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Everything posted by JMP

  1. JMP


    you need to check how you've got your ECU logging configured along with the mixture map configuration. Also keep in mind you have the math function available for single cell tuning by pressing the M key when a cell in the fuel table is selected
  2. JMP


    I'd avoid using the auto tune function if you're not using a dyno to progressively work through the map. On the street it will just make a mess of your map and it looks like you're already getting some very large steps in the fuel map around idle. Mixture map with decent filtering is a better solution for street tuning
  3. JMP


    looks like you'll need to do some configuration of the knock control setup, you've got cylinders reading way over your knock target at idle. To add another row/column to any of the tuning tables, select the table and press X, then hit the green plus icon for the axis you want to add to and type in the value you want.
  4. JMP


    I'd get it running and let it warm up, then adjust the master so the fueling is roughly right, then you can start the fuel map tuning. The 1zz turbo I'm currently working on has Deatschwerks 60lb injectors on the stock returnless fuel system and it needed a master of around 8ms for the idle cell values to be around 30 for a petrol AFR of 14.4 in traditional fuel mode
  5. JMP


    you didn't have the either CAN channel setup to receive lambda from the AEM. I followed the instructions in the Link help file for the AEM gauge and set it up on CAN2 to receive User Stream 2, as your config already has some stuff setup to transmit on CAN1. Don't use closed loop fueling while you're trying to dial in the fuel map, you'll just end up chasing your tail. Only enable closed loop once the fuel map is fully tuned. 1zzboomlangwith5barMAPrepinned_CAN2_Configured.pclr
  6. JMP

    What ecu for dual DBW

    a Thunder would be my choice, no need for external controllers or extra complications: https://www.linkecu.com/products/wirein-ecus/g4-thunder/
  7. JMP


    does the map sensor calibration succeed? the vacuum reading at idle seems off. The turbo 1zz I've got here idles with a MAP of 25kpa , yours is idling around 85kpa. If it was my car I'd rewire your harness to have the ECT and IAT sensors connect to the analog temp inputs instead of the AN Volt inputs. Then you can use the built-in Bosch NTC calibration and 1K pullup resistor
  8. damn, was looking at a dash solution for one of them so I'll use an Arduino with the can stream to get this working which may turn out to be a better long term solution
  9. went to test this on one of my cars that runs a G4+ Storm Black today and noticed there's no datastream option in the Configuration Window of PCLink, checked on another car I work on which also uses a G4+ Storm Black and it was also missing there. When I checked on my daily driver that uses a G4+ Plugin it does have the option. Is there a limitation on the G4+ Storm, or some other way I can get it to work?
  10. Awesome, thanks Adam! I'll have a look through the list to see if it's possible to display the lambda coming in via CAN
  11. Have you tried the "Mx5 VVTi" trigger mode with both triggers set to rising?
  12. that's really disappointing, the main reason I was wanting to use it was to display lambda
  13. had the same issue with AFR not displaying, I'm waiting for a new tablet to arrive before I look into it more
  14. JMP


    You need to use a map sensor for it to work. Your engine will have a 36-2 sensor which will work perfectly. It's a massive pain to change the trigger wheel on the crank if you wanted to change to a 36-4(timing cover off, timing chain off etc). It's unusual that boomslang configured the loom to use AN Volt inputs rather than the dedicated analogue temperature inputs, hopefully they have wired in the pullup required when using the regular AN Volt inputs for temperature sensors. Adam's file is still setup for a 3bar Link MAP sensor connected to AN Volt 2, I've updated it with the configuration for your AEM 3.5bar sensor. Your next steps are - wire the map sensor to the AN Volt 2 and connect it to the plenum post-throttle body. I use the port on the plenum which used to go to the charcoal cannister VSV. - load the provided file and perform a TPS and MAP sensor calibration. - do a base timing check with a timing light to ensure the ignition offset is correct (your map is set to 140, I find most 1zz's are around 145) - Get the engine running by adjusting the "Master Fuel" number under fuel main if it doesn't fire straight up - Ensure the AFR is in an acceptable range with your wideband (you have a wideband connected to the fury right?) - Use the Cam Angle Test in the VVT Setup menu to confirm the Trigger 2 VVT Offset is set correctly (your map is set to 47.7, the last one I did ended up at 51) - Configure the Trigger 1 and Trigger 2 Arming Threshold tables using data from the Trigger Scope With all that done it will be ready to start tuning and you will have very few further issues. On the 1zz's I've done, I use the "Toyota 1ZZ" Cam Control Mode combined with the "Toyota 2NZ VVTi" trigger mode. I've never used the "Toyota 2NZ-FE" Cam Control Mode your map was configured with. 1zzbasemapBoomslang (3).pclr
  15. JMP

    Wheel speed issue

    what sort of speed sensor do you have connected to DI5? Is the pullup enabled?
  16. will borrow a HoloLens from work to see how it looks on that given it's supported
  17. non-resistor plugs in the engine?
  18. If you're doing a patch loom, I'd strongly recommend grabbing something like a G4+ monsoon or storm, then you have more options to take the ECU with you in the future. Base maps for the 4age's are pretty simple, follow the 4age config info in the help file, put some sensible numbers in the ignition table, grab a fuel table from one of the other NA 4 cylinder base maps supplied with pclink that use traditional fuel mode and use the default cold-start/warmup enrichment settings. You could also take the opportunity to modify the wiring for the injectors to change it from batch fired to sequential. Turned out I still had a copy of an ECU header plug for the gen 1 MR2 so that's also attached for your reference
  19. the smallport 4ag uses 12, 16 and 26 pin ECU plugs, the Link is for a 1st Gen SW20 MR2 or ST185, which uses the same ecu header as a smallport 4agze with 26, 16 and 22 pin ECU plugs. you could grab a 22 pin ECU plug and do some re-pinning to get it to work but it's not exactly plug'n'play. I mapped it out to use the MR2 plugin on a smallport 4agze years ago and that required minimal repining. I've attached the smallport 4age diagrams which you can use with the MR2 plugin wiring pinout in the PClink help file to figure out what you need to move around or re-assign.
  20. had this issue on a v44, it was the fuel pressure sensor's CAL table being in psi instead of KPA as Adam stated above. Switched the CAL to KPA and all was fixed. In the troubleshooting process we did find a poor power feed to the fuel pump though
  21. JMP

    Differential Fuel Pressure

    Excellent, thanks for that! I figured there was a setting somewhere I'd got wrong
  22. Hi Guys, Did some initial tuning on the weekend on a new G4+ Xtreme installation on a 2zzge and noticed something strange in the logs with the Differential Fuel Pressure being stuck bang-on 300kpa all the time. ECU on FW Engine has a map-referenced dead-end fuel system (radium tank with built in FPR, vac line run from engine to FPR) The log shows the fuel pressure on AN Volt 4 tracking as expected (even thought it's lagging very slightly behind MAP), but the expected small variance in differential doesn't show up. It's setup in Modelled Fuel Mode, 300kpa base pressure. Only a 3D fuel map at the moment and Charge Temp Estimate table hasn't been configured yet Any thoughts on how I could get this to read correctly? I'd like to get it sorted before doing too much more with the fuel map on this one as the base pressure needs to be increased as we ran out of injector in the top end. Thanks Jason post dyno link.pclr dyno log.llg
  23. JMP

    Slow reacting

    Windows 10 Pro 64bit, Onboard Intel HD Graphics 620, i5-7200 CPU, 8Gb RAM, SSD, 100% display scaling, USB3
  24. JMP


    add a map sensor to the system
  25. I've got the IAT sensor mounted in my intercooler pipe just before the throttle, but have recently purchased some of the T1 Race fast response sensors (basically glass bead NTC thermistor potted to a 1/16npt housing) https://www.t1racedevelopment.com/category/universal-parts/electronics/sensors/temp-sensors/t1-fast-at.html I'll be installing a T1 sensor into the TGV delete's right near the port face. With both installed I'll be able to see the difference between the two and then decide which will be best to use when I switch my setup over to modelled fuel mode. I'm expecting if the T1 sensor works well I'll be able to have my charge temp table mostly biased towards IAT
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