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Link G4+ fury vs Ecumaster emu black

Link G4 Plus Software Tutorial

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Discussion and questions related to the course Link G4 Software Tutorial

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Does anyone have any experience with these two ECUs to compair them head to head? That are the pros and cons of both?


ECU Master from my experience and other tuners review :

Pros :

-Great bang for the bucks

-Easy to navigate interface and setup

-Great DBW functionality

-User selectable Pull Up/Pull Down Resistors on Analog Input

-Company is expanding, customer support is good via email and a Facebook Group.

-CAN enabled with user selectable 120ohm resistor

-2x EGT inputs

Cons :

-No Internal logging

-No General Purpose I/O, but you can re-assign some unused inputs

-You can't remove or add breakpoint in the tables, so rescaling is a bit more time consuming

-Some people complain about the ECU Connectors. I personally broke a few tabs while de-pining, so just be careful.

-If I recall correctly, they had some problems with the onboard wideband controller. Never experienced it myself.

Andre did an un-boxing video if you haven't seen it : https://www.youtube.com/watch?v=ovp2sMvT-JU

I haven't personally worked with the Link ECU. But I'm sure some people will chime in as it is a popular ECU!

Thanks a lot, Frank.

G4+ Fury has been replaced by G4X Fury. Is the one you are considering definitely a G4+?

Not really- just gathering information on options...

Ok, obviously I work for Link so you could say I have some bias. I do however have reasonable experience with most of the common ECU brands and a few of the higher-end brands as well, I have my own dyno and tune a large range of different stuff in my own time and have done so for 20 years or so. ECU master is not very common down here in NZ, but I have tuned a couple of them - one was a black and one of the classics, both on basic low budget circuit cars with not much functionality and not very challenging in terms of the level of control they needed.

What is the intended application, or what sort of applications are you interested in? Rather than me listing off a whole load of stuff that may not even be relevant to you, if I know what you want to do with it I might be able to give a more useful reply.

The intention is to build 750-800 hp drift car...

Ok thanks. My opinion - and Im trying to be subjective and give my honest feedback as someone that has used both in similar situations. Obviously I have tuned many more Links than ECU master so there are likely some small tricks I have missed due to experience and I have more experience to share about Link.

The ECU Master is quite a bit more basic than the Fury but will still run an engine well depending on the level of functions you need. For many of the basic core functions I would probably put it somewhere between our old G4 and G4+ generation ECUs in terms of functionality and control effectiveness based on my experience. But obviously quite a bit cheaper than the G4X Fury too. Frank mentioned above already many of the same "cons" that I remember, the tables were definitely a pain in the arse, with many of the axes all linked together - I cant remember the exact behaviour - but for instance you had to have the same axis on the ignition table, fuel table and lambda target table - if you wanted to change one you had to change them all. Table Axes are all fixed - ie you cant put say TP Vs RPM on your VVT table and MAP Vs RPM on your fuel table. PWM was very limited, only 1 or 2 outputs from memory. Only 2 VVT cams or 1 Vanos cam. There were a few functions that are done very weird and I found difficult to understand such as the injector timing being linked to ignition events...

In ECU Masters favour, they do have a couple of cool functions that Link dont currently have such as direct integration with CAN keypads (hopefully coming soon in Link) and basic DSG integration for the VW FWD gearboxes.

The G4X Fury in my opinion is quite a bit higher-end, even starting right at the core with all the critical engine position based scheduling being done by an independent degrees based processing unit so control of all critical synchronous processes such as ignition timing, knock control, vvt etc is highly accurate under transient conditions. The ignition timing on the G4X is as stable as I have seen on any ecu - comparable to the very high-end stuff. The IO is far more flexible, most inputs or outputs can come from a physical pin, a CAN message, a "virtual pin" or a custom math channel. Very effective advanced adaptive knock control. 500MB of onboard logging with rates up to 1000Hz. Far more complete fuel model with short PW correction, asynchronous injection etc. Everything is more flexible, basically you can have any parameter you like on the axes of any table - you can even "stack" tables, so for instance you can have the output of one 3D table as the axis of another 3D table, or as another example, a math channel that is taking 4 variables, computing them into something else and using that result to control the table lookup... There are a few nice to have functions for diagnostics such as proper analog trigger scope, ability to test outputs, injectors, ignition, view pin voltages etc.

In terms of what you need for a drift application - in general I would say that most drift applications don't have particularly complex or sensitive requirements. Some functions that are critical in some other motorsports such as gear shift control or traction control in this case is not going to be a big factor. Both ECU's will be able to run the engine quite satisfactorily and safely and probably produce similar power. There may be some small detectable improvements in heavy transients to be had with the Link due to the asynchronous fuel and the ignition timing control. If it is for your own personal car, my feeling from reading some of your posts in the past you seem to have a good level of technical knowledge so I think you will probably enjoy some of the extra flexibility that the Link offers as many things you can "do it your own way" rather than being locked into a fixed function that only works how the manufacture designed it to work. Of course with more flexibility also generally comes more complexity and tuning time.

Thank you very much. Really appreciate your time and feedback.

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