Simon

AN V12 is connected to the Evap Pres Sensor signal 
Clear the error and check the fault settings are at 0 volts low and 5 volts for high.
 
 

Yep that would be a very good way to see where the changes lie.
 
 

Just check the voltage on the sensor signal at full throttle it could be going to either 5V at that point or very close to.
Options would be increase the error high to a figure above the max voltage.
Rotate the TPS a bit so that the max voltage is reduced. (Re calibrate TPS after this)
 

Hi Llewellyn
Development will continue on the G4+ for some time to come. But to keep improving in an electronic environment there will always be a point at which the platform has to be updated.
The G4+ range is coming up on 4 years old now and I expect us to continue with it for some time to come (years not months)
So don't panic the support is still there.
 

Hi A bit of info below that could help in you situation.
Semi-Sequential Injection

Semi sequential fires injectors in groups of two.  It allows injection timing control and minimizes the time available for fuel to condense on the port walls.  This mode requires sufficient triggering to determine engine position in the 720 degree engine cycle.  In this mode, ideally injectors are wired in pairs according to the firing order with the pairs wired to the injector driver that corresponds to the lowest numbered cylinder in the pair.  However, with some firing orders this is not possible.  In cases where that rule is not possible the idea is to group injectors in such a way that the time for fuel to sit in the port is minimized.  Select Sequential Injection Mode when using this wiring configuration.  Note that unused injection drives will not be available for other use and will still be firing according to their position in the firing order.
    Examples:
6 Cylinder, firing order 1 5 3 6 2 4.  Works nicely as per rule.  Fuel sits in port for 120 degrees longer on the higher numbered cylinder in the pair than the other.Injector drive 1 is wired to injectors for cylinders 1 and 5. Injector drive 2 is wired to injectors for cylinders 2 and 4. Injector drive 3 is wired to injectors for cylinders 3 and 6. 8 Cylinder, firing order 1 8 4 3 6 5 7 2.  Does not follow rule due to firing order.  Pairs as per OEM Toyota 1UZFE wiring.Injector drive 1 is wired to injectors for cylinders 1 and 7. Injector drive 2 is wired to injectors for cylinders 2 and 8. Injector drive 3 is wired to injectors for cylinders 3 and 5. Injector drive 4 is wired to injectors for cylinders 4 and 6. 10 Cylinder firing order 1 10 9 4 3 6 5 8 7 2.  Follows rule but note that the order of the high and low cylinder in each pair changes.  eg in the 1-10 pair, cylinder 10 gets its fuel 72 degrees before deal.  In the 9-4 pair, cylinder 9 gets its fuel 72 degrees after ideal.Injector drive 1 is wired to injectors for cylinders 1 and 10. Injector drive 2 is wired to injectors for cylinders 2 and 7. Injector drive 3 is wired to injectors for cylinders 3 and 6. Injector drive 4 is wired to injectors for cylinders 4 and 9. Injector drive 5 is wired to injectors for cylinders 5 and 8  
Main condition is going to be the TPS dead band and the Accel clamp.
If you TPS is nice and stable / clean then a lower dead band will make it more responsive. Just avoid going too fine as it could then bring on accel when its unwanted.

I had previously always used afr, but since heading towards multi-fuel setup, have made the change to lambda. If you remove all references to afr in your life, it isn't hard and doesn't take long to make the adjustment!

Yes that Sub-board will suit the H22a. You will need to wire trigger 1 to the 4 tooth pickup in the distributor trigger 2 to the single tooth.
 

For anyone else looking to run similar setups with Racepak dashes and a link ecu. Don't purchase the Racepak display dash or logger dash that has the standard 5pin v-net connector and 8pin Deutsche connected on the back. If you purchase the Racepak STREET dash it has a can module already built into the dash that can be programmed to most new ecus and I have tested and confirmed it on my link G4+ extreme.

Hi that there is a V44 plugin.
You will need to configure to suit the N14 set up in the pin functions of the manual
The ECCS test will also need to be carried out this is covered in the VTS help file. If you find you get a widest slot of 1 then change the dip switch settings to the alternative.
 
 
Nissan ShortHeader PlugIn Manual.pdf

VTS (Vipec tuning software) is the tuning software that you use to tune the ECU.
This has a comprehensive help file that will explain the ECCS test function.

The nice thing about using one of the e-throttle bodies in our help file is we have wiring information and settings there to use, which makes things easy. Look at where your throttle body currently bolts on and look at how your current accel pedal assembly attaches then go to an automotive wreckers and look for some options. For my car the accel pedal assembly mounts on the floor rather than the firewall, and I found a MkV golf GTi pedal worked well.
Scott

Any of the above would be good options. Yes antilag works really well with E throttle as you can run a second target table to activate based on the antilag switch.

ok disregard the engine check light issue, its me being silly and having a brain fart
disregard and all is well, now back onto finishing the canbus display

You are aware that the steps between the rows and columns are adjustable so for areas where the VE is not changing so much you can use less resolution and then where the VE changes rapidly you can then use closer spacing? 
We found on our test engine a 1UZFE vvt motor that you could achieve a very acceptable tune on 4 cells.

I found idle target trim table was populated with values which could give a few headaches if a file compare wasn't done. 

There is no mark on the factory pulley you will need to TDC the motor and make one.

On the SR it will pay to do a Fuel cut for the limiting. If an ignition cut is used there is a good chance of rocker / valve damage
Below would be a starting point RPM and ignition retard you might want to start softer.
 

From our end we certainly have more to do with HPA and they are focused on online learning.
EFI University has been around longer but have not had any direct dealings with them.

No the 3SGTE uses a 24 tooth reluctor sensor with a single tooth reluctor for the sync.
The Nissan unit is a 360 slot optical sensor and requires a different sub-board in the ECU.
We do have Nissan sub-boards still should you wish to have the ECU changed over.

Yes is the short answer. But the Haltech can stream information would need to be known or reverse engineered to allow a suitable stream to be configured in the ECU.
Using the universal Vnet module would be my pick currently.

No not solved as only confirmed on bench on the 17-1-17 suspect it will be a firmware issue and older firmware may not be effected.

Are you firing on the correct engine stroke for the ignition? If running 4 coils you could be firing 360 out and firing on the exhaust stroke.
Also another possible cause would be if the coils were wired with no igniter and then you have a very weak spark.

Mine had low voltage like this when the ecu hold feature was not setup correctly in the software. You will find that the main realy will not close causing the voltage drop. You will get voltage both side from back feed but you need to confirm the relay closes

Can report that the fault has been able to be replicated and engineering will have resolved in the next release.