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  3. razzmtazz

    evo 3 link g3-g4 pinouts

    hi guys i have a link g3 upgraded to g4 cant seem to find pinouts on it in the manual as need to config some outputs and inputs
  4. Adamw

    m50 crank signal

    Photo is too blurry to see the cam signal well, you would be better to use the save as log feature. One thing I can see though is your crank sensor is wired incorrect polarity.
  5. M.D.

    350Z+ G4+ questions

    I’ve just fitted and had my 350z mapped on the g4+ and I’ve been having similar issues with the dash displaying the traction control lights. If there is a guide on how to sort this that would be awesome. Also by reading the above I have now changed my fuelling to modelled and I now get a cc/min on the software. Does anyone know if this will update the original dashboard DTE computer and mpg gauge. Thanks in advance.
  6. golf-2

    m50 crank signal

    this capture after making cam hall rising. this signal right??
  7. alexjohn

    Vvti setup errors

    Log 2019-01-15 4;42;38 pm trigger vvti problem.llg Trigger Scope Log 2019-01-15 3;27;51 pm trigger.llg
  8. StijnDvx

    Connection

    Yes like that but in the car it is also not connecting , how long does it take to get it shipped over and checked ?
  9. alexjohn

    Vvti setup errors

  10. cj

    Vvti setup errors

    The pulse count line should have disappeared when you set test mode to off. You probably also want to disable inlet centreline display Try setting your VVT screen to look like this. If that doesnt help, try running a trigger scope capture while at idle and post it here please. Maybe your cam trigger has a noisy signal of some sort.
  11. alexjohn

    Vvti setup errors

    Test pulsecount 2 off still errors counter ...what have to check please?
  12. mapper

    Lambda 1 vs AEM wideband

    Aem UEGO Analoge widband is junk. The never ready up the same as my reference lambda on the dyno. I highly recommend the Link CAN-Lambda. They read very accurate.
  13. cj

    Pressure sensors reading downward

    Both of them drop at the same rate or are they different? Does the engine start to stall like its actually running out of fuel? Maybe post a log. For the fuel one I'd check you dont have the regulator physically plumbed in to the wrong ports but this wouldnt explain the oil sensor or if the engine feels fine. Do the readings you are getting at idle look sensible in the first place?
  14. cj

    Vvti setup errors

    When you are done testing you have to set "cam angle test" back to "off" rather than "inlet LH" as you can see in the back of your screenshot
  15. Wiring in the sensor can be done easy enough to a free AN volt channel however there is no easy way to have this active automatically. At best a change over switch could be used.
  16. alexjohn

    Vvti setup errors

    Confuse vvti setup?
  17. alexjohn

    Vvti setup errors

  18. Yesterday
  19. Toliski

    3sgte unstable ignition

    How can I get that signal at the right point?
  20. cj

    Help needed fuel pump control

    Yes it is sorry. I didnt actually look at the settings, the label threw me. And its set at 5900rpm. This doesnt change my statement about the fuel table, and its probably making the fuelling issue worse actually. In general the high cam wants more fuel / a higher VE number, but with this cam switch in mind, you swap to high cam at about the same time your fuel table numbers drop off like crazy. This means it will be running extra lean... between 5900 and about 7-7.5k. As a starting point, open up that fuel table in log view, see which cells the crosshairs go through when at WOT, take the last tuned value at 5500 ish, add 10 to it and set this as the 6000 value , then set this same value in all the WOT crosshair cells up to redline. It wont be a tuned number but it will be a hell of a lot closer than what you have now. ...and enable your VVT like Adam said too by changing "VVT cam test type" to "off" in VVT control. The factory toyota wiring on these feeds both the positive and negative side of the VVT & VVL solenoids from the ECU and this messes with peoples heads thinking they should copy it. @KD It sounds like you have done it right by having relay fed 12v to one side, and the ECU controlling the ground side only for both of these solenoids.
  21. tada0finalist

    Closed Loop Lambda calculation formula

    Understood, Thank you. Effect of Gain value, I will analyze Log data.
  22. ClintBHP

    3sgte unstable ignition

    You have noise level breaking through your trigger arming threshold. You have this set to 0.3v on both your signals: At idle crank the noise floor only very slightly above the 0.2 you are seeing I would raise this to 0.5 at 0rpm for both triggers On Idle the noise floor maxes out at 0.5 which is above the noise level and may been seen as a trigger I would set the arming threshold to 1 at 1000rpm As mentioned about the trigger points are near overlapping need to get this much more in the center.
  23. ClintBHP

    Pressure sensors reading downward

    Ground and +5v wired the wrong way around maybe, but I actually though they had red and black wires for feed so I would hope you got that correct, could be the calibration you will need to use CAL 4, 5 or 6 and set it like this:
  24. Toliski

    3sgte unstable ignition

    Thanks Adam for your answer. My English isn't very good. Your suggestion is that or I must to check my distributor or I must to change it? If you are remember my dwell time is all over the place.
  25. ClintBHP

    Vvti setup errors

    Lowest is 174.3 stick that value in the offset and retest.
  26. ClintBHP

    Deadtimes base maps.

    In my opinion Dead Times are overrated (a great starting point) because they are actually only correct for the same environment they were tested in, your be better off just tuning it and then looking at the bottom of the map and seeing if the bottom line does not look right, if the deadtimes are not high enough you will have an upturned map at the bottom, to check the linearity of the deadtime table disconnect your alternator and monitor battery voltage against AFR and adjust as the voltage drops and adjust as required, for voltages above your max alternator voltage just keep the table linear.
  27. Jo LeForce

    Pressure sensors reading downward

    I'm using a couple of new HoneyWell 1000kpa pressure sensors for fuel & oil pressure, connected to AN2 & AN8, calibrated as 1000kpa (150psi) TI sensor. The problem is that at idle the sensors fluctuate around 40 kpa but once throttle is applied the reading rapidly drops to zero rather than increasing! Any clues what the problem is, wiring, polarity? Thank you
  28. ClintBHP

    Lambda 1 vs AEM wideband

    This is not something you should leave to chance, it is very common for the AEM output to be out from their calibration, the BEST way to check these is with a Link CANLambda and plot them both together in the graph, this is something a good dealer will be able to do for you, or of course just run the Link CAN Lambda and get the many benefits that come with them.
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