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3.5L Ecoboost G5 HPFP setup and Trigger setup

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Hello everyone. We are working on getting the new G5 Voodoo on this race truck. I have the read through the worked files and can do the HPFP settings. But coming off our Life racing program. The settings for the trigger setup and HPFP setup are completely different from what the Link ECU wants. I am assuming a few things but need to understand. In our Life racing software. We setup the Exhaust cam timing solenoids to be wired both banks on one output from the Life. Link is asking to follow a different structure. I am also assuming that the Link will want one of the banks to be on trigger two so we can properly set Injection timing for both DI and PI.

Just want to verify before setting everything up. 58 tooth on the crank. Not 100% sure on the CAM but understand that we are using ratio of the A and B cams for the Life. Sorry for the ignorance here. Just a few things to sort out before going to fire.

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I hope someone on here has experience with that in particular and they'll chime in, but I would reach out to Link directly for assistance since this is something pretty new which users here might not have done yet.

Have you confirmed Link has a trigger mode that supports your engine? At a glance, I don't see one named in a manner that suggests it would match your application, but there is a generic multi tooth missing mode if you have a 58-1 wheel for example.

I don't generally see the generic mode working on newer engines with VVT though, because they tend to have multiple cam teeth spaced in a manner that a custom trigger mode is required. I'm sorry I'm not more help on this one, but I'd start there with Link and see what info they can provide for you. I actually own a truck with that engine, but it's just my daily/tow vehicle so I've left it basically stock.

Please let us know what you find and have a great day.

This is what I was thinking. I need to address this with Link and get them to do a custom setup. Especially since we will have cam control on all four camshafts. It will be nice though as this is a popular engine and definitely will be of use. I think I can get it done with the custom setup though.

I will post back here once I get it all going. I believe the Mazda trigger system is very similar to this. But once I scope it out it should make more sense. Especially on the DI pump settings. Most of which I have gathered from the Factory tune settings and data through HP Tuners.

Cheers for the Reply!

Yup the built in scope function will get you the data they need for triggering, VVT sensing, then you have some additional details on the HPFP to help with that portion. Please let us know how it goes.

You will probably get quicker support on the Link forum as I only have a browse in this one about once a week or so when I get a chance.

Im reasonably familiar with Life, although more so port injection than DI experience with their ECU's. The trigger and VVT are nothing special as far as I know, it will work with the existing trigger modes and generic tools in Link.

The "58 tooth" crank you mention is more commonly called "60-2". This would be set up in Link as Multitooth/missing mode, trig 1 tooth count 60, missing teeth 2, number of gaps 1. Sync tooth will be determined from a scope capture.

A couple of scope captures from "3.5l Ecoboost" engines I have show a "6-1-1" pattern on all 4 cams. Assuming this is what your engine has, you can connect any cam to trig 2. We would use "cam pulse window" sync mode for this. This is explained in the help file but we can help you with setting that up once you have it wired and do a scope capture.

Your comment "We setup the Exhaust cam timing solenoids to be wired both banks on one output from the Life" doesnt sound correct. That would only work for an open loop "switched VTC" type system where it is either home or fully retarded - not closed loop fully variable VVT which I thought this engine would have. If the exhaust cams are fully variable then they will need the solenoids controlled separately.

In terms of HPFP setup, in Life you program each lobe start point and the lobe length, the pump feed-forward base calculation then just considers the pump output is linear between these two min and max points. But since in real life (well road car based engines anyhow) it very much isn't, you then have the aditional "Final Duty Linearisation" table which is a fudge factor put on top of the feed-forward to correct for the non-linear shape of the lobe profile. In Link the feed forward comes from the "Pump Calibration" table which is effectively the measured lobe profile of the working side of a single lobe and a single "lobe centerline" value (which can be for any lobe since they are equally spaced). Road car based engines which typically have big quieting ramps designed into the lobe profile arent linear at all, so it is best to measure these with a degree wheel and DTI and enter real/known values into the cal table. The help file describes how to measure this. We have some 4cyl ecoboost profiles but I suspect the V6 will likely be different.

For interest, here is a 2URGSE profile Vs a Bosch specified race engine profile below it. I suspect you could treat the race profile as a straight line which is probably what Life was originally based around.

Had to edit a few times trying to get the images to show properly...

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