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JMP last won the day on April 7

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About JMP

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  1. JMP

    GPS can bus setting

    Can still tap into the expansion loom the smartycam's on to get the feed I ended up buying a whole bunch of the connectors AIM use from RS Online so I could make my own cables instead of needing to purchase their expansion hub
  2. JMP

    GPS can bus setting

    I've done this by utilising the AIM smartycam stream instead of writing a custom canbus driver that can do both transmit/receive in RaceStudio. I leveraged the info on this page about how the smartycam stream is made up: https://wiki.autosportlabs.com/AIM_Integration_CAN_Mapping Then used that to send Speed and EGT info back to the ECU by connecting the AIM Expansion CAN channel to the ECU's CAN2 plug It took a bit of messing around but works perfectly. One day I'll spend some time writing a driver so it can all be done on the one can bus
  3. JMP

    Can Lampda problem

    I'm guessing you have a wire in ECU of some sort and are using the can plug on the case. Have you stripped out the other serial wires in the CAN plug? If they're left in place you'll lose your pclink connection when the CAN lambda is plugged in
  4. I've run them on many builds with vi-pec and Link ECU's, when wired correctly they work perfectly. Pinout detailed here is correct: https://www.sq-engineering.com/tech-articles/coilpack-info-guide/
  5. JMP

    New ECU has died

    If the engine stopped turning after one revolution, you've got a battery/wiring problem (or something seriously mechanically wrong). The ECU doesn't impact the engine cranking. check your fuses, and check for power at the ECU plugs.
  6. I've seen 2J's with the stepper wired backwards before, so rpm increased as the idle table numbers were reduced
  7. Doesn't Motec already offer this with their M1 Development ECU's?
  8. revisit the grounding for the LC2
  9. I've got tons of experience with these valves, same as is used on the 1zz, 2zz and v7-9 WRX's. Take the screws out so the back manget/connector section can be removed and check that the mechanism spins freely. It's really common for them to gum up or even become rusted internally and then it doesn't matter what you do trying to control it you will fail. I run then at 250hz and usually need something like a 20% duty control range. Eg, low temps around 60% duty and operating temp around 40% Edit: It may be a two coil type as posted previously, simple enough to check but still worth checking that the control mech can spin freely Edit again: Looking at the ST215 3sgte EWD, the valve only has 1 control wire like the 2zz, 1zz etc.
  10. I don't have any NA basemaps, you'll need to make one yourself based on however the adapter harness has been put together. The monsoon base map would be a good start with the required changes for all the fueling configuration, triggers and dwell Main thing to look out for is the trigger mode, you may find that you end up with a ~4000rpm limit/misfire using the 1zz trigger mode. If this is the case then switch it to the 2NZ trigger mode and an offset of 145 should get you close. The Toyota 1ZZ cam control mode for the vvti works fine, my trigger 2 offset is 51deg ATDC
  11. Sent you a message

  12. I had the same thought, especially when you take into consideration the typical time offset of the wideband reading compared to the other logged values
  13. your log is full of basically the same value as far as I can see. I have noticed in the past that the logging will "hold" and sit on the last value if the screen/pc goes to sleep. What are your power management settings on the tablet?
  14. JMP

    CAN Lambda

    did you drop or knock the sensor at any stage when installing?
  15. JMP

    Question on VVTi on basemap

    not really sure why you're referencing the 1uz basemap for a 1zz... Take a powerfc 1zz vvt map and translate that across to work. In Datalogit or the hand controller, a value of 50 is equivalent to zero cam advance in the Link. So you export the powerfc vvt table to excel, then do some simple math to subtract the table value from 50, and you will have the equivalent Link advance number. The challenge will be the powerfc load values don't correlate easily, but once you see the shape of the vvt table with regard to RPM it's easy enough to get in the ballpark for a Link table.
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