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.

 

 

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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.

 

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ECT

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.

 

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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).

 

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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.

 

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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.

 

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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.

 

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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.

 

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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.

 

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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.

 

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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.

 

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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 CAN inputs can be found here.

 

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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 CAN inputs can be found here.

 

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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.

 

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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.

 

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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.

 

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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.

 

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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.

The following circuit can be replicated in other applications to achieve the same effect: