Simon

No worries

Chances are you have a LEM that is geared for a nissan CAS. The switch closest to the LED configures the sync pulse and the one further away set a timing offset. I can email setting instructions if required just contact me on [email protected]

We don't have any plans for a full blown traction control we are mainly focusing on traction control for start line launches.

That should be fine for the map hose as long as it is on the engine side of the butterflys. 20-220 will just expand how much of the map you are using. Either will work. To see if it is the map signal effecting the idle you can run with it unplugged. Just be sure to block the hose so that the idle remains low.

Hi Alan On the GTiR you are best to configure the ECU to be spanned off TPS. At idle running MAP the signal will not be the best.

Should be no problems at all. As by my understanding they are a direct replacement for the stock coils.

http://www.innovatemotorsports.com/support/manual/LC-1_Manual.pdf This link will cover the set up of the innovate. Within the LEM G3 you will need to enter the correct Voltage and AFR points. Default settings for the innovate are Volt point a = 0V AFR point a = 7.35 Volt point b = 5V AFR point b = 22.39

The timing is only at static at cranking speed. Once over 500rpm the timing table of the ECU becomes active these numbers are on top of the static timing. To retain a 10 deg timing you would have to have 0 in you zone ignition numbers. This will be why the engine speed rises when you raise the advance limit.

On the G1 at duty cycles over 30ish % the ECU switches to group fire. Wiring in sequential is worthwhile in that it shares the load across the drives. IAT should be positioned close to the butterfly and try to avoid spots likely to suffer heat soak. The sensor will need to be a regular NTC calibration A wide band sensor and display will be a must for tuning as it is one of the few way to get an accurate mixture reading. There is however no provision for wideband with in the ECU like the latter G4s do have.

Hi It can be done but with extreme caution. Anti lag can be run on the rotary in very much the same way as for piston stuff. However the total amount of retard you can run is limited. The idea of the retard is to get heat into the exhaust. With the rotary though if you retard too much you can end up firing on a compression stroke very advanced causing engine destruction.

Unfortunately none of the extra outputs have the ability to drive injection or ignition. Both of these functions require specific hardware.

Hi Philip Have you been through and made sure all your trigger configuration is correct with no trigger errors whilst cranking and a stable engine RPM.

I would start by checking all the grounds to the ecu and igniters. Next step is likely going to be to get the Igniters and ECU checked out.

Yep spot on.

http://www.linkecu.com/support/documentation/g1-engine-management-documentation/lemv4manual This a link to the V4 manual. It should help a bit. Having the O2 not connected is not a problem at all. For setting the static timing Under Limits menu select ADVANCE LIMIT and set advance limit to zero. With engine at idle or low speed, set ignition initial timing by distributor position. This value will vary depending on engine type etc., but 10° BTDC (Before Top Dead Centre) would be a good starting point. Once set, reset ADVANCE LIMIT to required limit value, and check advance operation with timing light. You can then enter the static timing number into the static number. For the GTiR assuming you are still running the stock 4 butterfly intake you should set the row steps to TPS but retain a map connection. This will then give some fuel compensation for boost pressure. For setting the TPS are you using PC tuning or are you working through the remote?

It will need to be changed over to a tooth per TDC. The teeth will need to be positioned to be going past the sensor on each TDC and must be at 90deg spacing.

What you have there is a G1 LEM running V3 firmware. It has an Opto/Hall sub-board. Book can be downloaded from http://www.linkecu.com/support/documentation/g1-engine-management-documentation/lemv3manual

Thanks for the picture From that I can confirm the stepper control board is not fitted. Down side is that it is not the cause of your ISC not working.

It is a V4 firmware. The white wire is usually the Oxy sensor input. It would pay to check this by pin location on the header. The pin out is in the V4 manual that can be downloaded from http://www.linkecu.com/support/documentation/g1-engine-management-documentation/lemv4manual

Hi Frank A bit of a long shot but does the ECU have a stepper motor control board fitted? This will be a sub-board in side the ecu with either 4t stepper or 6t stepper printed on it. If it has either remove it and then see if you get a good signal. Simon

Hmm RPM in theory should not change based on the injection mode. I assume you do have trig 1 set to crank, tooth count 60, missing teeth 2 and trig 2 as 1xCam Both will be opto/hall Trig 1 is the normal priority setting but certainly no harm in trying trig 2.

Hi Couple of options. The preferred one would be to remove 3 of the 4 teeth on the cam leaving a single tooth. This will allow sequential fuel and ignition. Option 2 would be to run in group fuel and wasted spark (assuming 4 coils) and trigger off the crank only.

On the G3 this is done through the fuel and ignition menus "fuel setup" and "ignition setup" under load axis To add or remove columns right click on the column headings. Same for the rows.

Ok cool . I would say all is functioning as it should. The ECU goes through a reset after a map is loaded and stored. This is what is causing the error about the reset to come up. Under this situation it can be ignored. The LC1 will be putting out 5 volts when the motor is not running this will be bring on the AN volt error. You can set the error high value to 5V or reprogram the LC1 to not span right through to 5V

Yes you can select either through PC link so no problem at all to run the MSD