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Showing content with the highest reputation since 06/08/2020 in all areas

  1. 2 points
    Vaughan

    Share your Math Channel List

    Something I've done recently is add a knock warning to my CE Light, I used a math block to calculate knock level - threshold and put it through a gp output to get an off delay (hold time) and fed it into the CE Light Aux. So far I've only used it for playing around with setting up my thresholds (so I can see how often it happens and for a clearer picture of when it happens) but I imagine it will be very useful once I've finished setting u the knock too. It has also been very useful for reviewing Knock stuff in PCLink logs as often the knock stuff happens too fast to be caught by PCLink but the knock light status can be used to see when it occurs without needing to actually see the knock level above the threshold.
  2. 2 points
    Adamw

    Fury with MXS dash reverse gear

    Dave, this is an older MXS, not the 1.2 we sell. It doesnt look like they have updated the CAN stream in it. Even if I create a new MXS config from scratch in the latest RS3 the ECU stream version is still v00.00.01. In the MXS 1.2 the can version is V02.00.05
  3. 2 points
    Here you go. Freshly out of my car. The calibration process is very easy the new way. Hats off for that. Not sure how the 4 offsets/teeth came for you.
  4. 1 point
    Rozsko

    G4X PCLink 6.17.22

    just checked again and yeah, that seems to be right. Though I swear yesterday I checked it was showing all options for all GP outputs without assigning a pin. Thank you
  5. 1 point
    Fotis

    Link CAN wideband

    Thank you sir
  6. 1 point
    You guys are absolutely shit hot!!! Thanks alot for your help, that explained everything!!!
  7. 1 point
    Adamw

    G4X PCLink 6.17.22

    It seems to work ok for me. Are you doing this online or offline? If offline, is the map you are working with from an ecu with the latest firmware?
  8. 1 point
    Adamw

    G4X PCLink 6.17.22

    im not 100% sure what this means, but there is a note in our system that reads something like "Flipped WRX10 inputs & outputs around to match bank numbers", So it was possibly just they had it set up with bank 1 on the wrong side of the engine. The built-in analog cal table for the AEM was wrong, if yours is connected via CAN it wouldnt have an affect. If yours is connected by analog input then the ecu would have displayed lambda a bit leaner than actual at the rich end of the scale. Thanks for that. I will get it reported. The firmware engineer was nervous about breaking something there, apparently there where huge changes to the way those lists work to speed up the connection and search. I dont personally use the ecu settings search much, but tested it over a couple of weeks of day to day use and never stumbled on to this issue. I obviously didnt try every letter of the alphabet...
  9. 1 point
    Adamw

    High Cam crossover Knock windowing

    Put your cam aux status on one axis of the knock target table. In my experience the 2ZZ is very prone to knock on the low cam but not really needed on the high cam.
  10. 1 point
    Leo Malcolm

    Alternator Control

    I have ran into a few cars in which the factory ECU controls the output of the alternator. I've fiddled around with a few tables to get some control but, would always fall short of what's really needed. I think i'm missing some sort of feedback. I would like to see a dedicated control strategy for alternator control.
  11. 1 point
    Adamw

    LINK G4x

    Freezing is generally a comms drop out, often caused by extreme electrical noise. Do you have resistor spark plugs fitted? There are some changes to comms in the next software release which is coming soon that may help it recover quicker when comms is lost. I think the engineers have got to the bottom of that now, they found some laptops would put the graphics cards into low power mode whenever not connected to AC power which made everything feel very slow. In the next release they have taken a lot of load away from the graphics card so you should see a big improvement.
  12. 1 point
    Adamw

    Fuel table max VE

    Yes in modelled mode fuel temp (or ethanol temp if a flex sensor is configured) is used as along with fuel density temp coeff to calculate the change in fuel density due to temp.
  13. 1 point
    TechDave

    Long Term (Stored) Fuel Trims

    Yeah I added this to the list a few months ago.
  14. 1 point
    Adamw

    isc operation

    To confirm Vaughan's comment, the lockouts just control the point at which closed loop control takes over. Outside of the lockouts the idle valve will be in open loop mode and will just follow whatever is in the base position table. The help file explains how most of these functions work.
  15. 1 point
    Adamw

    Running a KA24DE on the S15Link

    Yes it should be pretty clear once you have the ecu in front of you and read the manual. If not post here and one of us will answer any questions that pop up.
  16. 1 point
    bradsm87

    Generic 3d table for switched output

    Thanks. I'm waiting for the G4X Fury so can't test but it looks like I have options for VTC.
  17. 1 point
    Vaughan

    Generic 3d table for switched output

    Try this, seems to work from a quick play on the desk
  18. 1 point
    Adamw

    Running a KA24DE on the S15Link

    Yes, it should be no drama running it in a KA24DE car provided it has the 64pin connector and similar pinout to the SR's. The ecu has jumpers onboard to take care of the pin differences between distributor and COP engines as well as a few of the other pin differences. I know it works in almost all other Nissans that take the 64pin ecu, GTiR's, N14, N15, P10, P11 primeras etc.
  19. 1 point
    Yeah I think this is a decent idea, it could potentially also cover the drift guys that swap diff ratios regularly.
  20. 1 point
    Adamw

    Aux port triggers

    Most of our plug-in ecu's only have low side drive aux outputs as OEM applications rarely use high side. Only the Storm, Xtreme, Fury, & Thunder wire-in ECU's have high side drives available.
  21. 1 point
    mapper

    Generic 3d table for switched output

    Sorry my fault. You have to do it the other way arround. Virtual Aux PWM Aux with condition VA PWM > 50% and turn off delay: 0.2sec But yes we have to wait for VA PWM update
  22. 1 point
    I came up with a setup that; if I hold brake and clutch for 3 seconds after key on, my cruise switches become motorsport style buttons. Here's the setup for "Track Mode", Virtual Aux 1 is Clutch and Brake Switch Start Timer 1 with Ignition Switch Start Timer 2 with Virtual Aux 1 (reset it to 0 if virtual aux 1 turns off) Virtual Aux 2 says: If, after 3 seconds, Timer 1 and Timer 2 are equal, then Virtual Aux 2 is on, when you release the pedals, the virtual aux stays on because of condition 3 (that it is on) Virtual Aux 2 is now "Race Mode" you can use this to perhaps richen up a mixture, or as a switch for high boost mode. I also reprogrammed in Track Mode, so that Cruise Resume increased my traction Slip % (Though you could use this for launch RPM or boost level) Cruise Set reduced this. Cruise cancel activated launch control. Cruise On/Off activated pit lane limiter.
  23. 1 point
    senordos

    G4 PCLink - Red Text when Offline

    Hi there, When I'm checking things out offline -so not connected to my ECU - when I change parameters, the text goes red -- presumably to identify to me that I've changed that value but it isn't loaded to the ECU, I don't know. However, red text on my laptop screen against the black background is impossible to read - I've tried setting different colours in the themes, but none change this particular colour. Can anyone help? Cheers!
  24. 1 point
    No, with charge temp approximation biased more towards air temp the ecu thinks the charge temp is varying more than it really is so it applies more compensation. ECT is more stable so you need to bias more towards that so it gets less variation in the compensation applied. You have to retune the VE table everytime you change the charge temp approximation.
  25. 1 point
    JMP

    2jz gte vvti in G35

    The missing tooth looks to be in the same position as the retaining tab when the keyway is facing straight up
  26. 1 point
    Adamw

    OBD2 disabled on Monsoon X

    OBD2 hasnt been implemented in the G4X yet sorry, it is being worked on. For your dialog problem, I suspect it is the windows display scaling, it needs to be set to 100% for PC Link to function correctly.
  27. 1 point
    Electredge

    ECU Hold Power

    does this help?
  28. 1 point
    Vaughan

    Engine died while running

    18 & 52 are the main grounds I believe, 27 & 28 are sensor grounds and 35 is the trigger ground
  29. 1 point
    Adamw

    Ford TFI to trigger atom x

    Correct. Another option to look at is VW 0986221015. These are a 6 cyl wasted spark coil with ignitor built in, so no need for an external ignitor. You can often get the whole coil for less than the cost of an ignitor.
  30. 1 point
    Adamw

    Ford TFI to trigger atom x

    Most igniters will current limit at about 7A. So if they don’t happen to fry themselves straight away then you will only have about 3.5A available to charge each coil, it’s going to be a very weak spark.
  31. 1 point
    Adamw

    G4 Expansion Loom CAN PORT?

    Proper CAN bus structure is easiest to describe as a "daisy chain". So you start at one device, go to the next, then from the 2nd device to the next, etc. The first and the last device have to have terminating resistors. The ECU has a permanent terminating resistor built-in and the dash has a terminating resistor built-in that can be turned on/off in the software, so it is easiest to have one of these at each end of the bus and the Lambda in the middle. So two wires from ECU down to the lambda, then another two wires from the lambda back to the dash. If you use small wires you can just crimp two wires into a single pin at the lambda connector to save having to do a splice or whatever. Sorry for the rough drawing but hopefully gives you the idea:
  32. 1 point
    JMP

    2jz gte vvti in G35

    kind of common for people to damage the teeth on JZ crank sprockets when they remove them but dont remove the tab on the intake side of block first, usually ends up ripping the trigger wheel off the back of the sprocket
  33. 1 point
    Vaughan

    JZX100 G4X plug-in base map

    Make sure Disable Digital Input is set to off or is inactive, if that doesn't work check the knock status runtime
  34. 1 point
    Vaughan

    Share your Math Channel List

    same setup seems to be working for me here, do you want to attach a copy of your basemap? Also just to clarify did you setup that math block before making that log? The math blocks only work in real time and can't be backdated through logs.
  35. 1 point
    there you have it, like Adamw said, it just need more tuning. Usually you need to take quite a lot of fuel at higher rpm because like Adamw said, the efficiency of the engine drop (maybe no so much in a high na revving engine)
  36. 1 point
    Adamw

    Engine died while running

    I suspect it is a wiring problem in your car rather than a laptop/software issue. Thats why it would have been good to test with your laptop while it was powered up on the bench.
  37. 1 point
    Adamw

    Engine died while running

    I think it is possibly fault code 30 that the green led is flashing. A bit weird as that is AN Volt 7 is on the ethrottle connector which looks like you have nothing connected. The blue LED on the bottom board is just the dash comms so that is irrelevant. I suggest to eliminate the possibility of a wiring issue is to pull the ecu out of the car and power it up on the bench. See if the laptop connects then. See this thread for an easy way to power it up:
  38. 1 point
    Vaughan

    Engine died while running

    Lights should stay on a short while after turning the key off as the JZX100 has ECU Hold Power (For the idle stepper motor). Does the ECU stay on indefinitely or does it turn off after about 10 seconds? if indefinitely try unplugging it and plugging it back in to power cycle it.
  39. 1 point
    Adamw

    Idle Issues

    Attach you latest tune after the firmware update and I will fix some of the idle stuff. It looks like the tune needs a lot of work though.
  40. 1 point
    remski2

    Idle Issues

    I'd start with fixing your knock. Seems like its pulling timing left and right. (even when you just rev it) Your DBW is in setup mode.. so not sure if you aware of that. Your IAT might be interfering as its adding fuel pretty much all the time. Raise your Overrun De-activation RPM in the range of oprating temp.. from 1500 say to 1800 see if that help with the dips. Last but not least.. I'd enable Idle ignition. That should help with rpms dropping as well. Hope this helps.
  41. 1 point
    Use the X-Series template that is included in the software. You will not be able to use the status or error data as AEM enumerations for status and errors are different to ours. You could input them as CAN AN Volt channels as a diagnostic if you really want to but it is unlikely useful. Link use a resolution 0.001 for lambda so there is already a native divider of 1000 built in to the software. AEM use 0.0001 resolution, hence divide the input by 10. You can use the test calculator to see how it works. ID should be 384 as per the help file article for the X-series. AEM use Hex, Link ID's are in decimal. 180 hex is 384 decimal.
  42. 1 point
    Adamw

    Couple of things on WRX107X

    I would have ignition target lower than that, typically around 10. At 25 you are already sitting near MBT so there is less ability for the ECU to quickly increase torque when it is needed. You may find the MAP lockout will need to be a bit higher so that it works reliably during coldstart - many engines when cold will sit above 50kpa after start for a while. An actuator deadband around 40 is usually better for E-throttle to stop it dithering.
  43. 1 point
    Vaughan

    Couple of things on WRX107X

    with the E-Throttle target keep 0% tps for 0%aps but make it more linear from there to make it more aggressive, I found with the big v6 I need to put in a decent curve to give me better throttle control down low
  44. 1 point
    Adamw

    advice setting Closed Loop Lambda

    The main purpose of the update rate table is to account for "transport delay", this is the time it takes for the lambda sensor to sense a change in the fuel mixture and reach a stable value. To test this you can log injector PW or fuel table number and lambda, hold the engine at a constant RPM and apply a step change of say 10% to the whole fuel table, the transport delay is how long it takes after you have changed the fuel table until the measured lambda reaches the new value corresponding to the change in fuel input (~10%). The more gas that is moving through the exhaust system, then the faster this delay will be. So you can update at a faster at higher RPM because more gas is moving through the system so the delay to reach and saturate the sensor is shorter. Your update rate can be close to the transport delay time. If your update rate is too fast then you have to use much less gain to prevent oscillation. The gain is basically how "big of a bite" the CLL system will take at correcting the lambda error. To tune this I just log CLL trim, Lambda error, lambda target & lambda 1 and watch response while making step changes to the whole fuel table (just multiply the whole table by say 10% or -10% as well as smaller and larger changes). Then play around with gain to achieve the fastest correction possible without significant overshoot/undershoot or oscillation. Especially the 3 cells at the left hand end of the gain table are the ones that make the biggest difference. You can do a pretty good job of this just free revving, holding at constant RPM, you dont really need to be on a dyno or anything.
  45. 1 point
    Adamw

    Trigger 2 noise

    For ITB's NA you will want your fuel & Ignition table Y axis to be throttle position, with very fine breakpoints for the first 10% or so of throttle movement. I will attach below a fuel and ign table from an ITB engine that will be better starting points. You can right click on your existing fuel or ign table and chose import/export>import from file. Next, air flow balance or sync is very important for decent low speed running with ITB's, have you checked airflow is well balanced with a synchrometer or stethoscope etc? I cant see in the photo if there is adjustment between the individual blades or not. ITB Ignition Table 1.lte ITB with MAP comp Fuel Table 1.lte
  46. 1 point
    Sven

    Trigger 2 noise

    Many thanks Adam, the 5l engine has a 347 stroker kit, the firing order is 351 as per custom cam grind specs, traction control noted. FP noted. yes ITB's, 48mm, home made when I had a bit of spare time a few years ago, will set the arming threshold in the morning and see what happens
  47. 1 point
    JZX100

    JZX100 G4X plug-in base map

    Thank you very much Buddy!
  48. 1 point
    Vaughan

    TP / Idle control

    had a quick look and it happened when you moved from the idle control being locked out by your vehicle speed to being in closed loop idle control, the blip is the 2% idle base position being applied then after 2 seconds the closed loop idle kicks in and pulls the idle speed down. To fix it consider reducing your ISC Base Position values in the 80-100deg c range
  49. 1 point
    Ducie54

    Cranking time

    Add pre prime fuel or increase it. Try lowering your injector timing table values, and make sure fuel rail volume does not drain back to the tank as it will take longer to build fuel pressure.
  50. 1 point
    Simon

    Base timing

    The best option is to get your timing light out and check it. A good trick on distributor application is to set up the ECU as direct spark so the coil only fires once in a 720 cycle and then just move offset to correct position. This will ensure that you injection timing is correct even on a distributor application.
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