Simon
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Posts posted by Simon
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No the V44 is essentially the same as the G4
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The biggest issue these suffered from was bad earths. Check for any burnt tracks on the PCB or solder joint issues.
Often fresh earths were run from the ECU to the block to sort issues back in the day.
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You will need to have the PC link software installed. If you have all the data for the injectors then there are tables for dead time and short pulse width that can be filled in. Best start is to get the PC software installed and start working through the help file.
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This is going to need someone that has looked at this or the information available on a stock car. We have not done any inhouse work with the E46 so don't have any information available.
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Not that we have seen. It could help if you were suffering from electrical noise.
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You will put batt voltage as one of your axis's and can turn other of or might set up for engine speed or maybe load
Then the table sets the pulse width of the PWM signal
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What cable are you using on the end of the CANPCB cable? If using the CANDASH it will drop coms due to the TX and RX serial signal also being in that loom. Way to solve is to remove the TX and RX wires at the PCB connector or use a CAN F connector and only join the CAN wires.
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Di7 is the Idle switch on pin 54, Di11 is not connected
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From what I can see it looks to loose triggers but suddenly.
Arvin 4efte.pclx 4e idle and shut down.llgx
Then in the log of it cranking and no start it is getting no triggers again.
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You just need a switch wired in to a Di input on the ECU. AC is often used as this is already wired, the switches you mention are not tied into the ECU but you could add one in no problem. The XS loom often makes this an easier task.
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Yes that will be fine
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Sensor polarity and the arming voltages will be critical it could be that at the 0.6V you are getting background noise I would expect bigger voltages off the sensor when its crank driven.
If you have a external scope to actually measure the signal would be additionally useful.
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The trigger scope is going to be key.
The G4X is much more sensitive to trigger problems if it detects errors it will not fire the ignition.
It also has extra checks around detecting the gap that the + didn't do.
Where as the G4+ could have issues but continue running with out them being noticed.
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Tune and a trigger scope (log) during crank would be the go on this one.
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If you head to page 40 of the manual it will have you covered.
http://forums.linkecu.com/applications/core/interface/file/attachment.php?id=2537
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Switching point on the Di inputs is 1.5V so as long as either sensor is switching above and then below 1.5V it should pick the signal up.
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Dbw s15link
in G4+
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Dbw s15link
in G4+
Yeah we can modify the board to bring out the required channels but it does require a trip back to NZ for this.
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Have you tried going in the other direction with less additional fuel.
Check you are getting RPM and no trig 1 errors during crank.
Make sure ECU is staying on line during crank.
Take a log and post with a copy of your map.
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Can be done with some modifications to the board.
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AN volt 11 is the map signal in the file Adam sent.
Once you have loaded the file to your ECU clear the errors and see if it returns.
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Fury will be up on the web site as soon as it is.
Thunder is a much longer wait.
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Not easy to. The cluster uses a unique too Toyota coms protocol.
Our Altezza plugin has a bunch of additional hardware just for the Toyota coms. There might be other options but not that I have come across
Fury or thunder X
in G4x
Posted
If you can wait 1-2 days I can confirm they are in the NZ building now and going through burn in testing and will be shipping to the global warehouses soon after.