lemmy01

Hi, Killer feature i think. Any plans when you came up with this box? I will buy one too . Thanks Ralf

After reseting the ecu-error codes and switching the polarity of the motor i get the e-throttle working. Toyota M- ->ethrottle+ Toyota M+->ethrottle- Thanks Simon I read in the helpfile that the relay for ethrottle should connected to a spare ignition or injection output. I have wired the relais to aux5 should i fix this?

Is there a way to test my throttle-motor without the ecu? Is there also a way to test the ecu e-throttle outputs without a oszilloscope (i have a fluke 88V multimeter) so i could isolate whats wrong. The toyota waveform from the factory ecu have 5 pulses/msec =5kHz . Thanks Ralf

Thanks Simon, i have the engine running without VVTI at the moment. Starts on the first try :-) But i have still the problem with the throttle-motor. The ecu throws the ethrottle-IC over-temp message all the times. The throttle dont move anymore. I have pulled out the fuse from the 14V supply for Aux9/10 disconnect the e-throttle-plug and switch the e-throttle to off in software but still get this over-temp message. I have several times reviewd my DBW wirering and still find no mistake. Please help !

Hope Simon could answer if the 5V line could supply enough current. Im a little afraid to use 12v and damage my solonoids. I find a waveform for the orig Toyo ECU controll the throttle motor. Looked like they use 5V for the Throttle motor too. :shock: http://img696.imageshack.us/img696/8276 ... rottle.pdf Could you give me some advice how to setup the e-throttle.

And one more question (hope dont nerve you) is there something against to wire the 6 coils and 6 inj to Inj1,Inj2,Inj3(plugA),Inj5,Inj6,Inj7(plugB) Or is it necessary to use the serial order and have 4 on the Aplug and 2 on the Bplug Seems that the ecu dont allow that. Have it rewired to normal.1-4 from Aplug and 5-6 from Bplug I tried to setup the DBW. The FPS calibrate as it should.runtime values are correct. The TPS dont calibrate .Gives me at first the error that it could not reach 98%. But the throttle blade moves and as i noticed in runtime window TP(main) works and shows the right value. Then i get a: ECU Fault Code 70: E-Throttle Min %DC Limit ECU Fault Code 84: Aux9/10/E-Throttle IC Over-temp the throttle blade dos not move anymore. I wired as shown in the help:12v to aux 9/10, ethrottle relais on aux 5.

Thanks Simon that saves me one digi. Input :-) is it right that the 2wire 5v Camshaft timing Oil Control Valve's must be driven on the low side? OE1+,OE2+,OC1+,OC2+ goes to 5V from ecu and OE1-,OE2-,OC1-,OC2- to Aux1-4. And one more question (hope dont nerve you) is there something against to wire the 6 coils and 6 inj to Inj1,Inj2,Inj3(plugA),Inj5,Inj6,Inj7(plugB) Or is it necessary to use the serial order and have 4 on the Aplug and 2 on the Bplug

The VVT/LH sensor is also needed for VVTI so i have to split the VVL+ line and wire it to Trigger2 and DI1?

Thanks to look at my diagram! But the 2grfe manual says this about the voltage: And the the ground i decided to use because the engine A loom from vipec use it to. Can you spend me some light

Thanks Simon. Then should this the right trigger setup for the 2grfe? http://img853.imageshack.us/img853/65/trigger.pdf

As you see there is no left or right bank only front and rear. I dont know how this engine is orig. fitted

:wow 2150ccm would be good for 1300HP or did you use E85? Sorry for OT, i think it's not easy to find a basemap for that setup.

Im a little unsure what Inlet/LH means. The manual use the Bank1/Bank2 term instead of RH/LH Im think its Bank1 (Cyl 1;3;5 )

You have set Pre-Crank-Prime to Key-On. Have you tried Ign-Start-Position instead? Â Â

Do you have a fuel-pressure sensor or gauge? Whats the pressure if you start straight after key on? Whats the pressure after prime time?

I think if the Link supports the ODBII protokol over the Pin 3(can High) Pin5 (can low) of a ODBII plug this would be a killer feature. It's a must have to get Car's in serveral countries "street legal" (emission test). Â

There is a setting for 'prime time' on the fuel-pump(not Fp-Speed) output. Perhaps it help.

To run the pump without it's own relay is a bad idea.

Thats very bad news. I don't understand the reason why the new version of the g4 extreme have that limitation. It make no sense to me to convert a DBW Engine back to mechanical-throttleblade. So it could not control the 2grfe and i have to look for a other ecu for my 2grfe project. Thank you for the info. Ralf

sorry bad link. here is the right one

Look here. (must scroll down a little bit) There is a article that thor-racing(link dealer) have done a 2grfe with linkg4 extreme (vvti and dbw). So it should be possible without some bad tricks. Ralf

Hi, i think this is for a v6 2grfe toyota engine? why 4 aux? it should be possible to only use two aux. It is not neccesary to have different settings for each bank. So it could be a option to put two valves on one aux. (left-inlet/right inlet and left-outlet/right-outlet) Ralf

Thanks, that solves the problem. At the moment i play around with haltech,motec,efi-systems(ODBR) and link software. All have different concepts on gui, so sorry to ask a little stupid question. Thanks to place me in the right way

i have configure ANV3 to MAF-Meter and Fuel-Equation only shows LOAD= MAP ,BAP and MAP/BAP. this is on offline mode, i only take a look on the software at the moment to see if it meets my requirements.

Hi, is it possible to use a MAF-Sensor instead of a MAP with G4 xtreme? I have download the software and find now way to use MAF on loadaxis of fueltable. There are only MAP and TPS aviable on load axis. Only Accel Enrichment could use MAF Sensor. Thanks Ralf