TurboLamik to Link ECU Integration Guide
A TurboLamik to Link G4 or G5 integration is five separate configuration jobs, not one. The manual splits the Link page into TCU receive from Link, Link transmit to TCU, TCU transmit to Link, Link receive from TCU, and torque reduction setup in the Link. Two blocks carry the Link's engine data into the TCU, two carry the TCU's transmission data back into the Link, and the fifth tells the Link how to cut torque on a shift.
Because the Link family has an open CAN bus, every address, rate and byte position is yours to choose. Nothing works on the Link side until you build it.
The five blocks
| Block | Direction | What it configures |
|---|---|---|
| TCU receive from Link | Link to TCU | The TCU side of the engine data feed |
| Link transmit to TCU | Link to TCU | The Link side of the same feed |
| TCU transmit to Link | TCU to Link | The TCU side of the transmission data feed |
| Link receive from TCU | TCU to Link | The Link side of the transmission data feed |
| Torque reduction setup in Link | Both | How the Link acts on a torque cut request |
The manual also provides a Link G4/G5 CAN communication file in the download section. Starting from it is faster than building every frame from an empty page, and it keeps you on addresses the TCU already expects.
Direction one: the Link feeds the TCU
The TCU needs throttle position, brake pedal, RPM and engine torque to shift properly, and it can take them from the Link over CAN rather than from analogue wiring. The manual documents two receive streams: the older TCU standard 6 and the current TCU standard 7. Build a new install against standard 7.
Base frame:
| Offset | Parameter | Unit | Scale | Type | Rate |
|---|---|---|---|---|---|
| 0 | RPM | rpm | 1 | unsigned 16 | 50 Hz |
| 2 | MAP | kPa | 0.1 | unsigned 16 | 50 Hz |
| 4 | PPS | per cent | 0.1 | unsigned 16 | 50 Hz |
| 6 | Program SW | P1 to P8 | 1 | unsigned 8 | not stated |
| 7 | Virtual clutch | per cent | 1 | unsigned 8 | not stated |
Frame at base ID plus one:
| Offset | Parameter | Unit | Scale | Type | Rate |
|---|---|---|---|---|---|
| 0 | Actual engine torque | Nm | 1 | signed 16 | 50 Hz |
| 2 | Maximum engine torque | Nm | 1 | signed 16 | 50 Hz |
| 4 | Engine coolant temperature | 1 C per bit | 1 | unsigned 8 | 50 Hz |
| 5 | Upshift, downshift, brake pedal, idle, kickdown and handbrake requests | bits | 1 | bitfield | 50 Hz |
| 6 | Selector commands | 0x00 none, 0x01 P, 0x02 R, 0x04 N, 0x08 D | 1 | byte | 50 Hz |
The maximum engine torque slot exists but the manual notes it is not used at present, so do not build logic around it. Scaling is the detail people miss: MAP and PPS are both 0.1 per bit, so a raw 1000 is 100 kPa and a raw 1000 is also 100 per cent. Get that wrong and the TCU sees an engine that is either always at full load or never above idle.
Direction two: the TCU feeds the Link
The manual's transmit pages list the frames the TCU puts on the bus. The v1 transmit stream packs the most status into a single frame at ID+2:
| Offset | Parameter | Type | Notes |
|---|---|---|---|
| 0 | Gear | signed byte | -1 to 8 |
| 1 | Oil temperature | unsigned byte | offset -40, range -40 to 215 |
| 2 | Program SW | unsigned byte | 1 to 8 |
| 3 | Error code | unsigned byte | 0 to 255 |
| 4 | FLAGS1 | bitfield | torque reduction, safety mode, parking, oil fan, t brake, brake solenoid, neutral, blip |
| 5 | FLAGS2 | bitfield | automatic mode, adaptation, hand brake, foot brake, line lock |
| 6 | Vehicle speed | unsigned byte | 2 km/h per bit, range 0 to 510 |
| 7 | unused |
The v1 base ID is configurable and defaults to H640. The analogue frames sit at the base ID and base ID plus one, each carrying four 16 bit values you define, and the status frame sits at base ID plus two.
The v2 transmit stream spreads the same story over four frames instead: engine torque and torque reduction on the first, gear state on the second, temperatures and speed on the third, and shaft speeds plus clutch and converter slip on the fourth. If you want detailed logging in the Link, the v2 frames give you more to log.
Torque reduction setup in the Link
The fifth block covers the Link side table that responds when the TCU requests a torque cut on a shift. Because it sits inside Link's own corrections, you tune it against your engine rather than copying a value across. The manual shows the configuration for it.
The warning at the top of the page
Both the Haltech and Link pages open with the same line: in standalone controllers, torque is not transmitted correctly over CAN bus, and the internal torque calculation in the TCU must be calibrated correctly. Expect to calibrate the TCU's torque table rather than assume a clean torque value arrives on the bus. That table is indexed by engine speed and manifold pressure, is supplied as a starting point, and has to be adjusted to your engine. If you have no MAP over CAN, the manual's alternative is a MAP sensor wired to the TCU.
The other warning covers conflicts. If the parameters in the TCU flash after you configure the bus, suspect a CAN frame conflict and change the CAN address in the TCU and the ECU.
Frequently asked questions
Does the TCU need a custom template in Link software? Yes, on the Link side. Link has an open CAN bus, so you build the transmit and receive configuration yourself, or start from the CAN communication file the manual provides for G4 and G5.
Which receive stream should I use? Build against TCU standard 7, the v2 stream. The older standard 6 stream carries fewer parameters and coarser scaling.
How many frames does the Link side need to send? Two: the main frame with RPM, MAP, PPS, program and virtual clutch, and the frame above it with engine torque, coolant temperature and the request bits and selector commands.
What scaling do MAP and PPS use on the receive side? 0.1 per bit for both, in the v2 receive stream.
What happens if the TCU does not get a torque value? It falls back on the internal torque calculation, which has to be calibrated. MAP and RPM drive that calculation, so a MAP sensor is the fallback if MAP is not on the bus.
Next step
Send us your engine, Link model and gearbox variant, and we will walk the signal plan with you before you buy the adapter or the controller. Settling the CAN exchange and the torque strategy early is cheaper than fixing it later.
Configuration blocks and stream values in this article are taken from the TurboLamik official manual (manual.turbolamik.eu), Link G4/G5 and TCU stream pages, with ZF published data for the 8HP family.
Comparing controllers? The CanTCU 8HP controller pinout and wiring guide sets out the wiring, harness and fitment side of a CanTCU build.