Link Xtreme Black G4+ Standalone ECU

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  • Regular price £1,392.00

Read more about our Fitting, Wiring and Mapping service HERE 

The Link G4+ range of engine management systems are already well known for delivering class-leading performance without sacrificing factory levels of drivability.

 The Link G4+ Xtreme is the top model in the G4+ wire-in ECU range. With 8 injector drives & 8 ignition drives, this ECU is perfect for almost any engine with up to 8 cylinders. The Xtreme can also run engines with up to 12 cylinders using group-fire injection and a

There are many great new features with the (black box). Here are some to skite about

  • A beautiful new robust metal enclosure
  • Integrated mounting bracket that is invisible once mounted (easily unclipped with release holes)
  • Peak and hold injection, user definable, 4 amp peak, 1 amp hold
  • Mixture map, closed loop fuel correction. Automatic control via two O2 sensors
  • OBDII compatibility

Upgrades Are Now Included:

  • E-throttle. Previously an upgrade for the red Xtreme e-throttle is now standard in the G4+ Xtreme black ECU. Use any e-throttle and pedal combination. Fully programmable e-throttle control complete with gear shift control and throttle blips
  • Knock. Internal digital knock "windowing". Detects knock using factory or after market knock sensors
  • Logging. Was 15 channels, now 25 channels of logging included
  • CAN. Now user defined and supports two independent CAN modules
  • Traction Control. Controlled tyre slip to improve vehicle safety, driveability and performance.


  • Eight saturated injection drives, eight ignition outputs, 11 analog volt inputs, 10 digital inputs, 10 auxiliary outputs *
  • Four temperature inputs
  • Two, thirty four pin, waterproof connectors
  • External, 3, 4, 5 or 7 bar, (sold separately)
  • CAN / RS232 port
  • Fast tuning with keyboard driven commands
  • Six hundred pages of help on "right-click"
  • Powerful logging analysis built into PCLink
  • Tabbed, user configurable layout

 Click HERE for software download -

  • Four stroke, two stroke, and rotary engines supported
  • Engines up to 12 cylinders supported
  • Rotary engines up to 4 rotors supported
  • All ECUs have on-board barometric compensation


  • Three fuel equation modes:
    • Traditional mode for quicker and simpler tuning setup
    • Modelled mode, more complex, but delivers superior results
    • Modelled - Multi Fuel, similar to Modelled mode but provides accurate fueling regardless of fuel blend. Often used for system running petrol-ethanol
  • Support for group, sequential, group-staged, and sequential-staged injection configurations
  • Accurate modelling and adjustment of fueling based on:
    • Intake manifold pressure
    • Throttle position
    • Engine size
    • Fuel pressure
    • Fuel temperature
    • Elevation
    • Fuel density
    • Current blended fuel stoichiometric ratio
    • Fuel charge cooling
    • Engine coolant temperature
    • Intake air temperature
    • Charge temperature estimation
    • Injector flow rate
  • Support for high impedance (saturated) and low impedance (peak and hold) injectors
  • 2D or 3D injector dead-time table with configurable axis
  • Injector short pulse width adder table for areas of non-linear injector flow
  • Advanced injector testing function that allows for control over total number of pulses, rate of pulses, and pulse length
  • Four cold start stages based on engine speed, fuel blend, and engine coolant temperature. Auto adjusts cold start settings based on current fuel blend
  • Optional 4D and 5D overlay tables with adjustable axis to allow more complex fueling arrangements to be setup
  • Switchable dual fuel tables to allow different fueling for different situations
  • Acceleration enrichment for when the engine is increasing in speed, with control based upon throttle position or intake manifold pressure
  • Configurable overrun fuel cut function for reducing emissions, improving fuel economy, and reducing chance of backfires
  • Close Loop Lambda compensation with lockouts for engine coolant temperature, throttle position, throttle position acceleration, start-up timer, and intake manifold pressure. Tuner is also able to configure the maximum trim the closed loop lambda is allowed to apply. Able to use two oxygen sensors to control closed loop lambda for banks on V and boxer engines. Capable of using narrow-band or wide-band oxygen sensors
  • Individual cylinder fuel trims are able to be applied to the engine, with the trim being a constant fixed value, or each cylinder able to have a 3D table with configurable axis from which the trim is selected
  • Set the injector timing anywhere within the engine cycle. Choose to use a single fixed value, or use a value selected from a 3D table with configurable axis. The injector timing can be configured to be the start, center, or end of the injection pulse
  • Staged injection which is fully configurable including minimum pulsewidth lockout and activation engine speed. Injector dead-time table and short pulse width adder table configurable for staged injectors
  • Auxiliary injection that can be used as a third stage of injection with each auxiliary injector able to have an individual 3D control table. Capable of being configured by duty cycle or millisecond units


  • Support for seven types of ignition system:
    • Distributor
    • Twin distributors
    • Wasted spark
    • Direct spark
    • Rotary engine - leading wasted spark
    • Rotary engine - leading direct spark
    • Odd fire wasted spark
  • Set the spark edge to be falling or rising
  • Millisecond and duty cycle ignition coil dwell modes. 2D or 3D dwell table with configurable axis from which the dwell value is selected
  • Adjustable ignition delay compensation
  • Configurable spark duration
  • Maximum Advance setting to restrict the maximum amount of advance the ECU will apply if setup incorrectly. Used to help prevent engine damage occurring from over advanced ignition angle. Maximum angle is configurable by tuner
  • Ignition test function that is capable of activating individual ignition coils for testing or wiring and ignition components
  • Idle ignition control function that allows a different idle ignition angle to be applied depending on how far the current idle is from the target idle. This allows the ECU to have fine control to obtain a stable idle
  • Adjustment of ignition angle based upon engine coolant temperature or intake air temperature
  • Optional 4D and 5D overlay tables with adjustable axis to allow more complex ignition adjustments to be setup
  • Switchable dual ignition tables to allow different ignition angles for different situations


  • RPM limit mode that limits engine speed based upon the engine coolant temperature. The maximum allowed engine speed can be specified for each engine coolant temperature. The ECU controls the engine speed by applying an ignition cut and/or a fuel cut
  • MAP limit mode that limits inlet manifold pressure. The maximum allowed inlet manifold pressure can be specified for each engine coolant temperature or engine speed. The ECU controls the inlet manifold pressure by applying an ignition cut and/or a fuel cut. The MAP limit mode also has a second switchable limit table that can be used for a different scenario
  • Speed limit mode that limits the vehicle speed. The maximum allowed vehicle speed is configured by the tuner and is able to be switched on or off. Perfect for use as a pit lane or valet speed control. The tuner can choose to use a driven or non-driven wheel speed source. The ECU controls the vehicle speed by applying an ignition cut and/or a fuel cut
  • Two general purpose RPM Limit modes, these 3D tables have configurable axis and so can be used for many different purposes. One typical use is to control the maximum engine speed based upon oil pressure. If the oil pressure drops the table can be configured to limit the engine speed or completely shut the engine down.The ECU controls the engine speed by applying an ignition cut and/or a fuel cut
  • Each of the above limit modes has the option of using the default limit settings, or the tuner can open the advanced limit settings and have absolute control over how the limit system functions
  • Each limit mode has an adjustable limit control range over which the limit is progressively introduced. This allows very smooth limiting to be achieved and is not harsh on the engine
  • Each limit mode also has the option of applying a hard limit in case the soft limit is not adequate
  • Other limit settings configurable by the tuner include an ignition retard trim, an engine start-up lockout and an activation delay
  • Each ECU also has a system voltage limit mode that is used to help protect the vehicles electrical system if the charging system voltage rises above the value set by the tuner. In the event of the system voltage exceeding the level set the ECU will shut down the engine

Auxiliary Outputs

  • Three types of auxiliary output channel:
    • On/OFF type outputs. Examples of use include relays, engines fans, and check engine lights
    • Frequency type outputs. Examples of use include idle speed control solenoids, variable valve timing solenoids, and shift lights
    • Electronic throttle outputs. Can be used for other functions if not using electronic throttle
  • Each auxiliary output can be used for a variety of different functions
  • Virtual auxiliary channels which can be used to consider up to three conditions and then switch to be active. The state of the virtual auxiliary channel can then be used to control outputs or other ECU functions
  • Timer functions which can be used to add a time condition to the control of an output or other ECU function
  • Unused auxiliary fuel and ignition channels can be used for the control of other ECU outputs
  • Auxiliary output channels are able to be set to a general purpose output function where up to three conditions can be used to control the output
  • Auxiliary output channels are able to be set to a general purpose pulse width modulated (PWM) function where the tuner can setup a 3D table with different duty cycles that are selected by the ECU based upon the current axis axis
  • Auxiliary output channels are able to be set to drive either low (ground) or high (+v)

Digital Inputs

  • For receiving input signals which are either off or on.
  • Two types of digital input channel:
    • ON/OFF type signals that do not switch back and forth rapidly. Examples include a brake switch, an air conditioning request, and a transmission neutral/park switch
    • Frequency type signals, these are ON/OFF type signals that switch rapidly. Examples include wheel speed signals, variable valve timing cam position signals, and ethanol sensor signals. Frequency type digital input channels are also capable of receiving normal (slower) ON/OFF type signals
  • Each digital input channels has an optional pull-up resistor. This allows the digital channel to receive signals that switch to ground or to +v

Analog Inputs

  • For receiving input signals that vary in resistance or voltage
  • Analog temperature channels that are used for receiving a signal that varies in resistance with temperature. Examples include engine coolant temperature, intake air temperature, and fuel temperature signals. These channels have a selectable internal pull-up resistor that can be used for piggy-back type installations
  • Analog volt channels that are used for receiving a signal that varies in voltage from 0 to 5 volts. Examples include throttle position, manifold pressure, and oil pressure signals. These channels can also be used with temperature sensors but require an external pullup resistor to be installed
  • Calibration tables to support sensors for which a defined calibration does not already exist. This allows the tuner to enter data and get the sensor working quickly
  • Fault settings function that assists in identifying when a sensor or sensor wiring has an open circuit or short circuit occur. Each analog channel has its normal lower and upper voltage levels defined by the tuner, when the ECU measures a voltage outside this range it will use a substitute value entered by the tuner. This allows the engine to continue running until a repair can be done

Trigger Inputs

  • For receiving information on engine position
  • Support for crankshaft and camshaft position sensors
  • Optical, hall, or reluctor type position sensors are able to be used
  • Over 80 pre-defined trigger modes for many common engines from around the world
  • Three configurable trigger patterns that can be used for unsupported engine types
  • Four filter levels to remove interference and noise from the trigger signals
  • Trigger arming threshold table where the minimum signal voltage can be defined so that low voltage noise on the trigger signal will be ignored
  • Calibration function that assists the user to set the base timing of the engine


  • Anti-lag - for reducing turbo lag when stepping off and back onto the throttle. Switched or always on arming system. Lockout conditions based upon engine speed and throttle position. Switchable dual anti-lag tables available for different scenarios. Optional cyclic idle mode
  • Launch control - four modes for obtaining the best off the line performance in different scenarios:
    • Single Launch RPM - for launch control based on a switch condition, normally clutch switch. Uses a single launch engine speed for more simple setup. Does not require a vehicle speed input
    • 2D Launch RPM table - for launch control based on vehicle speed. The ECU adjusts launch engine speed based on the current non-driven wheel speed
    • 3D Launch RPM table - the ECU selects the launch engine speed from a 3D table with configurable axis options. This allows the tuner to add an extra dimension of control to the launch engine speed
    • Latched Launch RPM - for use in rolling start races
  • Gear shift control - to allow for quick gear changes
    • Options for starting gear shift control include digital input (clutch switch), gear lever force (sequential gearbox), gear lever force (H pattern gearbox), and gear barrel position sensor
    • Options for ending gear shift control include time, digital input, or gear barrel position
    • Different settings for type of gear shift: driven up shift, driven down shift, overrun up shift, and overrun down shift
    • Gear lever force calibration for calibration of volts to newtons
    • Support for throttle blipping by throttle blip solenoid or by electronic throttle
    • Lockout conditions for engine speed, throttle position, and driven wheel speed
  • Traction Control - controlled tyre slip to improve vehicle safety and driveability
    • Lockout conditions for engine speed, throttle position, and non-driven wheel speed
    • The tuner is able to specify the amount of tyre slip allowed per gear before traction control activates. The traction control system once activated will control engine torque to maintain the slip specified
    • A second switchable traction control table which can be used for different track conditions

Idle Speed Control

    • Supports idle speed control by idle solenoid, idle stepper motor, or electronic throttle

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