Scott

I believe you have been talking with Simon on the webchat and now have this running? Scott

For a dedicated ECU for your E46 I recommend using the G4+ Fury ECU. http://dealers.linkecu.com/G4PlusFury The G4+ Fury has 6 ignition outputs, an onboard e-throttle controller, and an onboard wideband O2 sensor controller. If you decide to do a piggyback installation I recommend the G4+ Kurofune. This ECU is designed specifically for piggyback installations. It has four analog output channels to simulate sensor to the OEM ECU as well as many other useful features. http://dealers.linkecu.com/kurofune The E46 uses CAN bus communication between the ECU and the instrument cluster (dash). If you remove the OEM ECU this functionality will need to be replicated in the Link ECU. I have heard that some of the Mini R53 CAN is the same as the E46 CAN, and we have reverse engineered the R53 Mini CAN and have it available in our ECUs. However this has not been tested on an E46 by us. Does your E46 have a manual or auto gearbox? Scott

Just to add to what Simon has said. The engine position calculation is performed by dividing 360 by the number of teeth. The result is truncated to a whole number. This means that the error increments as more teeth go by the sensor. When the gap in the teeth appears (or the trig 2 sync on a crank wheel with no gap) the error is reset to zero. So depending on the amount of error you have, the incremented total error could be large or small. For John I would expect an error of up to 8 degrees (16 teeth x 0.5 degree error). For powerboy I would expect an error up to 30 degrees (33 teeth x 0.909 degree error). Scott

Hi John, This is one I will need to ask the engineers about. I will let you know what they reply to me. Scott.

High levels of ethanol can require significantly larger amounts of fuel for cold start. We have a sample base-map included with PCLink called 'G4+ Xtreme Black Multi Fuel Sample'. I recommend having a look through here to see how much we are modifying the cold start values for ethanol. Here is a picture of the pre-crank prime: You can see how when the engine is cold (10 degrees C) on petrol we use a value of 50, yet on E100 we use a value of 400. Scott

Hi Pieter, Well done on the work you have done so far. When the MAP sensor is calibrated correctly 'MAP' in PCLink should read approx 101 kPa with key on and engine off. As you are using traditional fuel equation mode I recommend turning the charge temp correction off and using the Fuel > Cold Start and Fuel > Fuel Corrections > IAT Fuel Correction as this is easier to setup. For now I also recommend turning the closed loop lambda off. Once you have the engine up and running and mostly tuned you can look at turning it back on. To see what is happening with the Idle Speed Control open the Runtime Values Window (F12 key) and go to the 'Aux Functions' tab. In the bottom left column you will see some Idle Speed information. Important ones to look at are the Idle Status and the Idle position. Which lambda unit are you using? Can you attach your base-map so I can see exactly how you have it setup? You can do this by clicking File > Save as.. and then uploading the file to the forum. You could also upload a short PCLog of you trying to start the engine. This will help us see what is happening. We have a short video guide on this, see: https://youtu.be/_P1LRANeO4A Scott

Thanks for the files. I noticed that the MAP reading is 8 kPa all the time. Looking at your analog volt inputs you have the MAP sensor set up on AN Volt 1. If you are using the internal MAP sensor (which I'm assuming you are), this is actually on AN Volt 5. So turn the MAP sensor off on AN V1 first, then set AN V5 up for MAP sensor with the same settings as you had on AN V1. An early version on our default Monsoon base-map had this wrong, and possibly this is how you ended up having the wrong AN Volt channel used for MAP. When correct the MAP reading should be ~101 kPa with the key on and engine off. Scott

The image above would be the normal way to connect a start signal input to a Link ECU. It can be useful for pre-crank prime or if you want the ECU to control the starter motor. Scott.

Hi Tony, So when cranking the engine the positive signal from the ignition switch goes to a digital input of the ECU? No problem to do this. This is how I would expect it to be configured: Scott

Hi Jonny, What is the serial number of your ECU? Also what colour is the ECU case? We never made an 'Xtreme' in the G3 ECU range. Possibly you have a G4 Xtreme. Feel free to upload a photo of the ECU if you want. The CAN-Lambda is only able to work with a G4+ or iSeries ECU. Scott

I did find a work around solution. If you open the Black Storm sample map, then turn knock control off, then turn the engine mode to rotary the table should be visible. Scott

I would use the Link MAP sensor. You will be able to see how stable the signal is once you're ready to run the engine. The fuel pressure regulator is going to be seeing the same MAP reading as the ECU. Scott

You only need to connect to one of the cylinder 1 pins (A21 or A22). If you are running 4 coils, each with a built in ignitor then I would expect your ignition setup to be something like this: On the honda the spark edge is normally 'Rising', but if you have removed the factory ignitor and coil then I expect it to now be Falling. If you can not get the engine to start then attach your base-map and a short PCLog of you trying to start the engine. Scott

The G4+ Storm is able to support a rotary engine with a trailing split table. However as you have pointed out this table is not showing up when working offline. I will pass this on to the engineers, thanks for letting us know. Scott

If you do PCLogging it will capture all parameters. We have a guide on doing this: https://youtu.be/_P1LRANeO4A Scott

So the flames coming out the exhaust are normally fuel passing through the engine unburnt and then igniting in the exhaust system. During the ECU's over-run fuel cut function the ECU turns the injectors off, so fuel will not be entering the engine. Normally the throttle is also closed, so reducing airflow and making the mixture in the exhaust richer. If you wanted to make this happen more often you could look at adjusting the fuel table numbers in the over-run area (high rpm, low throttle). You also want to make sure over-run fuel cut is turned off. You could also consider retarding the ignition timing when throttle is closed and engine speed is high. The risk with doing these things is that the heat can built up and cause damage. Scott

The throttle closed switch is not worth wiring up to the ECU, as you can make the ECU activate a virtual auxiliary channel at whatever position of TP(Main) you want. Save the input for something else (like a driver operated switch). Our Toyota plug-in ECUs appear to use the 'Std Bosch' calibration. If you select this do the sensors read approximately correct? If you want to do some testing here is the bosch calibration (in Ohms): Is your fuel pressure regulator referenced to inlet manifold vacuum? If yes then I recommend wiring connecting the MAP sensor up to the inlet manifold and setting the Fuel System type to 'MAP Referenced'. Alternatively you could fit a fuel pressure sensor and select 'FP referenced'. The ECU has a TPS Calibration function. Click ECU Controls > TPS Setup. For the MAP sensor you will need to select the MAP sensor type (4.0 bar for the inbuilt sensor on the monsoon) and then with the key on and engine off select ECU Controls > MAP Sensor Calibration. This will make the ECU compare the MAP and BAP readings and adjust the MAP calibration so the reading matches the BAP. Scott

Would you mind also uploading a PClog of the idle? Scott

The mixture will be richest when the engine is burning the most fuel. As the injector timing is being adjusted (and not the volume of fuel) when the reading is richest the engine is burning the most fuel, and not wasting it by passing it through unburnt. Scott

With a 1:1 fuel pressure regulator you can use a 2D deadtime table as the fuel pressure should be consistent to manifold pressure. If you have a fuel pressure sensor wired to the ECU you could consider adding differential fuel pressure as an axis on a 3D injector deadtime table. Yes, that is the correct minimum effective pulsewidth according to the data from Injector Dynamics. Scott

Many wideband units that have a gauge also have an output wire that can be connected to an ECU. Which wideband make and model do you have? Scott

If installing individual coils with built in ignitors they will be wired like this: If you have coils with out built in ignitors you will need an external ignitor channel between the ECU ignition outputs and each coil. The factory B16A distributor pickups will work fine for direct spark ignition. Why do you want to use the mitsubishi trigger system? How many sensors does it have and how many toothed wheels? How many teeth on each wheel? Scott

Hi Paul, good work on tracking it down!

Hi Mark, Thanks for the feedback. It is always interesting to hear what people think about the product and what their experience has been. If you set the AN Volt channel the narrowband sensor is wired to to 'NB Oxy' it will work. The problem is the information it provides is just about useless. A narrowband O2 sensor only tells you if you are richer or leaner than 14.7:1, and not by how much. This is the advantage of a wideband O2 sensor. When you set the Fuel Equation Mode to Traditional or Modelled the available settings will change to reflect the mode you have selected. For example, the Master Fuel setting is only visible when in Traditional mode. Another useful resource is the PCLink Help page G4+ ECU tuning Functions > Fuel > Fuel Setup When you want to save (store) to the ECU press the F4 key. When you want to backup the tune to your hard drive press the F2 key. I agree, I wish I had a solution to offer on this! Scott