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Everything posted by JMP

  1. JMP

    Afr Rich on electrical load

    To me I'd say the injector deadtime figures are not correct or you have a grounding issue. In your log you can see the deadtime spike when the voltage drops, when the deadtime spikes your engine slowly goes rich and then recovers to normal AFR after the voltage is back to ~14V. Looking at the deadtime table, in my opinion the figures are likely to be guestimates with a 0.1ms step per 1V from 12 to 14V instead of actual measured data. There is some Siemens data in the link help file you can reference, I'm not sure what the 880cc part number is but the Siemens 3105 look like they might be around 880cc at 3bar base pressure. In the link Data they have a 0.058ms deadtime step between 13 and 14V at 45psi base pressure, which seems more realistic When I'm dialing in/confirming deadtime I use a big DC power supply in place of the alternator and run the car from 11V through to 15V watching the AFR while keeping the engine in consistent load sites, if there is an AFR swing then the deadtime is adjusted to keep it consistent. This has worked quite well for me resulting in an excellent deadtime table and rock solid AFR's through the voltage range
  2. I'm not sure why you'd buy a different ecu with this lack of update being the reason... doesn't make any sense to me. I've got 4x G4+ ECU's across my cars and none have any issues in everyday operation that I'm desperate for an update.
  3. I used the 2nz trigger settings and 1zz Cam control mode on the 2zz's I've done
  4. Looks quite a bit more aggressive through the midrange at peak torque, but as others have posted it's difficult to comment without more information
  5. link the ignition switched 12V wire to the MREL trigger. I wire the 1J vvti solenoid to the same power feed as the injectors
  6. JMP

    Toyota 86 CAN

    AGT Engineering has all the data for them, he made his own boxes of tricks for engine conversions: https://www.facebook.com/AGTEngineering/
  7. would pay to check the critical stuff like Crank and Cam sensors once you get it running with the build in scope, sounds like whoever made your loom isn't familiar with Toyota wiring diagrams and may have got everything backwards...
  8. pin one is the left-most in the pics above, there's some more visual representations on this page: www.sq-engineering.com/tech-articles/coilpack-info-guide Looking from the wiring-side of the plug, from left to right it's - Ground, Trigger, Ignition Confirmation (not required), Ignition switched 12V, which matches the factory diagram snip you have there but doesn't match what you've typed about having +B red to the "right most part" of the connector
  9. I use falling edge on Toyotas with that style of Denso COP, how are the coils wired?
  10. Sensor grounds should only run to the sensors, don't ground any spare sensor ground wires
  11. JMP

    Panel mount for MXS Strada

    I made my own for a couple of dashes but the MXS is sitting on top of the panel, the next one I do will be fully recessed with AIM's remote button interface as the buttons are a bit of a pain to get at when mounted in place of the stock cluster These guys do a flush mount bezel with the button cutout: http://www.precision-metalcraft.com/product-page/aim-mxs-strada
  12. If the idle is oscillating, I'd look to adjust your base ignition and fuel tables to stabilise it first
  13. TPS calibration in the Link is extremely easy, I'd adjust the throttle stop before doing something dodgey like drilling a hole in the blade. Close the idle valve and get the warm idle at the right rpm by adjusting the throttle stop, then you should have enough range of operation with your idle valve to deal with cold start and electrical load idle up/AC Once that is done you turn engine off, switch the ignition on, do a TPS calibration and save the map
  14. remove the additional wires from the CAN connector that goes to the ECU, so you only have the two CAN wires.
  15. JMP

    Link A Loom

    the single 5V splits out in the loom to run to multiple sensors
  16. I'm currently using an IAT1-8 in my Subaru, have it mounted in the intercooler pipe just before the throttle body. I'm changing it to a T1 Race fast response sensor which will be mounted in one of the TGV delete ports, it's 1/16npt https://www.t1racedevelopment.com/product/t1-fast-at/
  17. JMP

    AFR, actual vs logged

    Ground offset. check what voltage the ECU is reading on the analogue input compared to what the LM-1 should have on the output
  18. Yes, I used to get the same thing before I changed the power management settings. Check the power management settings of your USB controllers
  19. is that when the screen has gone off or does the tablet go to sleep? There's quite a few power management settings in Windows that could cause it to stop logging while the screen is off
  20. I grounded my LC1 to the engine block, ground offset is a massive pain with them
  21. I'd trust the ECU reading more than the gauge, a 1V span for your AFR is quite small and will be massively impacted by any ground offsets. When you connect to the LC2 with the laptop, how does the reading in the innovate software compare to what you're seeing in PClink?
  22. I've had it working on Windows 10 via USB with no issues, just followed the instructions in the 1st post. That was on the g4+ plugin in my daily driver and on another g4+ Xtreme. It didn't work on my G4+ Storm as that doesn't have the datastream mode required
  23. I'm working through a new map for a turbo 1zz I've been tinkering with for many years. When I next get to the dyno I'll be trying a 4D fueling setup, with MPG for the main table, TPS for the 4D table, and TPS for the VVT table. Will be tuning the main fuel table with the VVT and 4D tables zero'd out, when the main table is done I'll then do the VVT and 4D tables after that. If that doesn't work out nicely I'll give it a go with TPS as the load axis for the main fuel table with a BAP/MAP XOver equation load source. Have had the turbo setup running for years with the VVT load set to TPS and Fuel table as MAP, but looking to make it a bit cleaner
  24. using a single tuned map you can easily have it range between 300-600hp, simply by leveraging Link's boost control. You don't need to be switching fuel and ignition maps for different power levels. What ECU does your tuner recommend?
  25. you after the ID1300x or ID1300x2? I used the figures from ID/T1Race for a set of ID1300x2 with an xtreme and they work perfectly
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