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jigga009

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jigga009 last won the day on September 16 2018

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  1. You could perform a visual test and know that it works for sure. Remove the coil pack from the engine, attach a spark plug to it, ground the plug onto the engine (rest the plug threads on the intake manifold or somewhere on the block so that it can be grounded just as it would be if installed in the head), then run an "ignition test" through the ECU software, turning on one cylinder at a time. The ECU will then fire whatever cylinder you want repeatedly until you turn off the cylinder. When you turn on a cylinder, simply go over to the engine bay to visually confirm that it is firing.
  2. jigga009

    G4x xtreme

    Are there going to be any changes to the number of general purpose RPM limiters with the new version of the ECU?
  3. The firmware update on the AEM is not done by the user. The box has to go back to AEM in California for that. You'll need to give AEM a call and go over some debugging steps over the phone with them before they will give you an RMA number. Before sending it in though, you might want to confirm that the unit is not in fact sending data over the 0-5V lines. AEM will likely have you test for that. Confirm that your ECU CAN (i.e CAN1 or CAN 2) line that the AEM is attached to has the correct resistor bridging the end of the wires. As has been mentioned, the ECU has a resistor on its end, but you need to install another resistor on the other end of your CAN line from the ECU. Also ensure that the CAN wires are twisted as suggested. Also ensure that you are tapping into the correct ECU CAN H and CAN L lines with your AEM CAN H and CAN L lines. Other thing I would suggest is to take a look at the Link CAN settings. It is easy to think that you have it set up correctly to receive from the AEM, when in fact you don't. It took me a while to figure this out. If it is not set up for the right frequency, you won't see any of the data that the unit is transmitting over CAN. If I were to take a guess, I'd think that this might be your problem. I also had to modify one of the leads and remove the power and ground wires, leaving just the CAN H and CAN L in the DTM plug. I was then able to attach a small branch to my main CANBUS line from the ECU with corresponding DTM plug. This allows the ability to remove the AEM setup from the main CANBUS line by simply unplugging it from the main ECU CAN line. Something to be aware of with the AEM though is that you won't be receiving any of the trouble codes built into the unit when using it with the Link. You will just have to take a look at the unit itself to know if there is an issue requiring your attention. Pretty much all you will be receiving is the AFRs for each probe and the EGBP. That's all that comes to mind at the moment.
  4. Adam, I have the initial AEM 4CH stream you posted in this thread working on my ECU, but I am unable to see any of the error codes or status data that the AEM also puts out over CAN. I had discussed with you a few weeks ago about somehow getting this stuff going, but at the time, I was having issues with my AEM wideband that we both determined needed to be sorted out. It has since had a firmware update, and I'm ready to try again with regard to having the AEM error codes and status data show up on my G4+, just as it does for my Link CAN LAMBDA. Including a copy of my calibration for your perusal. https://www.dropbox.com/s/9qotsocdkxquej5/Current Map rev 0.77 - with Can lambda and new canbus settings for more parameters.pclr?dl=0 Thanks!
  5. Adam, would it be possible to have a version of the AEM 4 channel streams you made here that allow the AEM widebands to come into PC Link as Lambda 1-4, and have the Can Lambda as Lambda 5? I'm performing a similar install, using Canbus 2 on my ECU where Can Lambda already resides, so will also be reprogramming that to run at 500K just like the AEM, but I would like to have Lambda 1 be cylinder 1, etc. and then have Lambda 5 be my Can Lambda. Thanks in advance!
  6. I know that it isn't directly related to the Link as mentioned, but have you given thought to just pulling the fuel pump relays when the car is left unattended?
  7. As said, it can take quite a bit of patience to get the pins seated correctly before the white tabs lock. I would suggest doing it one wire at a time. Insert one terminal, and then work on the plug until it locks. Once it does, unlock it again, and then insert the next terminal, and work on that until it locks again. I find that a paperclip comes in handy for ensuring that everything is well-seated. I also find that a tiny of saliva/moisture on the body of the pin helps it slide in easier and seat all the way into the plug without the need for as much force. Going one terminal at a time as I suggested ensures that you don't frustrate yourself trying to figure out which of your newly inserted terminals is causing the plug to stay unlocked.
  8. If you want something from Link themselves, I believe this is the link to their unit - http://dealers.linkecu.com/NTC12_2
  9. If you don't have one way valves in your plumbing, you will run into what you are experiencing; extended cranking before starting since the pumps have to build pressure again following the pressure drop off when the pumps stop priming. With the valve in there, the system maintains system pressure for longer following priming, allowing for more instant injection of fuel into the cylinders when you go to crank the engine over.
  10. Your fuel pressure might be dropping as soon as your fuel pumps stop priming. Do you have one-way valves in the plumbing of your fuel pumps?
  11. Interesting tip about getting EGT with the Can Lambda. Had no idea about that feature. I had previously run EGT sensors on the car, but stopped running them a few years ago when a probe snapped off and took out a turbo. Edit - looking at the manual for the Can-Lambda, I'm can't find reference to the ability to measure EGT. Are you referring to probe temperature, as a proxy for exhaust gas temperature?
  12. Thanks for the heads up. It is something that I suspect would drive one nuts, as my current OG AEM UEGO does the same thing when the sensor has some miles on it. The gauge would respond in what seemed like an eternity in response to the throttle pedal. I do currently have an AIM dash, and have the ECU sending the wideband data to it via CAN, so I'm able to skip dealing with a sluggish display. With that all said, the accuracy (or lack there of) of the AEM UEGO is a little concerning, and part of my reasoning to update it. Do you find that your unit suffers from voltage offset issues? From my digging, I did not think that they introduced CANBUS communication on those NGK/AFX units? Thanks Adam. Yes, I do like to measure thrice and cut once! Ended up ordering a Link Canlambda unit, so hopefully that should deal with voltage offset issues and possible questions of whether my wideband is actually doing what it is supposed to be doing. Given the data parameters that the Link wideband is able to send to the ECU, which parameter most directly indicates when the O2 sensor is on its last legs? For all of the discussion regarding warm up strategies and the like with the Link, are you able to comment as to just how closely the CanLambda follows Bosch's recommendation for warm up and use of the LSU 4.9? Have you found Link's warm up strategy to yield noticeable differences in how long the CanLambda can maintain an LSU 4.9 sensor compared to other brands out there, or even older widebands such as the OG AEM UEGO (which also used the Bosch chipset, but with an unknown warm up strategy)?
  13. How long have you been using it? And can you go into why you went with Emtron? What's your burn rate of sensors been like? Is this to mean that you cannot have as many devices using the Can when using the Link compared to the AEM? Or is it that all devices have to be transmitting at the same rate? very interesting point to consider...Thanks!!! The Ballenger is another tempting unit. Used to be huge with the high power Supra guys back in the day. They don't appear to have CAN communication though? my reading also indicated that the NTk sensors, while hearty, are sluggish in the response department. Have you found this to be the case?
  14. Thank a for the response Adam. I have also seen threads on other forums where a lot of what you say comes up. I have been curious as to AEM's dogged insistence that one use their sensors and only their sensors with their wideband. They claim that it is a Bosch LSU 4.9 sensor, but the sensor included with their unit appears to be devoid of the usual markings that would identify the sensor as such. Perhaps users if the AEM could chime in to confirm? And you are right, AEM definitely are not using a Bosch chipset in their x series wideband. Neither does Innovate. I think it was Alan From 14point7 that mentioned something to the effect of the Bosch chipset being the reason why a lot of the widebands on the market making use of that same chip are relatively "slow" to respond. With that said though, Alan did drop a lot of knowledge, and now I know that just because a manufacturer says they use a Bosch chipset does not mean that they are controlling the sensor in the manner that Bosch advocates. There is code that has to be written to control just how exactly the chip is run to control the sensor. This thread on this forum here proved to be a very interesting read for me: http://forum.diyefi.org/viewtopic.php?f=6&t=2267 as they discuss a lot of the widebands available on the market, and even take a few of them apart to discuss what really makes them tick. Alan from 14point7, who makes the Spartan widebands chimes in, as do employees from AEM and Ballanger Motorsports who still produce the AFX wideband chime in at an unofficial capacity to discuss how exactly their devices work. An individual from Ecotrons chimed in also on this thread here http://forum.diyefi.org/viewtopic.php?f=14&t=1033 , but is not met with the warmest reception, given the seemingly deceptive means through which the individual signed up onto the forum to advocate the use of their wideband under different screen names. There is some talk that the Ecotrons units are Chinese-based, but not much more info on that. Still curious as to what they are offering though, given that they are based not too far away from me. A lot of popular widebands are discussed in the initial thread I linked to, but as has been the case in my searching so far, Link's device is not mentioned anywhere, so tough to learn more about it. I have definitely considered 14point7 for a wideband, given that they are based down the road from me, but I still do see slight niggles regarding build quality and some failure right out of the box that cause me to hesitate. Their prices certainly are attractive, especially for their multichannel wideband unit, but I am unsure as to whether they are actually using stock Bosch sensors that I can pick up from a parts store. They mention on their website that their sensor resistors are "calibrated by a third party".... meaning what? Also, I can't seem to find much info on how frequently users might be going through sensors either. Ecotrons appear to now how a wideband that uses the Bosch ADV sensor as the next evolution from the LSU 4.9. Do we know of what advantages, if any, this new sensor has over the 4.9? Just as the 4.9 is supposedly more reliable (although Alan from 14point7 appears to disagree on this) than the 4.2, is thr ADV sensor supposedly even more so? Bosch have a Lambdatronic wideband, which one would assume to be the perfect wideband, given that they make the sensor, know how it should be warmed up, etc. and might actually last as long as the sensor would last in a normal car, but again, very little user info on the thing out there. I can't even find a price posted anywhere for the unit. Does the Link CanLambda still require users to solder a capacitor between the power and ground lines of the unit in order for it to work properly? http://forums.linkecu.com/topic/6663-can-lambda-problem/
  15. Adding some info I dug up on the can-lambda as well as a few questions regarding them: Can lambda is apparently able to transmit to the ecu sensor temperature - is this logged for the purpose of adjusting the ecu map if temperature gets too high? Lambda - no questions here..this is what we are looking to measure... error codes - again, no confusion here, as it tells the user if there is a problem. - controller status - what purpose does this parameter serve that the error code above would not? - pump current - what purpose would knowing pump current serve? - heater average voltage - what purpose would this parameter serve? - Given that there is a calibration available for the G4+ to run the AEM x-series, would this calibration allow the G4+ to receive error codes from the AEM? - Is the Can Lambda able to free-air calibrat the wideband sensor? Asking because my current UEGO does not either, amd I read that it is needed in order to keep the sensor readings accurate as the sensor ages.
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