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Adturb last won the day on August 22 2016

Adturb had the most liked content!

About Adturb

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  1. Sorry for the late reply and thank you for coming back to me. Can you outline the benefits of going to VE from traditional? I don't currently plan on running flex fuel, which is what I gather the main advantage would be? I had a fiddle and the fuel map seems to keep the profile from the traditional map, is this typically correct or will the VE map profile likely be quite different- I appreciate thats a subjective question, but generally speaking does it following the same sort of shape? Is there anything else to consider when deciding whether to use traditional or VE?
  2. Thinking about changing from my traditional map to a VE based, how critical is the cc field? I don't know the exact displacement of my engine, only that its stroked to 2..2 from 2.0. Anything else to consider when changing from traditional to VE?
  3. Just to add that I've had a re-pinning session and moved the tacho to Aux 5. All working as it should, thank you again. Need to tweak the duty cycle and a few other odd un-related bits, but it's there.
  4. Awesome, thank you.
  5. Missed this reply, big thank you for coming back as I wired it up last night and was scratching my head about the IC spray light coming on with the revs! Didn't have time last night to look into it but had a feeling that maybe there was an internal connection in the ECU- which kinda makes sense, as those 2 outputs and 1 input are all to do with the IC spray button, pump and light. I currently use DI 2 to latch up and switch maps and want to keep that feature. I'll use one of the idle control outputs as I've not got the stepper and I'm very unlikely to ever fit an OE one in the future. Will I need to install a pull up resistor anyway? The tacho was working on Inj 7 I guess there is an indirect pull up from DI 7 which obviously won't be the case on one of the other aux's but do I really need it as it's switching to 0v?
  6. Nice one, how did you operate the tacho? I assume you did what I'm proposing above, which is taking the Green White from pin 45 (if you had a 3 plug ECU to start with?) and put it on a a high PWM output? Really annoying I can't see the tacho wire in the diagrams I have. Scratch that, just checked another set of drawings and found it. No other circuits shown on that wire, so I'll be putting that into the place of the IC spray output!
  7. Holy thread resurrection time..... I have literally just installed an 18-1 trigger wheel (cam belt was due, at least that's my excuse!) and removed the small tooth from the Cam trigger, set base timing to 130 and she runs. Only issue I now face is that the tacho is reading literally off the clock. Having looked through the workshop manuals, I can't see the tacho wire (green white ECU pin 45) in the drawings at the ECU or anywhere else to ENSURE it doesn't go anywhere else/ do anything else before I move it. I suspect that the crank signal is internally looped within the ECU from 43 (Crank) back out on 45 (Tacho)???? The fix is easy enough, in my mind, which is to move pin 45 to pin 56 (Injection 7, was IC Spray motor which is long gone) and job's a good 'un. BEFORE I do that, can anyone confirm the above- as I would hate to move it and find out it feeds something else and cause a world of pain...... Plus side, I'll be able to have a taco sweep at key on now Edited to add- I've removed pin 45 (Green White) from the ECU and run the car, no issues which supports my cunning theory about being internally linked....
  8. It is well worth using the runtimes window (press R when connected) to check the Mivec position is tracking the target from the VVT table as you may find you need to fettle the input settings if it doesn't track/ change. There were a few other minor anomalies with the base map and my UK Evo 9. Nothing too crazy, but spending some time using the "test" feature on the outputs and runtimes window to verify inputs will be time well spent. I also used MGP to scale the axis with RPM as MGP accounts for barometric pressure, but moreover I prefer the scale it offers.
  9. As others have already said, can't you achieve your aim primarily through boost control? If you have DBW throttle then again you can control/ limit power with that. So far as I understand it, and I am far from an authority, reducing power by altering fuel and ignition maps isn't the way to go as for one reason, retarding ignition will generally increase EGT. To answer your question on hardware, the PNP ECU is the same as the Extreme. It may have some additional I/O and probably an on-board MAP sensor over the loose Extreme ECU. Hope that helps?!
  10. Did you get it sorted in the end?
  11. I'm down in Pulborough, far from a pro, but have been playing with Link for a while on my Evo. Happy to give you hand if you're just wanting to get the car running- and would be helpful as I keep trying to get my mate to let me rip out his P8 ECU and fit a Link. Drop me a PM if you want, no hassle if not :-)
  12. Adturb

    Where to buy cable.

    Depending on the location you're intending to use the cable, PLC Hookup wire (0.22mm2) may also be worth considering, especially for the expansion port plugs and short runs inside the cabin.
  13. Thank you for the reply. I'm on an EvoLinkIX PNP. Great point on the tacho, suppose one benefit if I were to have to relocate the tacho output to an aux I could take advantage of the dial sweep on ignition! I'll have to check the wiring but a really good point. Completely on the fence now whether to spend the £100 odd to convert to a multi-tooth trigger wheel.
  14. Thank you for the reply and advice. Yes, Evo 9 Mivec. I am 99% it was to do with the ECU itself rather than a generic issue, just thought I'd ask before causing myself a problem! That's interesting about taking a tooth off the cam sensor trigger, without wishing to sound really silly, can the ECU not account for the 2 generated signals at the Cam sensor? Would it matter which of the 2 teeth is removed, one is a lot bigger than the other? Found this thread earlier, question answered.
  15. Belts are due on my 4G63 soon and I was wondering about fitting a 12-1 trigger disc, is this worth doing or does it depend on other factors? Car is around 500hp and has Mivec. Are there any tangible benefits to doing this?? I did read on another platform that there could be an issue with controlling Mivec with an aftermarket disc- can't see why as the ECU just needs to know where the engine is and therefore what position the inlet cam needs to achieve- sure the Link will handle it
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