Fastrotor

Hmm, strange, ..... well at least your seeing the same results, so thats re-assuring for me, thanks for the feedback. God i LOVE the interpolate, and "copyright" haha Simple little things that just make life SOOO much easier. Oh yeah.... i called past the dyno on way home and tried to pull a log.... and his laptop did connect , however when trying to save a log, it saved nothing, and after a few tries it locked up and said firmware needs reloading or something... and i shit as i had to pick up stepdaughter in 10 mins. But a power off sorted it ..... i did have 4.2.1 however so i did upgrade to 4.3.4. So got me stuffed why my lappy doesnt work in datalog or update... only pclink.. weird. will try it again tomorrow with new firmware inplace. Gary

I just loaded the map and re-checked and mine is -95 also Guilt...... so thats a good confirmation. I assume your CAS is central in the slots ? Ok, here is reason i was worried...... on 20psi , i was up to 27 deg timing ! On the GTST link, it was more like 15 deg ..... So it took me abit to realise and try raising timing in the maps to obtain previous numbers. So that had me scratching my head and rechecking ALOT. And since the CAS was intially rotated CCW fully, timing out of the box was about 45 when ref was 10 !! No wonder it was so responsive on throttle blip...... Gary

And just to comment on the data..... even though you botched the drag car run with the antilag , its obviously alot smoother.... whereas your having to be on /off throttle alot more with the ute run..... So maybe you need to try a lower rpm limit to reduce crazy wheelspin on launch for when it does boost up properly ? Obviously wheelspin is always going to be there with your power, but the drag car runs shows higher boost and more consistent, so if you can get this with the more instant responce of the dato run...... This is on pump fuel too isnt it ?? Gary

Guilt, any chance of getting a copy of your actual vipec/g4 log file ? Gary Ps Can you suggest any help for me in the vipec thread ?

Good stuff Pete. I am going to bung the inlet and pump in 20 psi and check for leaks also, as this could be happening to me also. Might go the reverse way and do the same for the exhaust. Gary

I'll let you know if i find anything of course ! You going to towers ? Where was the leak ? My pcv hose is split and needs replacing i noticed on sat. Gary

Just cause i can switch it into snow mode and then put the t-bar in 2nd and it never jumps out of 2nd.... you can floor it happily and load up against dyno before a run. Yes the torque is getting pretty extreme though..... although it doesnt spin on the dyno. ! Hops up on the roller pretty decently though.... i should get a video. So wheelspin out of the way, its just falling over. Once i measure the TIP pressure i'll make a decision from there. Will try to get to drags soon. Charters Towers 1/8 mile social meet is on in 2 weeks... but then i'll do a full quarter run and see if its improved from best run. 740's are at 73% duty cycle, at 11.8 AFR. Oh, and intially it felt like crap on the street, however, its the only known problem with the Vipec/LINK G4 , in that with the autos, the factory applies +12v to the tps SWITCH (for auto comp), whereas the Vipec/G4 only puts 5V.... So auto comp thinks car is at idle always and changes very early, and takes a while to go to first once stopped.... ie stop sign might see you taking off in 2nd !! Manual shifting got it lighting tyres again.... will rewire that wire when i get a chance Gary

Got onto dyno this sat to have a play. Found a few weird things with timing with the New G4 Link .... still looking into them.. however, as much as i tried, i could only get 257 RWKW (1417 N.M in 2nd gear) ..... so HKS manifold and proper .63 Turbonetic housing didn't do much.... Shame..... Still think i have a problem..... yet to check cam timing to verify 100% there not a tooth out etc, and also , test the TIP (turbine inlet pressure), and the HKS now has a threaded hole at the collector to measure it..... to glean if the housing is simply out of puff... The other variable is the auto/histall..... but a few others have made more on a very similar auto ... abeilt with bigger turbo... Im very tempted to try to swap in a stock converter for a run..... just see what happens. Anyway, running on link's internal map now , so using the 2.5bar link map sensor plugged into old MAF wiring (as used in GTST LINK) , for a second GP Pressure sensor, just need to T it into the turbo outlet to check full cooler and piping loss. Did i mention i love the new link G4 ??? Until next time ! Gary

And when are they going to bring back closed loop boost control !! Gary

For those who have actually tuned a rb25det with the V44 or G4 plugin, when you set up your timing , assuming your CAS bolts are halfway in the slots... what trigger offset did you end up with ??? Out of the box, it had -82 on mine. Initially my CAS was rotated far as it could go counter clockwise, and i ended up with around -113 to get the 10deg to match the crank. I rotated the CAS to halfway in the slots, (was told that is where most are located stock), and ended up with around -96 to achieve correct timing. I assume this will give me abit of an idea if my cam timing is out a tooth or not compared to others..... (im chasing probs) Also, new problem.... just went out to car and tried to pull the logs... says it cant connect..... firmware update cant connect either..... PCLINK connects fine though..... Removed all usb drivers and reinstalled etc and pclink..... same problem. (I did log in and pull on log off today on dyno using mates laptop, so could just be something with mine... just thought id ask incase someone else has similar and worked it out. Gary

Im the same, with "PAL" ...

Yes i know that Titan, but i want to still use the second map sensor as a general pressure sensor, but it only gives you the choice of a cal table, and it would be good to still be able to select "link 2.5bar" etc Sorry, it was misleading of me to say MAP(main) and MAP(GP) .... obviously there is only one map..... just be nice to have the same selection list of sensor types as well as a cal table. Gary

Oh and while im typing.. got a problem i wonder if any of you guys have sorted out.... if not i'll ask LINK to change in an update Ok, say you want to keep using the MAP sensor in the engine bay connected to the old MAF plug. Now this comes in on AN4 .... The problem i have is this If i want to use the ext map, i have two options.... i can call the int map GP Pressure and call AN4 MAP , and link 2.5Bar That way the fuel table sees the AN4 MAP.... If there both named MAP, it picks the first one, ie internal one. The problem i have is i think they need to have MAP(MAIN) and MAP(GENERAL PURPOSE) in the select list.... Be abit easier. The drama is that if you select GP Pressure, that you can only select a CAL table, not just select from the map sensor type list as well....(ie link 2.5 bar) Am i missing something ? Gary

Its great they have finally made every in and out configurable to suit what WE want.... unlike the old days with the G1's etc where , this output is thermofan ...... and thermofan only (or whatever if your happy with the triggering conditions they dictated) I look forward to the day you can have an option for advanced tuners to be able to enter boolean tables etc , so ANYTHING is possible.... not just what they dream up..... ie you need 5 conditions met to turn on an aux out.... but they only give you 3 ... Another words, whatever weird combo you can dream up, you can do simply (!!) by writing the formula...... not selecting drop down boxes which locks you into what they offer only. Yes i know its probably rare for 90% of tuners... but im sure some of you guys have had situations where you could have done something cool if only the options were there to utilise the in/outs you had spare. Gary

Excellent, thanks for the conformation TiTan Gary

Someone mentioned previously in this thread about it being called a V66 (by forums guys) cause it has 6 injector outputs... But it actually has 8 by the looks. Inj 7 is used to drive the Idle solenoid on gtst. Inj 8 is not greyed out so i assume it could be used if you ran a wire I will be running a few wires to make use of the spare in's and outs not available on the expansion connector (ie GTR second AFM input not used in gtst. Gary

Holy crap, thats not half scary that it was just random ! Bit of a worry for us all !! Gary.

How the hell do you ahieve that dirt ?? Im feeling i'll thinking about it either way ! Get well soon mate. You can't miss powercruise ! Ps Want to see lots of nice video guilt..... anyone got a decent camera not just a phone cam ? Gary

Guilt, did you monitor the pressure under boost to see if it stayed 1:1 from the base ? Just asking as there is a guy in the RB25DET turbo upgrade thread with 555cc nismo's doing 320rwkw on E85... Gary

Runs in an auto find Brendan. No, it doesn't do shift compensation, (ie pull timing on a shift to reduce the kick and motor loading while being pulled back down in revs on a change) I just upgraded my original GTST LINK plugin to the new G4 Plugin (same as V44 hardware) and its perfect. Throttle response is alot better , even out of the box once fuel maps %'d down to suit the 740cc's. Gary

Just a mini update. I have swapped out the 550cc nismos for a set of 740cc nismo's. And the new LINK G4 Plugin has finally arrived and i installed it, with the aux cable as well for extra inputs. What a nice bit of gear. I was previously running the LINK GTST Plugin, and this is so much better, finally all the features i want ! Throttle response is much better... something that was bothering me prior. Hopefully on dyno this saturday if its avail to me. Still have to swap out the 040 bosch pump for a walbro. The bosch ran out of flow previously, so im going to try a genuine walbro to see how it goes. I measured the pump voltage first just to make sure the supply wasnt crook. (i have already earthed out the negative to bypass the switching). And volts were 13.6 odd. I even pumped in 30 psi into the actuator to load the pump, and volts were stable.... so definately will change it this week. Ok, stay tuned ! Gary

mine finally arrived this week. To the original poster...... the new ones are just a "G4 plugin" to suit a gtst.... The very first plugin was called the "GTS LINK" This is alot older. just check if your looking to buy one you dont get conned. I just replaced my GTS Link with the new G4 plugin.

Have you had any trouble ordering the Links URAS ? Mine is finally getting here 4months after ordering it ! Apparently there selling well, and sending to those putting in large orders first.

Thanks Djr81 ! Ok, i didn't notice they were for incompressible liquids, was just trying to work it out best i could given internet resources, and i am electroincs based Appreciate your help.... so it will be worth while cutting and swapping the piping on my setup. I guess another option would be to go to a downflow cooler.... reduce piping by about a meter ! Yes i know shorter is better , but i don't want to cut the D/S guard at this point. The inlet to turbo is now full 4" with 4" * 8" long K&N pod. Have not made air box yet as i wish to prove i have eliminated power ceiling i am having trouble cracking. Dyno with bonnet up should negate most effect of excess temp into turbo. Once done i will fabricate a fully enclosed airbox, not just a half arsed "shield" as most seem to be. Gary

I think i got far to technical in the first post, so i rewrote it to ask what i want to know directly below OK, heres the scenario. You have a turbocharger pumping into piping , then into the cooler then on to the plenum. Where is a better position for the cooler, closer to the turbo or plenum ? Assuming overall pipe length and size had to stay same. ie Long hot side, short cold OR vice versa. For example TURBO------#INTERCOOLER#-----------------------------PLENUM OR TURBO------------------------------#INTERCOOLER#-----PLENUM Which configuration would effect the least OVERALL pressure drop ?? ps Before anyone says your constrained by physical location on vehicle anyway, my piping both come from the P/S, there for you have the option of short or long pipe run.... so i want to know if hot compressed gas drops more pressure than the cooler but similar pressure gas So djr81, your saying in effect the the cooler closest to the turbo is best ?? Gary