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Link has more resolution on the tuning, more capabilities as far as MAP and speed density tuning instead of the MAF and interesting tuning logic that Nissan uses. It also has more failsafe and features to keep you from grenading the block if something goes wrong. I find that while the link tuning has more levels to adjust, it is easier and makes more sense than some of the things in uprev, especially when getting into really big injector changes.
Link is more expensive and probably a bit more work involved to get it set up before getting to a tuner. Link is also not an option for HR motor cars.
Grey - you are assigning a defination that may be correct in some context - but not in this instance
one rotation (staring at TDC) is the piston moving down and drawing in air, then moving up and compressing said air
one revolution is (starting at TDC) is the piston moving down and drawing in air, then moving up and comrpessing said air, (cue the spark & combustion event), combustion pushing the piston down, and then the piston coming back up pushing exhaust gas up and out of the valves.
Sorry to bring this thread down … please resume the lesson…
With your statement here it would mean when my tachometer is reading 7000 RPM (revolutions per minute) on the dash, each piston is actually going up and back down 14,000 per minute... Is that your understanding @bealljk ?
Im not sure how exactly the tachometer relates to the crankshaft rotation - I dont know that answer.
In terms of engines - one engine revolution is 4 cycles (suck, squeeze, bang, blow) which is differnet than one rotatation of the crankshaft.
Thats a good question -
I think (after talking to a few car buddies/truck nerds) in reality, the tachometer doesnt measure revolutions (in the 4 cycle sense). It’s measuring rotations. A little misnomer in that the tach is measuring revolutions. So maybe Uprev is right!!!!!!
Ok, I know MAP is better for tuning than MAF, in a real world scenario with 1000cc injectors and 450ish whp is That advantage significant enough to ditch UpRev?
Also, can Link run as smooth and "flawless" as OEM, and as a side note can you still pass emissions that check OBDII?
Ok, I know MAP is better for tuning than MAF, in a real world scenario with 1000cc injectors and 450ish whp is That advantage significant enough to ditch UpRev?
Also, can Link run as smooth and "flawless" as OEM, and as a side note can you still pass emissions that check OBDII?
I think for those goals, uprev is easier. I do not believe you can pass emissions with Link.
unless you are planning e85, 1000cc injectors are overkill for 450hp
I’ve never had issues with Link and it’s operating system and I think for all intents & purposes it runs as smooth as OEM.
I probably would jump from Uprev to Link for a 450hp build unless you really wanted the features that Link has.
No, it wont pass OBD2 check style emissions.
so best case I'd have to get tuned on both and swap every 2 years for testing, unless I can get an exemption or something. Seems like way too much work to do, anything you are aware of that could piggyback off UpRev to add more safety features?
It would be very difficult bc the Link would require you to re-purpose (as many circuits as you need/want) such sensors as the evap, AC pressure sensor, oxygen sensors, etc.
My engine-rescue features use OEM wires/circuits to bring that signal in and use it accordingly … does that make sense?
So swapping every two years would mean more than just changing out the ECUs & tunes …
I’ve heard people running uprev-equiped OEM ecus and then using a haltech piggy back which has a very rudemetric rescue feature but I am not knowledgable on it. Back when I weighed my options between the Haltech piggy and the Link standalone I scratched the surface on what Haltech offered (on their piggyback) and it was a such a vast contrast that it didnt make sense to keep haltech (if I was putting a high priority on the rescue features).
The haltech also had some inherient issues with camshaft/VVT connectivity, no idle control, middle-school datalogging features, etc … and not to say that haltech is bad… it was circa-early-2000 technology.
With your statement here it would mean when my tachometer is reading 7000 RPM (revolutions per minute) on the dash, each piston is actually going up and back down 14,000 per minute... Is that your understanding @bealljk ?
When your tach says 7000 RPMS, it means your crank is doing ONE 360* rotation 7000 times in one second. Its dumb i know they are mixing the lingo.
It would be very difficult bc the Link would require you to re-purpose (as many circuits as you need/want) such sensors as the evap, AC pressure sensor, oxygen sensors, etc.
My engine-rescue features use OEM wires/circuits to bring that signal in and use it accordingly … does that make sense?
So swapping every two years would mean more than just changing out the ECUs & tunes …
I’ve heard people running uprev-equiped OEM ecus and then using a haltech piggy back which has a very rudemetric rescue feature but I am not knowledgable on it. Back when I weighed my options between the Haltech piggy and the Link standalone I scratched the surface on what Haltech offered (on their piggyback) and it was a such a vast contrast that it didnt make sense to keep haltech (if I was putting a high priority on the rescue features).
The haltech also had some inherient issues with camshaft/VVT connectivity, no idle control, middle-school datalogging features, etc … and not to say that haltech is bad… it was circa-early-2000 technology.
No I have not.
So if I get this right you mean emissions circuits get repurposed for safety?
I guess I'll have to look into exemptions here or just run UpRev, I suppose i can just use guages and common sense as a means of protecting the engine lol.
oil temp/press, coolant temp, AFR, anything else you suggest?
also what is your take on the Z1 injectors, they claim they are matched to VQs?
I feel dumber for having read this discussion.
RPM refers to revolutions or rotations of the crankshaft per minute, the terms are synonyms.
The camshafts in a 4 stroke engine revolve at half of the crankshaft speed.
At 7000 RPM crank speed the camshafts do 3500 rotations per minute and therefore there are 3500 full cycles (intake-compression-combustion-exhaust) per minute.
I feel dumber for having read this discussion.
RPM refers to revolutions or rotations of the crankshaft per minute, the terms are synonyms.
The camshafts in a 4 stroke engine revolve at half of the crankshaft speed.
At 7000 RPM crank speed the camshafts do 3500 rotations per minute and therefore there are 3500 full cycles (intake-compression-combustion-exhaust) per minute.
Completely agree. Rotations and revolutions are synonymous.
Cycles are equal to cam revolutions and are half the crank revolutions.
