Practical Standalone Tuning: Introduction
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Introduction
05.58
| 00:00 | In this worked example we're going to be covering the process of applying the HPA 10 step tuning process to Link's G5 Voodoo Neo6 ECU. |
| 00:09 | And at the time of filming this is their latest release product. |
| 00:13 | For anyone who's come from previous Link products such as the Link G4 Plus and G4X, this is still going to have a very similar look and feel. |
| 00:23 | The actual tuning process does not differ too much between these ECUs, but there are some subtle differences that we will be covering off. |
| 00:31 | One of the biggest aspects of the G5 ECU range we won't unfortunately be able to leverage inside of this worked example and that aspect is the fact that this ECU is designed around controlling direct injected engines. |
| 00:46 | So, the G5 you could argue possibly slightly wasted on our Mitsubishi Evo 9, however we'll still be covering the tuning process and the setup process, at a later point we will also be covering a worked example using this brand of ECU on a direct injected engine. |
| 01:02 | Now, one of the noticeable changes with the G5 range of ECUs is that Link have introduced what they refer to as an ADIO pin. |
| 01:11 | And this is essentially a universal pin on the ECU header. |
| 01:15 | It can be set up as an analogue or digital input or an output. |
| 01:19 | So, this gives us a little bit more flexibility in how we assign inputs and outputs and you'll see as we go through the worked example, the process of configuring these in the ECU. |
| 01:29 | The other aspect that we're going to cover off within this particular worked example is that we will be using Link's modelled fuel equation. |
| 01:36 | Now, we do have other worked examples covering this, the modelled fuel equation is a Link lingo for a volumetric efficiency fuel model. |
| 01:43 | This can be a little bit tricky on something like our Evo 9 here because we are running essentially a almost stock configuration including fuel pump, fuel pressure regulator and injectors. |
| 01:54 | Getting the fuel set up for a volumetric efficiency fuel model dialled in properly really does require accurate characterisation data for the injectors. |
| 02:03 | And unfortunately this is something that's very difficult to get for older factory injectors like the ones fitted to the 4G63 here. |
| 02:11 | So, as we go, you'll see how we can deal with this when this data is potentially not available. |
| 02:17 | Of course, if you're upgrading to aftermarket injectors from someone like Injector Dynamics, this data will be available in a drop in format, so it's really just plug and play into the ECU, again we'll cover those options. |
| 02:29 | The Mitsubishi Evo 9 is fitted with Mitsubishi's MiVec system which is Mitsubishi lingo for continuously variable cam control on the intake cam only. |
| 02:40 | For the purposes of keeping this worked example manageable and as simple as we can, we will not be covering the tuning aspect of the variable valve timing. |
| 02:49 | We do have a separate course on variable valve timing if you're interested in learning more and we also have several webinars in our archive that you can look through to get a better idea of how to correctly configure and optimise the variable valve timing. |
| 03:05 | Just a little bit about the car, as I've already mentioned, it is essentially stock standard, the engine is 100% stock, it's simply fitted with a turbo back 3 inch exhaust system, high flow catalytic converter and an aftermarket intake air filter. |
| 03:18 | So, realistically a very mild configuration, the turbocharger itself is 100% stock as is the boost control system. |
| 03:27 | Now, with this vehicle it is still fitted with Mitsubishi's stock standard MAP sensor, manifold absolute pressure sensor. |
| 03:34 | These are a 3 bar sensor which is going to be well within the range of the boost we expect to run. |
| 03:39 | We're expecting we'll probably end up with this tapping out around about 20 psi peak. |
| 03:44 | And because it is a stock turbocharger, the sizing of that turbocharger becomes restrictive at higher RPM, so it's normal that we would expect to see that boost taper away once we hit peak boost and continue to rise in the RPM range. |
| 03:59 | Another aspect that's just worth covering is the fuel that we're going to be running on here, this is a locally available fuel which is rated at 100 plus octane. |
| 04:08 | Of all the fuels that I have tuned on here in New Zealand, I've found this to be far and away the best fuel that we have available at the pump. |
| 04:15 | Obviously, race fuels will exceed its capabilities as will E85, but this is an exceptionally good fuel. |
| 04:22 | And a word of warning here, the 4G63 engine on lower grades of pump fuel does tend to be very knock sensitive, particularly around peak torque. |
| 04:31 | With the 100 plus we're expecting that we should be potentially even able to tune right up to MBT but we'll also be using audio knock detection equipment as we go and I highly recommend as always that everyone tuning any engine does exactly the same to ensure that you can detect the onset of detonation and then make the required tuning changes in order to prevent that. |
| 04:54 | I just want to quickly cover off how we've installed the Link G5 ECU here because this is a universal wiring ECU, it is not currently available as a plug and play option for the Evo 9. |
| 05:06 | So, we have wired this in via a relatively simple adapter harness. |
| 05:10 | Anyone with some basic understanding of automotive wiring would be able to do the same. |
| 05:15 | I just raise this because obviously if you are looking at an ECU option for your own Mitsubishi Evo 9, it would be probably a more sensible option to choose Link's previous option which is available as a plug and play board that goes within the factory ECU casing. |
| 05:32 | This would actually work out to be a cheaper option of getting a programmable ECU into your car. |
| 05:37 | The only reason we have gone to this trouble is simply to be able to demonstrate the process of tuning on the G5 platform. |
| 05:47 | So, now that we've got a good understanding of the car, the ECU and what we're trying to achieve here, let's move on to the first step of our process. |
