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Scott

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Everything posted by Scott

  1. The knock sensor will normally produce a level reading that increases with engine speed and load, even if knock is not occurring. What you need to do is set the values in your Knock Target table to be about 10% higher than the values you typically see at each engine speed and load point. Then whenever an individual cylinders level exceeds the target level the ECU will start to retard that cylinders ignition timing. Scott
  2. I think the control of the cam is not good because the ECU is reporting 'Error: extra pulses'. We need to determine why this is occurring. Have you re-done the cam angle test since you turned the Trig2:VVT to OFF? Scott
  3. I expect this is not correct. The gain level I have seen used is normally 1 or 2. Try setting the gain to 1, then set the frequency filter to 13 kHz. Open the runtime value window and look at the left hand column of the knock tab. Hold the engine speed and load at a certain point and make note of the values you get for the individual cylinder levels. Now let the car return to idle and set the frequency filter to 7 kHz and repeat the test. Which filter gives you higher values for the individual cylinder trims? Scott
  4. Hi Rob, Have a look at the parameters for 'Inj Actual PW' and 'Inj Effective PW'. These are found in the left hand column of the fuel tab of the Runtime Values Window (F12 key to open). The actual pulsewidth is the effective pulse-width plus the injector deadtime. Have a look and see what value the pulse-widths are when the AFR is rich. Then monitor them as you reduce the master fuel number. You will not be able to go lower than the setting you have for Min Effective PW. Scott
  5. Scott

    Altezza plugin issue

    One thing I've noticed in your base-map is that OBD is set to occur on the CAN 2 Module. The Altezza ECU has hardware that converts CAN to BEAN, and I don't know what would happen if you tried sending OBD data through the hardware. Set the OBD to OFF, click Apply and OK, then perform a Store (F4 key), then turn the ignition switch off for a couple of seconds, then back on. Does the BEAN now behave normally? Scott
  6. Hi Mike, glad you've made some progress in working out the problem. Scott
  7. Good thinking. I'm pretty sure they are correct. The green and white should be as in this image: Scott Try connecting one device at a time and get that going, then add the next device. Scott
  8. Hi Mike, There are normally two causes of this: The CAN H and CAN L are backwards on one of the devices.The CAN devices are not all communicating at the same bus (bit) rate. Scott
  9. The CAN device search will only show up the Link CAN-Lambda devices. If you look at the CAN tab of the runtime values window are you getting any errors? Scott
  10. Hi Rat, Here are things you will need to do: Reduce master fuel number as you are using larger injectors.Set the correct calibration for your MAP sensorCheck/adjust the trigger offset using a timing light.This should get the engine running, but it will still need to be tuned before use, especially as you have a different turbo. Scott
  11. Currently the 2 traction tables can not be overlaid. I will ask the engineers to consider adding this functionality. I will also ask about the possibility of using a virtual aux as a disable switch with user costomisable conditions. Scott
  12. Scott

    DBW issue

    Is it code 77 you're getting? Here is the info on this: Scott
  13. Well done on identifying the problem with the VVT input. Of your images above the upper image has the correct polarity on trigger one. If you want to upload an updated base-map and log file I'm happy to have a look and see if I can see any problems in the VVT control setup. Scott
  14. Hi Jonas, The ECUs serial connection should no longer be connected to the Aim, only the CAN bus connection. The setting should be as in the document above. When you look at the 'Fuel Pressure' and 'Oil Pressure' parameters in PCLink (not the An Volt channel values), do they read correctly? Feel free to attach your base-map and also the file out of your Aim. We can then take a look at the settings. Scott
  15. The information I have says that the WRX V7 onwards uses a narrowband knock sensor with a frequency on 13kHz. If you use a 'donut' style (wideband) knock sensor you will likely want to use a 6 or 7 kHz frequency filter. A lot of what was discussed in the forum thread you linked to is applicable to your subaru. The numbers you use may differ, but the principal of setting up the knock control system is the same. Scott
  16. Hi Hamish, When a Link ECU sends out an ignition pulse it is a +5V pulse. Just about all ignition modules and coils with built in ignition modules use this type of signal. I'm confident the 'Spark Edge' setting should be set to falling for your coils. What dwell values to use is more of a mystery, perhaps someone here has used these coils before and can advise. Scott
  17. Hi Jonas, I've looked through the latest Race Studio software, but can't see anywhere where you can modify the offsets or multi-pliers for inidividual data received over CAN. This makes me think either the ECU CAN setup or Aim CAN setup is not correct. Attached is a document showing how this should be done on a G4 ECU. The Aim screenshots are from an earlier version of their software. Scott Link G4 ECU to Aim Dash CAN.pdf
  18. If you bought the ECU direct from us then please contact [email protected] for an unlock code. Scott
  19. So I believe the VG30DE has a firing order of 1-2-3-4-5-6. Unless you have converted to wasted spark ignition coils you are going to need 2 x 3 channel ignitors. If you do have wasted spark coils then the ignitor wiring up is like this: ECU's Ignition 1 goes to ignitor channel 1 input. Ignitor channel 1 output goes to coil 1, which goes to cylinders 1 and 4.ECU's Ignition 2 goes to ignitor channel 2 input. Ignitor channel 2 output goes to coil 2, which goes to cylinders 2 and 5.ECU's Ignition 3 goes to ignitor channel 3 input. Ignitor channel 3 output goes to coil 3, which goes to cylinders 3 and 6. Scott
  20. The Link CAN-Lambda unit is a good one. Receiving that Lambda data over CAN avoids the problem associated the 'ground offset' that is sometimes seen on traditional wideband O2 controllers. Also the Link CAN-Lambda uses the Bosch LSU 4.9 sensor, this sensor does not require a free-air calibration like the earlier Bosch LSU 4.2. So far it appears to have a better life-span also. Scott
  21. Hi Vonny, We have not done a VQ37 ourselves. It sounds like the ECU is seeing trigger errors. As the crank and cam sensors are hall sensors there is not a lot of options you can try. You may need to adjust the Trig 1 and/or rig 2 'Edge' setting. When adjusting this you will need to recheck and likely change the trigger offset slightly. Scott
  22. It will depend on the impedance of the actual injectors. The injector drives can supply up to 5 amps. At 14 volts this means the injectors would need to be 2.8 ohms or lower to exceed 5 amps. Scott
  23. For the Fuel pressure sensor you will need an Analog Volt channel, +5V, and sensor groundFor the Ethanol content sensor you will need a Digital Input channel in the range of 1 to 8, +12V, and sensor ground.For the wideband O2 sensor you will need an Analog Volt channel, +5V, and sensor ground, or alternatievly a CAN bus connection. Which you need depends on the wideband controller you have and how it is able to output data. If you have a choice the CAN communication would be a better option.The expansion connector will provide sufficient analog volt and digital input channels as well as +5v and sensor ground. Another option is to sacrifice OEM inputs. Ones you might consider include: An Volt 7 - Pin 9 - Usually narrowband O2 signal 1.An Volt 8 - Pin 109 - Usually narrowband O2 signal 2.Digital Input 6 - Pin 101 - Usually a button on the steering wheel.Digital Input 5 - Pin 99 - Usually a second brake switch input.Analog Volt 9 - Pin 90 - Usually A/C Pressure sensor signal. You will need this if still running A/C.Digital Input 2 - Pin 54 - Usually a cruise control signal which is not used by our ECU.Scott
  24. Thanks for sharing your thoughts guys. Scott.
  25. You would use a timer to finish the gear shift control. PCLink help has an example of this type of setup. See PCLink Help > G4+ ECU Tuning Functions > Motorsport > Gear Shift Control > Gear Shift Control Examples Scott
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