/s - The value specified is in grams of fuel per second and so a value of 10 would be 10 extra grams per second.

Nitrous Ignition Trim

Displays the current amount of ignition trim being applied cumulatively by all active Nitrous stages. Note this value is the total of all stages individual ignition trims.

Nitrous Lambda Trim

Displays the current amount of lambda target trim being applied cumulatively by all active Nitrous stages. Note this value is the total of all stages individual lambda
trims.

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Nitrous Lambda Trim

Displays the current Nitrous Bottle Pressure.

G4X and G5 ECU Tuning Functions > Runtime Values and States > MotorSport > Race Timer
Race Timer
Race Timer (Status)
Displays the current status of the Race Timer function.
· Armed - The Race Timer is armed and ready to go as soon as the Activation Input triggers it.
· Active - The Race Timer is running and counting up.
· Finished - The Race Timer has reached its Max Time and is waiting to be reset.
· Paused - The Race Timer was Active but is currently Paused because the Pause Input is active.
· Off - The Race Timer is turned off.

Race Timer (s)

This runtime displays the current Race Timer time.
G4X and G5 ECU Tuning Functions > Runtime Values and States > MotorSport > Power Management
Power Management
Power Management (Status)
Displays the current status of the Power Management function.
· Inactive - Power Management is waiting on the Race Timer to start or be reset. This status can only occur when Race Timer is On.
· Active - Power Management is active and applying whatever Cut or Ignition Trim is in the tables.
· Off - Power Management is turned off.
· Disabled - The Disable Input is active.
· Max Gear Lockout - The current Gear is higher than the Max Gear Lockout setting value.
· Max Speed Lockout - The current Speed is higher than the Max Speed Lockout setting value.
· On Delay - Power Management is waiting for the Race Timer value to reach the On Delay setting value before becoming active. This status can only occur when
Race Timer is On.

Power Management Speed Target

Displays the current target speed

Power Management Speed Target Error

Displays the difference between the Target and current speeds. Speed Target Error = Speed Target - Speed.

Power Management Cut (%)

Displays the amount of cut currently being applied by the Power Management function.

Power Management Ign Trim (degrees)

Displays the amount of Ignition Trim currently being applied by the Power Management function, positive values advance the ignition angle, negative values retard it.

G4X and G5 ECU Tuning Functions > Runtime Values and States > MotorSport > Traction Control
Traction Control
For Torque Management Runtimes look here.

Traction Status
Displays the current status of the Traction Control function.
· OFF - Traction Control is turned off.
· OFF: RPM Lockout - Traction control is disabled because the Engine Speed is less than the RPM Lockout setting.
· OFF: TPS Lockout - Traction control is disabled because the TPS (Main) value is less than the TPS Low Lockout setting.
· OFF: Speed Lockout - Traction control is disabled because the Driven Wheel Speed is less than the Speed Lockout setting.
· Ready - Traction control is not disabled and is waiting for slip to occur.
· Active - Slip has occurred and traction control is actively requesting reduced torque values from the Torque Management function.
· Disabled - Traction control is disabled by the Disable Input.
· Off: Torque Module - The Torque Management function is not turned on and so Traction control cannot operate.

Active Traction Table

Displays which Slip Threshold Table is currently active.

Traction Limit
Displays the current state of the Traction Limit, more details here.

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Traction Target Slip

The Slip value that Traction Control is targeting. This is also the Slip threshold at which Traction Control will become active and start requesting reduced torque.
This value comes from the currently active Slip Threshold Table and the Slip Threshold Overlay Table if it is turned on.

G4X and G5 ECU Tuning Functions > Runtime Values and States > Idle Speed Control
Idle Speed Control
Idle Position
Displays the current position of the idle actuator as a percentage of it's full range.

Idle Base Position

Displays the current value from the Idle Base Position table, this is the idle position before any trims are added (AC, startup, engine fan, CL stuff etc).

Idle Target
Displays the current idle engine speed target. This value is only updated when using Closed Loop ISC control or Idle Ignition control.

Idle Target Error

Displays the difference between the current engine speed and the idle engine speed target (Idle Target Error = Engine Speed - Idle Target) . This value is only updated
when using Closed Loop ISC control or Idle Ignition control.

Idle Status
Shows the current status of the Idle control system. Note that some of the states will only show on certain idle modes.
· OFF - Idle control not setup or turned off.
· OFF: RPM = 0 - ISC turned on but engine not running.
· Startup - This indicates that the idle solenoid/stepper is in its startup position.
· Startup Decay - The engine has started and the startup offset/idle up is decaying.
· Open Loop Mode - ISC is operating in open loop mode.
· Dashpot Hold Time - Idle Speed Control has recently entered and the full Dashpot correction is being applied.
· Dashpot Decay Time - The Dashpot correction has been active for longer than it's hold time and is now decaying.
· Hold - Throttle Open - The throttle or accelerator pedal is open past the APS/TPS Lockout position, idle control not active.
· RPM Lockout - The engine speed is greater than the RPM Lockout value, idle control not active.
· Hold - Speed - The Speed Lockout is active and preventing idle control from running.
· Hold - MAP - The MAP value is greater than the MAP Lockout setting and is preventing the idle control from running.
· RPM Target - Closed Loop Idle Speed Control has reached its current Target RPM and is within the RPM Deadband (Closed Loop only).
· Active - Closed Loop Idle Speed Control is active (Closed Loop only).
· ISC Override - Anti-Lag or Cyclic Idle override is active and the Idle Actuator position is being controlled by the Anti-Lag or Cyclic Idle ISC Override settings.

Ignition Idle Status

Shows the current status of the Ignition Idle control system.
· OFF - Ignition Idle Control is turned off.
· Inactive - Ignition Idle Control is turned on but is not operating due to lockouts or Anti-Lag/Cyclic idle override.
· Active - Ignition Idle Control is operating.
· Min Ignition - Ignition Idle Control has reached it's minimum Ignition angle clamp value.
· Max Ignition - Ignition Idle Control has reached it's maximum Ignition angle clamp value.
· Hold - Throttle Open - The throttle or accelerator pedal is open past the APS/TPS Lockout position, idle ignition control not active.
· RPM Lockout - The engine speed is greater than the RPM Lockout value, idle ignition control not active.
· Hold - Speed - The Speed Lockout is active and preventing idle ignition control from running.
· Hold - MAP - The MAP value is greater than the MAP Lockout setting and is preventing the idle ignition control from running.

Information on the Idle fuel trims can be found here

Information on the Idle Ignition Angle can be found here
G4X and G5 ECU Tuning Functions > Runtime Values and States > Electronic Throttle
Electronic Throttle
Refer here for Torque Management E-Throttle Trim.

Ethrottle 1:
TPS (Main)
TPS (Main) (%) is the percentage of throttle plate movement from its fully closed position to its fully open position. This percentage is determined by the main throttle
position sensor.
· 0% represents the pedal fully up (released)
· 100% represents the pedal fully down

TPS (Sub)
TPS (Sub) (%) is the percentage of throttle plate movement from its fully closed position to its fully open position. This percentage is determined by the sub throttle
position sensor.
· 0% represents the pedal fully up (released)
· 100% represents the pedal fully down

E-Throttle 1 Target
The E-Throttle Target is the percentage of throttle position opening that the ECU will try and achieve by controlling the duty cycle applied to the E-Throttle motor. Note
that this target can be overridden by the Idle Target when using EThrottle idle control and the idle control is active (Target will still show the value from the table + trims
but the throttle will actually be targeting the Idle Target).

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E-Throttle 1 Active Table

Indicates which target table E-Throttle 1 is currently using.

E-Throttle 1 Motor DC
The motor duty cycle is the percentage of maximum electrical energy applied to the throttle motor. This number can be positive (opening the throttle plate) or negative
(closing the throttle plate).

TPS Cal Status

Displays the current status of the Throttle Position Calibration function.
· OFF -
· Starting Calibration - E-Throttle input and output settings appear to be setup and working, the calibration function is now going to start incrementally increasing
the amount of power being applied to the throttle plate to try and move it.
· Moving Throttle plate closed - The throttle plate is currently moving towards the closed position.
· Holding Throttle Plate - The throttle plate has stopped moving and the ECU is double checking that this is at the end of its travel.
· Calibrating closed position - The ECU is setting the TPS (Main) and (Sub) closed calibration values.
· Throttle plate is opening - The throttle plate is currently moving towards the open position.
· Calibrating open Position - The ECU is setting the TPS (Main) and (Sub) open calibration values.
· TPS Calibrated - TPS (Main) and TPS (Sub) where successfully calibrated.
· Error 1: E-Throttle Relay NOT selected - EThrottle Relay in the E-Throttle Setup window has not been set.
· Error 2: TPS (Main) NOT selected - TPS (Main) Input has not been set.
· Error 3: TPS (Sub) NOT selected - TPS (Sub) Input has not been set.
· Error 5: No TPS (Main) movement - The Min or Max DC Clamp was reached with no throttle plate movement.
· Error 6: Limited TPS (Main) movement - The E-Throttle was run through it's full range ( as far as the ECU is aware) but the total range of TPS (Main)
movement was found to be less than 1V.
· Error 7: Limited TPS (Sub) movement - The E-Throttle was run through it's full range ( as far as the ECU is aware) but the total range of TPS (Sub) movement
was found to be less than 1V.
· Error 10: TPS (Sub) is in fault state - TPS (Sub)'s analog input is in fault state.
· Error 11: TPS (Main) is in fault state - TPS (Main)'s analog input is in fault state.
· Error 14: No H-Bridge defined - PWM Output in the E-Throttle Setup window has not been set.
· Error 15: H-Bridge is not configured correctly - There is a problem with the E-Throttle H-Bridge configuration.
· Error 16: H-Bridge polarity is reversed - E-Throttle was run through it's full range but the control of the algorithm appeared to be driving the throttle plate the in
the wrong direction. To fix this change the Active State of the first Auxiliary being used by the PWM Output, this setting should be immediately below the PWM
Output setting.
· Error 17: Cannot Calibrate - RPM NOT zero - TPS Calibration cannot operate because the engine is running.

APS (Main)
APS (Main) (%) is the percentage of accelerator pedal movement from its resting position to its fully pressed position. This percentage is determined by the main
accelerator pedal position sensor.
· 0% represents the pedal fully up (released)
· 100% represents the pedal fully down

APS (Sub)
APS (Sub) (%) is the percentage of accelerator pedal movement from its resting position to its fully pressed position. This percentage is determined by the sub
accelerator pedal position sensor.
· 0% represents the pedal fully up (released)
· 100% represents the pedal fully down

APS Error Accumulator (%)

This runtime displays how close the "APS(main) /APS(sub) tracking Error" fault code is to activating, when this value reaches 100% the fault code is activated. The rate
at which this value increases is dependent on the Fault Delay setting. The value starts counting up when the difference between APS (Main) and APS (Sub) is greater
than 6%.

TPS Error Accumulator (%)

This runtime displays how close the "TPS(main) /TPS(sub) tracking Error" fault code is to activating, when this value reaches 100% the fault code is activated. The rate
at which this value increases is dependent on the Fault Delay setting. The value starts counting up when the difference between TPS (Main) and TPS (Sub) is greater
than 6%.

TPS/Target Error Accumulator (%)

This runtime displays how close the "E-Throttle 1 TPS /Target Error" fault code is to activating, when this value reaches 100% the fault code is activated. The rate at
which this value increases is dependent on the Fault Delay setting. The value starts counting up when the difference between TPS (Main) and E-Throttle 1 Target is
greater than 6%.

Ethrottle 2:
TPS 2(Main)
TPS 2(Main) (%) is the percentage of second throttle plate's movement from its fully closed position to its fully open position. This percentage is determined by the
main throttle position sensor.
· 0% represents the pedal fully up (released)
· 100% represents the pedal fully down

TPS 2(Sub)
TPS 2(Sub) (%) is the percentage of second throttle plate's movement from its fully closed position to its fully open position. This percentage is determined by the sub
throttle position sensor.
· 0% represents the pedal fully up (released)
· 100% represents the pedal fully down

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TPS 2 Delta
Displays the rate of change of TPS (Main) in %/100ms.

E-Throttle 2 Target
The E-Throttle 2 Target is the percentage of throttle position opening that the ECU will try and achieve by controlling the duty cycle applied to the E-Throttle 2 motor.
Note that when the Target Table setting is set to "E-Throttle 1 Target" this value will match the E-Throttle 1 Target value.

E-Throttle 2 Motor DC
The E-Throttle 2 Motor duty cycle is the percentage of maximum electrical energy applied to thesecond throttle motor. This number can be positive (opening the throttle
plate) or negative (closing the throttle plate).

TPS 2 Error Accumulator (%)

This runtime displays how close the "TPS 2 (main) /TPS 2 (sub) tracking Error" fault code is to activating, when this value reaches 100% the fault code is activated. The
rate at which this value increases is dependent on the Fault Delay setting. The value starts counting up when the difference between TPS 2(Main) and TPS 2(Sub) is
greater than 6%.

TPS 2/Target Error Accumulator (%)

This runtime displays how close the "E-Throttle 2 TPS /Target Error" fault code is to activating, when this value reaches 100% the fault code is activated. The rate at
which this value increases is dependent on the Fault Delay setting. The value starts counting up when the difference between TPS 2(Main) and E-Throttle 2 Target is
greater than 6%.

G4X and G5 ECU Tuning Functions > Runtime Values and States > Boost Control
Boost Control
Refer here for Torque Management Boost Trim.

Boost Status (Status)

Shows the current status of the boost control system.
· OFF
· RPM Lockout (Boost control is off due to RPM too low)
· MAP Lockout (Boost control is off due to MAP too low)
· Open Loop (Boost control is operating in open loop mode)
· Dome Control (Boost control is operating in dome pressure control mode)
· Deadband (Boost control is operating in dome pressure control mode and the dome pressure is within the deadband value of the target)
· CL-Stage 2 Active (Proportional and derivative control is active)
· CL-Stage 3 Active (Proportional and integral control is active)
· Integral Clamp Active (The integral duty cycle is clamped and the boost pressure can not reach its target)
· MAP Limit The Dome Pressure Control MAP Limit value has been exceeded and boost control is now trying to reduce boost to minimum to prevent engine
damage.
· Stage 1 (Pre-Spool) (The pre-spool duty cycle is applied to the wastegate solenoid)

WGate DC
The current Duty Cycle of the Boost Control PWM Output (The Auxiliary controlling the Wastegate Solenoid). A -ve value when using Dome Pressure Control indicates
that the bleed solenoid is active.

Boost Base DC
This value is only used in Open Loop and Closed Loop Boost Control modes.
The Duty Cycle value from the currently active Wastegate %DC table, this is the Duty Cycle before the trims (ECT, IAT, GP, Gear) are added.

Active Boost Table (Status)

Displays which Wastegate DC (and Boost Target when using closed loop mode) Table/s are currently being used. This is part of the multiple boost tables functionality.

Boost Target
The boost pressure value that the Closed Loop or Dome Pressure Control function is currently targeting.
This Runtime is zero when using Open Loop Boost Control.

Boost Target Error

The difference between the Boost Target and the Boost Pressure Source (selectable for Closed Loop or Dome Pressure for Dome Pressure Control). Boost Target
Error = Boost Target - Boost Pressure.
This Runtime is zero when using Open Loop Boost Control.

Boost - Derivative
Displays the amount of wastegate Duty Cycle trim currently being added by the proportional (feed forward) component of the Closed Loop or Dome Pressure Boost
PID system.
This Runtime is zero when using Open Loop Boost Control.

Boost - Integral
Displays the amount of wastegate trim currently being added by the integral component of the Closed Loop or Dome Pressure Boost PID system.
This Runtime is zero when using Open Loop Boost Control.

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Boost - Proportional
Displays the amount of wastegate trim currently being added by the derivative component of the Closed Loop or Dome Pressure Boost PID system.
This Runtime is zero when using Open Loop Boost Control.

ECT WGate Trim

This value is only used in Open Loop and Closed Loop Boost Control modes.
Displays the amount of trim being added to the wastegate Duty Cycle from the ECT (Engine Coolant Temperature) Wastegate Trim Table.

IAT WGate Trim

This value is only used in Open Loop and Closed Loop Boost Control modes.
Displays the amount of trim being added to the wastegate Duty Cycle from the IAT (Intake Air Temperature) Wastegate Trim Table.

Gear WGate Trim

This value is only used in Open Loop and Closed Loop Boost Control modes.
Displays the amount of trim being added to the wastegate Duty Cycle from the Gear Wastegate Trim Table.

GP WGate Trim
This value is only used in Open Loop and Closed Loop Boost Control modes.
Displays the amount of trim being added to the wastegate Duty Cycle from the GP (General Purpose) Wastegate Trim Table.

Dome Pressure
This value is only used in Dome Pressure Boost Control mode.
Displays the current pressure of the wastegate dome.

G4X and G5 ECU Tuning Functions > Runtime Values and States > Knock Control
Knock Control Runtimes
Knock System Status
Displays the current activity of the Knock Control system. The following states may be displayed:
· Active - The knock control system is working.
· Lockout - RPM Low - RPM is below the RPM Low Lockout setting.
· Lockout - RPM High - RPM is above the RPM High Lockout setting.
· Lockout - TPS Low - Throttle position is below the TP Low Lockout setting.
· Lockout - TPS Delta - The throttle has been suddenly opened or closed, knock Control is disabled during this time.
· Lockout < 500 RPM - Engine speed is less than 500 RPM, knock Control is disabled during cranking.
· Error - Knock control has failed to initialise, try restarting the ECU, contact tech support if the problem persists.
· Startup Lockout - The knock system is disabled during engine startup.
· OFF - Knock control turned off.
· Disabled - The Disable Digital Input is active and so knock is not operating at this point in time.
· Lockout - Launch Control - Launch Control is armed and it's limit is active Knock Control is disabled.

Knock Load Status

Note: This runtime is only used when using one of the Normalised knock modes (Normalised Ign, Normalised Fuel or Normalised Ign & Fuel).
This runtime status indicates whether the Knock Control system is currently treating the engine as stable or transient.
· Stable - All of the delta level settings are below their respective delta runtimes. The Knock Control considers the engine load and rpm to be stable.
· Changing RPM - The Engine Speed ROC is greater than the RPM Delta Level. The Knock Control considers the engine to be in a transient condition.
· Changing Load - The TPS Delta is greater than the TPS Delta Level OR MAP Delta is greater than the MAP Delta Level. The Knock Control considers the engine
to be in a transient condition.
· Changing RPM & Load - The Engine Speed ROC is greater than the RPM Delta Level AND (The TPS Delta is greater than the TPS Delta Level OR MAP Delta is
greater than the MAP Delta Level). The Knock Control considers the engine to be in a transient condition.
When Knock Control considers the engine to be in a transient condition the normalising filter rate is been changed to the Delta Learning Rate value and the Knock
Threshold Table value is multiplied by the Delta Threshold Gain.

Knock Threshold
The current value from the Knock Threshold Table. This is the level the knock signal will have to exceed before the knock ignition or fuel trim(s) are applied.

Knock Level Global

The general knock signal level of all cylinders combined.

Knock Level Normalised

Note: This runtime is only used when using one of the Normalised knock modes (Normalised Ign, Normalised Fuel or Normalised Ign & Fuel).
Displays the normalised version of Knock Level Global.

Knock Level Detected

Displays the current level of Knock, negative values if the Knock level value is below the Knock Threshold and positive values if it is above.

Ignition Trims, Fuel Trims and Ignition and Fuel Trims Modes:
Knock Level Detected = Knock Level Global - Knock Threshold

Normalised Ign, Normalised Fuel and Normalised Ign & Fuel Modes:
Knock Level Detected = Knock Level Normalised - Knock Threshold

Knock Engine Speed ROC, Knock TPS Delta & Knock MAP Delta

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These three runtimes values are the values from Engine Speed ROC, TPS Delta & MAP Delta respectively with the filtering specified by Knock Engine Speed ROC
Filter Level, Knock TPS Delta Filter Level & Knock MAP Delta Filter Level respectively. These values are used to determine when the engine is in transient conditions
which can trigger a higher knock threshold and faster update rate as well as changing the Knock Load Status.
Note: these values are 0 when Knock Mode is not set to one of the normalised modes.

Knock Table X Level

The individual knock signal level for this particular allocation.

Knock Count Global

The total number of times knock level has exceeded the knock threshold for all allocations. This will equal the sum of all the individual Knock Counter X runtime values.

Knock Table X Counter

The number of times the knock signal for this allocation has exceeded the knock threshold level

Knock I-Trim Cyl X

The amount (degrees) of ignition trim applied to the ignition angle of allocation X when the ECU, the value comes from the Knock Ignition Trim X Table.

Knock F-Trim Cyl X

The amount (%) of fuel trim applied to the effective PW of allocation X when the ECU, the value comes from the Knock Fuel Trim X Table.

G4X and G5 ECU Tuning Functions > Runtime Values and States > VVT Control
VVT Control
These are the VVT Runtime Values and Statuses, see VVT Control for more information on the VVT system.

Inlet/Exhaust Bank 1/2 Signal (Status)

This Exhaust Signal Status may show the following states:
· Ok - No faults detected with Cam Position Signals.
· No Signal - No Cam Position Signal Detected.
· Error: N Cam Pulse - Indicates that cam pulse N is not occurring at the expected engine position, N can be a value from 1-8.
· Error: Missing Pulses - Indicates that less than the expected number of pulses occurred.
· Error: Extra Pulses - Indicates that more than the expected number of pulses occurred.
· Error: Cannot Sync - The first pulse after TDC did not occur in the expected position.
· NA RPM Lockout - System disabled due to RPM lockout
· Error: Configuration - Indicates that there is something wrong with the configuration.
· Exhaust Retard Tooth Tolerance - Indicates that the cam position is outside of the allowed range. The allowed range is set using the Cam Tooth Tolerance
Settings.

For further assistance contact a Link Dealer.

Inlet/Exhaust Bank 1/2 Target

The target position the ECU is trying to achieve, the target comes from the active VVT Target table.

Inlet/Exhaust Bank 1/2 Position

This is the actual position of the cam. Note that this should be very close to that cams target position.

Inlet/Exhaust Bank 1/2 Solenoid

The current duty cycle (%) of the cam's position control solenoid.

Inlet/Exhaust Bank 1/2 Err Counter

This value counts errors that occur in the measurement of the cams position. This value should remain constant and not increase while the engine is running, errors
here could indicate incorrect setup of the cam channels digital input. Note that it is not uncommon to get 1 or 2 errors on engine start-up.

Inlet/Exhaust Bank 1/2 Sys Status

This Exhaust System Status may show the following states:
· OFF or RPM Zero - System OFF or disabled due to engine not running.
· Active - Cam control is currently active.
· RPM Lockout - Engine Speed below lockout level, cam control disabled.
· ECT Lockout- Engine Coolant Temperature below lockout level, cam control disabled.
· OFF: CAM Signal Error - Signal error detected, cam control disabled.
· OFF: CAM Test Running - Cam test running, cam control disabled.
· CAM Test - Error - There was an issue with the Cam Test.
· CAM Test - Hold RPM or ECT - Cam test turned on but not running as the RPM and/or ECT are below the lockout values.
· Startup Lockout - Engine isn't running or hasn't been running longer than the Startup Lockout time, cam control disabled.

Active Inlet/Exhaust Table

The VVT Target Table that is currently active (is being used for the target value).

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Cam Testing - Cam Angle #1-8

The position in crankshaft degrees After (cylinder 1) Top Dead Centre (ATDC) where the cam pulse appears. See Cam Angle Test for further details.

G4X and G5 ECU Tuning Functions > Runtime Values and States > Chassis and Body
Chassis and Body
Refer here for Virtual Fuel Tank Fuel Left.
Refer here for Alternator Control runtimes.

Gear Detection Runtimes

In Driving Gear
Displays a simple yes/no status as to whether or not the car is in a driving gear.
· No - Gear position is No Gear (0), Neutral (N), Park (P), Unknown Gear (-), the Clutch Switch is active or the Neutral/Park Switch is active.
· Yes - Gear position is Reverse (R), Drive (D), High (H), Low (L), 1, 2, 3, 4, 5, 6, 7 or 8 and the Clutch Switch is not active and the Neutral/Park Switch is not
active.

In Driving gear affects the Idle Drive trim and can be selected as the Speed Lockout Source in ISC which is useful for vehicles without a speed input wired into the
ECU.

Gear Ratio Status

Displays the status of the automatic RPM/Speed gear ratio calibration.
· OFF - Gear Detection Mode is off.
· KPH < 15 - wheel speed is too slow to calculate a gear position
· Calculating 1st Gear - Calibrating the 1st gear.
· Calculating 2nd Gear - Calibrating the 2nd gear.
· Calculating 3rd Gear - Calibrating the 3rd gear.
· Calculating 4th Gear - Calibrating the 4th gear.
· Calculating 5th Gear - Calibrating the 5th gear.
· Calculating 6th Gear - Calibrating the 6th gear.
· Calculating 7th Gear - Calibrating the 7th gear.
· Calculating 8th Gear - Calibrating the 8th gear.
· Finished - finished calibrating the selected gear.
· No Speed Input - Speed of selected input is 0kph, this means that either the wheels aren't moving or the speed input is setup incorrectly.
· Error - try again - Failed to calibrate the selected gear.

Gear Ratio Calc.

Displays the engine speed / wheel speed ratio. This value will only be non zero when using 'RPM/Speed' gear detection mode.

Gear (Status)
Displays the current gear. This gear value is used by the Shift Light, Boost Control, Gear Shift Control and the In Driving Gear status.
· 0 (no gear)
· 1
· 2
· 3
· 4
· 5
· 6
· 7
· 8
· P (Park)
· R (Reverse)
· N (Neutral)
· D (Drive)
· H (High)
· L (Low)
· - (Unknown Gear)

Current Gear Ratio

Displays the current Gear Ratio from the Gear Ratio Table based on the current Gear status. This can be used for calculating wheel speed based on a gear position
sensor on a sequential gearbox when the ratios are specified.

Gear Shifter Position (Status)

Displays the current gear shifter position. This status is used by some of the built in vehicle CAN modes such as the Ford BA Falcon and Nissan 350Z.
This status can only be set by CAN and doesn't explicitly affect anything other than some built in CAN modes.
· 0 (no gear)
· 1
· 2
· 3
· 4
· 5
· 6
· 7
· 8
· P (Park)
· R (Reverse)
· N (Neutral)
· D (Drive)
· H (High)
· L (Low)

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· M (Manual mode)
· M- (Manual mode shift down)
· M+ (Manual mode shift up)

AC Clutch Control Runtimes

AC Status
Displays the current status of the air conditioning control function.
· OFF - AC control is turned off
· Clutch Engaged - Air Conditioning compressor clutch engaged.
· Clutch Delay - The ECU is waiting to engage or dis-engage the compressor clutch as configured under AC Control.
· Pressure Low Lockout - The ECU has disabled AC compressor clutch engagement as the system pressure is too low and the AC Clutch has been
disengaged. This status can only occur in Full mode.
· Pressure High Lockout - The ECU has disabled AC compressor clutch engagement as the system pressure is too high and the AC Clutch has been
disengaged. This status can only occur in Full mode.
· Evaporator Cold Lockout - The AC evaporator has reached the minimum allowable temperature configured in AC Control and the AC Clutch has been
disengaged. This status can only occur in Full mode.
· TPS Clutch Release - The Throttle Position (Main) is above the lockout position configured in AC control and the AC Clutch has been disengaged.
· MAP Clutch Release - The Manifold Pressure is above the lockout pressure configured in AC control and the AC Clutch has been disengaged.
· Inj DC Clutch Release - The Injector Duty Cycle is above the lockout percentage configured in AC control and the AC Clutch has been disengaged.
· APS Clutch Release - The Accelerator Position (Main) is above the lockout position configured in AC control and the AC Clutch has been disengaged.
· Startup Lockout - The engine speed is under 400 RPM and the AC Clutch has been disengaged.
· Request OFF - The AC Request Status is OFF.
· Pressure Sensor Fault - There is an issue with the ac pressure signal or sensor and the AC Clutch has been disengaged. This status can only occur in Full
mode.
· Temperature Sensor Fault - There is an issue with the ac evaporator temperature signal or sensor and the AC Clutch has been disengaged. This status can
only occur in Full mode.

AC Clutch (Status)
Displays the status of the AC Clutch.
· OFF - The AC Clutch Output is not active or has not been set.
· ON - The AC Clutch Output is active.

AC Request (status)
Displays the status of the AC Request input
· Inactive - The input is set up but is not active.
· Active - The input is active.
· Off - The input has not been set up.

AC Pressure
Displays the current AC pressure. This will only be a non zero value when using Full mode with a Pressure Source selected.

AC Evaporator Temperature
Displays the current AC evaporator temperature. This will only be a non zero value when using Full mode with a Temperature Source selected.

Speed Sources Runtimes

LF/LR/RF/RR Wheel Speed
These runtimes display the current speed of their respective wheels.

Driving Wheel Speed

Displays the current speed of the selected Driving Wheel speed Source. This is the speed of the wheels being powered by the engine/drivetrain, this wheel speed is
greater than the Driven Wheel Speed when performing a burnout as the wheels are spinning faster than the car is rolling.

Driven Wheel Speed

Displays the current speed of the selected Driven Wheel speed Source. This is the speed of the wheels not being powered by the engine/drivetrain, this wheel speed is
based purely off of how fast the car is rolling over a surface

Acceleration
Displays the current rate of acceleration of the selected Acceleration Source.

Slip
Displays the current wheel speed slip based on the difference in speed between the driving and driven wheel speeds. More info here.

Starter Control Runtimes

Starter Control (status)
Displays the current status of the Starter Control function.
· Engine Stopped - The engine is not running.
· Cranking - The output is active and the ecu is trying to crank the engine.

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· Engine Running - The engine is running, there are two visibly identical statuses for engine is running, the second one is used by the Touch Start and Start/Stop
modes and is entered once the start button has been released.
· Failed to Start - The engine failed to start in the specified time, this status is used by the Touch Start mode.
· Engine Kill - The engine is being forcibly stopped due to either a lockout occurring while cranking or the start button beign pressed while the engine is running in
Touch Start or Start/Stop modes.
· Off - Starter Control is turned off.
· Startup Lockout - The engine is not running and the Start input is active but one of the lockouts is preventing the Starter output from activating.

Anti Theft Runtimes

Anti Theft (status)
Displays the current Anti Theft status. The Anti Theft status takes into account the CAN Anti-Theft Request and the selected Digital Input. The Anti Theft status can
also affect the Starter Control function.
· Inactive - Anti Theft is turned on but is not active.
· Active - Anti Theft is active and preventing the engine from running.
· Off - Anti Theft has not been turned on.

CAN Anti-Theft Request (status)

Displays the current Anti Theft state of the CAN Anti Theft Request status. Some built in vehicle CAN modes such as the Nissan 350Z can set the CAN Anti Theft
Request based on the factory immobiliser system.
· OFF - The CAN input is requesting that the engine can run.
· ON - The CAN input is requesting that the engine is immobilised.

Cruise Control Runtimes

Cruise Set Speed
This runtime is the speed the Cruise Control system will attempt to achieve and maintain once the Cruise Control Status changes to Active.

Cruise Control Status

Displays the current state of the Cruise Control function.
· OFF - Cruise Control is currently off, either the entire function is set to off or the Cruise On Switch hasn't been used to activate Cruise Control.
· Enabled - Cruise Control is enabled but not active, if the set or resume buttons are used and conditions are appropriate Cruise Control will become active.
· Active - Cruise Control is active and is controlling the vehicle speed.

Cruise Set Switch, Cruise Resume Switch, Cruise Cancel Switch, Cruise Decrease Speed Switch & Cruise On Switch
These Runtime statuses show the current state of each of the various Cruise Control switch inputs.

Misc Runtimes
Steering Position
Displays the current steering position, this runtime can only be set by CAN.

Steering Position ROC

Displays the rate of change of the steering position, this runtime can only be set by CAN (is not derived from the steering position runtime).

G4X and G5 ECU Tuning Functions > Runtime Values and States > Torque Management
Torque Management
For Traction Control Runtimes look here.

Torque Management Status

Displays the current status of the Torque Management function.
· Inactive - Torque Management is turned on but is currently adjusting engine torque.
· Active - Torque Management is on and actively adjusting Engine Torque.
· Off - Torque Management is turned off.

Estimated Torque
The estimated torque value that the engine is currently producing.

Torque Reduction Request

The current amount of torque that is being requested to be removed. This value is written to by the 350Z CAN stream for gearshift torque reduction.

Torque Request
The current torque being requested by the operator of the engine. This value comes from the Torque Request Table and is typically based on accelerator pedal
position and engine speed.

Modified Torque Request

The current Torque value that Torque Management Control is aiming for.

Torque Reduction Ignition Trim

The Ignition trim currently being applied by Torque Management.

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Torque Management Cut %

The Ignition cut currently being applied by Torque Management. They type of cut is set by the Cut Mode.

Torque Management Boost Trim

The Boost trim currently being applied by Torque Management.

Trq. Red. Ethrottle Trim

The E-Throttle trim currently being applied by Torque Management.
G4X and G5 ECU Tuning Functions > Runtime Values and States > ECU Status
ECU Status
12 Volt Internal
This shows the measured voltage of the ECUs 12V internal regulated voltage supply.

3.3V Internal
This shows the measured voltage of the ECUs 3.3V internal regulated voltage supply.

5V Analog Supply (Status)

The following are the possible states of the 5 volt external Analog supply status:

· OK - No faults detected.
· ERROR - Fault detected. Check wiring and sensors.

5V Out
This value shows the measured voltage on the ECUs 5V out supply. This supply is used to provide a reference voltage for sensors such as the MAPS sensor and TPS
and so it is important that this value remains close to 5V. A low voltage may indicate a wiring fault, sensor failure or ECU failure.

8V Out
This value shows the measured voltage on the ECUs 8V out supply. It is important that this value remains close to 8V, a low voltage may indicate a wiring fault, sensor
failure or ECU failure.

Aux 9/10 Status

The status of the supply voltage of Auxiliary Output 9/10, these Auxiliary Outputs require this pin to supply power to the drivers in order for them to operate correctly as
well as for high side driving.

Aux 9/10 Supply

The voltage reading of the Auxiliary Output 9/10 supply voltage, these Auxiliary Outputs require this pin to supply power to the drivers in order for them to operate
correctly as well as for high side driving.

ECU Temperature
This value shows the current ECU internal temperature. It is not recommended to operate the ECU at temperatures below -20 degrees C or above 70 degrees C.

Fault Codes (Status)

Stores the state all fault codes in a structure.

Fault Code Count

The number of fault codes currently active in the ECU. To view the fault codes click View > Event Log in PCLink.

Fuel Calculation (Status)

Displays the state of the ECUs fueling calculation. Errors can occur due to abnormal values entered in configuration options of fuel tables.
The following are the possible states of the Fuel Calculation Status:
· OK - No faults detected.
· ERROR LOW - Fuel calculation clamped at it's minimum value.
· ERROR HIGH - Fuel calculation clamped at it's maximum value.
· ERROR MAX DC - Maximum injector duty cycle reached.

Trigger 1&2 Arming

The actual measured arming voltage on trigger 1 & 2 respectively.

Dataflash Checksum
Indicates the status of the basemap and logging memory.

Hardware Block 1 (Status)

Indicates the status of the trigger hardware.

Hardware Block 2 (Status)

Indicates the status of the trigger 1 arming voltage hardware.

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Hardware Block 3 (Status)

Indicates the status of the trigger 2 arming voltage hardware.

Password Protection (Status)

Indicates whether or not password protection is currently active.

Table Allocation (Status)

Indicates if there was a fault while allocating tables.

Aux 11-16 Driver Status

Indicates if there is a problem with the aux 11-16 driver.

Database Error
indicates if there is a problem with the settings/runtimes database.

Database ID Error
indicates where in the settings/runtimes database the problem is.

G4X and G5 ECU Tuning Functions > Runtime Values and States > CAN
CAN
CAN Inputs
CAN DI 1-16 (Status)
These runtime statuses are digital inputs that are controlled via CAN. The available statuses for these functions are:
· Inactive - The input has been written to but is not currently active.
· Active - The input is active.
· Off - The input has not been written to since the last power cycle.
· Fault - The input has been written to previously but not in the last 2 seconds.

CAN DI1-8 Frequency

These runtime values are digital frequency inputs that are controlled via CAN. They display the value that has most recently been written to them and are 0 when they
haven't been written to since the last power cycle or when too much time has passed since the last CAN message wrote to them.

CAN Analog 1-8

These runtime values are analog inputs that are controlled via CAN. They display the value that has most recently been written to them and are 0 when they haven't
been written to since the last power cycle or when too much time has passed since the last CAN message wrote to them.

CAN TC Cylinder 1-8

These runtime values are thermocouple inputs that are controlled via CAN. They display the value that has most recently been written to them and are 0 when they
haven't been written to since the last power cycle or when too much time has passed since the last CAN message wrote to them.

CAN Aux 1-16 (Status)

Displays the current status of the respective CAN Aux. CAN Auxiliaries being used for PWM output show active when they are outputting any signal (Duty Cycle > 0).
The available statuses for these functions are:
· Inactive - The input is set up but is not active.
· Active - The input is active.
· Off - The input has not been set up.

CAN Aux 1-16 Frequency

Displays the current Frequency being set to the respective CAN Aux. Non zero values are only shown if the pin is being used for some form of PWM control, pins being
used for basic switching control show 0Hz Frequencies.

CAN Aux 1-16 Duty Cycle

Displays the current Duty Cycle being set to the respective CAN Aux. Non zero values are only shown if the pin is being used for some form of PWM control, pins being
used for basic switching control show 0% Duty Cycles.

CAN 1&2:
Receive HW Buffer Overrun (Status)
There are two possible states for this parameter:
· OK - No faults detected
· Error - Fault detected

Stuff Error (Status)

There are two possible states for this parameter:
· OK - No faults detected
· Error - Fault detected

Form Error (Status)

There are two possible states for this parameter:
· OK - No faults detected
· Error - Fault detected

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Acknowledge Error (Status)

There are two possible states for this parameter:
· OK - No faults detected
· Error - Fault detected

Bit Recessive Error (Status)

There are two possible states for this parameter:
· OK - No faults detected
· Error - Fault detected

Bit Dominant Error (Status)

There are two possible states for this parameter:
· OK - No faults detected
· Error - Fault detected

CRC Error (Status)

There are two possible states for this parameter:
· OK - No faults detected
· Error - Fault detected

Error Passive (Status)

There are two possible states for this parameter:
· OK - No faults detected
· Error - Fault detected

Bus Warning (Status)

There are two possible states for this parameter:
· OK - No faults detected
· Error - Fault detected

Bus Off (Status)

There are two possible states for this parameter:
· OK - No faults detected
· Error - Fault detected

Receive Error Counter

The number of receive errors.

Transmit Error Counter

The number of transmit errors.

Razor PDM:
PDM 1-4 Fault & Status Flags
Note: These runtimes require the ECU and the Razor PDM's CAN settings to be setup correctly as specified here.
The PDM Fault/Status flags words are single runtimes which contain information on all of that Razor PDM Output statuses. The fault word runtimes are 0 for each pin if
that pin isn't in fault and the status word runtimes are 0 for each pin if that pin isn't active. For the ADIO pins it doesn't matter if it is being used as an input or output, it
is treated the same. If you want to use an ADIO pin's status (or analog voltage or input frequency) in the ECU then select the appropriate ADIO setting and set it to the
desired CAN input in the PCLink ECU Settings Menu -> CAN -> PDM 1(or 2) settings menu.

Bit Individual Limit

Value
0 1 High Power Output 1
1 2 High Power Output 2
2 4 High Power Output 3
3 8 High Power Output 4
4 16 ADIO 1
5 32 ADIO 2
6 64 ADIO 3
7 128 ADIO 4
8 256 ADIO 5
9 512 ADIO 6
10 1024 ADIO 7
11 2048 ADIO 8

PDM 1-4 HP Out 1-4 Current

Note: These runtimes require the ECU and the Razor PDM's CAN settings to be setup correctly as specified here.
Displays the Current output of the PDM High Power pin in real time in Amps, negative Current values indicate current flowing into the pin.

PDM 1-4 Temperature

Note: These runtimes require the ECU and the Razor PDM's CAN settings to be setup correctly as specified here.
Displays the Current PDM Temperature.

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G4X and G5 ECU Tuning Functions > Runtime Values and States > GPS
GPS

GPS Status
This status indicates the Overall status of the GPS module, the GPS Fix Status below indicates the type of navigational data available.
· Off - The GPS functionality is turned off.
· Fault - An error has occured in the GPS module. If you are seeing this status please contact Link tech support.
· Acquiring - The GPS module is in the process of acquiring GPS Lock.
· Locked - The GPS module is providing navigational data, refer to 'GPS Fix Status' below for more details on the status of the type of navigational data available.
· Loss of Signal - The GPS module is providing navigational data based on the last known position, when in this state refer to the 'GPS Fix Status' to see if dead
reckoning is operating.
· Signal Fault - The GPS module has determined that there is an issue with the connected antenna or that no antenna is connected.

GPS Fix Status

This status displays the state of the navigational solution, i.e. whether it has completely locked on or is only able to use some GPS navigation features.
· None - There is no positional or GPS speed data available.
· Dead Reckoning - There is no current lock on any satellites but it is using accelerometer and gyroscope data to estimate current speed and position based on
last GPS lock. This is often seen when driving through a tunnel.
· 2D Fix - The Latitude and Longitude values have been determined but not enough information is available to determine height. In this situation GPS speed will
be in a 2D plane and not take into account changes in elevation.
· 3D Fix - The Latitude, Longitude and height values have been determined but 'Dead Reckoning' sensor calibration is still in progress.
· GNSS and Dead Reckoning - The Latitude, Longitude and height values have been determined and Dead Reckoning is operating.
· Time Only - UTC time has been determined but no positional or speed data is available.

Latitude
This runtime value displays the current GPS Latitude as a number of degrees North of the Equator (South of the Equator has negative values). This value sits between
90 and -90 degrees and has 7 decimal places.

Longitude
This runtime value displays the current GPS Longitude as a number of degrees East of the Prime Meridian (West of the Prime Meridian has negative values). This
value sits between 180 and -180 degrees and has 7 decimal places.

GPS Height
This runtime value displays the current vertical height above the WGS84 ellipsoid, this ellipsoid should approximate altitude above sea level.

GPS Speed
This runtime value displays the current velocity through 3D space.

GPS Heading
This is the current direction of travel on the horizontal plane with 0deg being true North.

GPS Horizontal Accuracy

This is the horizontal accuracy of the current Latitude and Longitude values.

GPS Vertical Accuracy

This is the accuracy of the current GPS Height value.

GPS UTC Time

This is the number of seconds since midnight at the start of the 1st of January 1960.
Note: This time doesn't take into account time zones.

GPS Number of Satellites

This is the current number of satellites that the GPS controller is currently locked onto and using for positional fix.

GPS Time Hour

This is the number of hours since the start of the day based on GPS UTC time plus the Time Zone Offset setting value. Note the Time Zone Offset needs to be
manually adjusted for daylight savings as it does not adjust automatically.

GPS Time Minute

This is the number of minutes since the start of the hour based on GPS UTC time plus the Time Zone Offset setting value.

GPS Time Hour

This is the number of seconds since the start of the minute based on GPS UTC time.

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G4X and G5 ECU Tuning Functions > Runtime Values and States > ECU Logging
ECU Logging
Logging Status
Gives an indication of the state of the ECU logging system. Options are:
· OFF - ECU Logging Mode is set to OFF or the ECU is not currently logging.
· Logging - Data is currently being logged to memory.
· Logger Armed - Logging is ready to log and waiting for new data.
· Logging Suspended - Logging has filled the current file and is temporarily suspended.
· No Log Channels Selected - Logging is trying to run but nothing has been selected to log.
· Error When Opening File - Logging has encountered an issue while trying to open a file.
· Error When Writing File - Logging has encountered an issue while trying to write to a file.
· Memory Full - On Board Memory is full.
· Memory Full: Overwriting - On board memory is full. The ECU is writing over the oldest logged data.

Log Memory Use (%)

The percentage of the on board memory used, when all of the onboard memory has been filled the ECU starts writing over the oldest logged data with the new logged
data.

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