Brad Burnett
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Posts posted by Brad Burnett
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If you leave it off, you will have to use the throttle stop to set your idle and it will not have any idle up from the ecu. You can set a idle ignition map which will help stabilize idle if set up correctly but cold starts and high load will have a lower idle.
I would install the new one and set it up in the ecu.
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Yes you can wire aftermarket tachos to the ecu. It will just need to be a low level tach to work the signal from the link. A high level tach like what is typically found on older carb/distributor engines will need an MSD tach adaptor to convert the signal.
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You can also get the components from mouser.com for much less.
The connectors are referred to as Amp Super Seal.
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The ecu will not have any issues with the voltage drop on start.
I have seen some cars with alternator issues and the voltage would drop while running on the dyno. Ecu just did its job and adjusted injector latency and coil dwell values to suit.
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Most cars will typically drop voltage in similar fashion on starting.
To me it seems to sound like you have a weak battery or the alternator is not 100%.
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Hi ,
I have just purchased a g4+ plug-in for my r33- what has a rb20det in it with a r32 ecu, I'm just wanting to clarify a couple of things (sorry newbie questions)
So WG solenoid is for the electronic boost solenoid? On Auxiliary Outputs /Aux 8 is WG solinoid and on the instructions says to wire up to Aux X so is it correct to wire into #25 ecu pinout , in order to use the boost solenoid on the r32 gtst
With the IAT sensor and using Expansion Connecter #1 I can use either one of the two Temperature sensor inputs ? (As long as noteing which one is used) is that correct
One last thing about using internal map sensor, so the Expansion connecter is used in the wire up of the internal map sensor? and either of the two Analog 0-5v input can be used as long as it is noted as which one is used , and is that wired into (other connections) on the ecu pinout diagram +2 on right hand side on the ecu pinout
Thanks a lot in advance
Yes the WG solenoid is the boost control solenoid. It is already in the stock loom. I normally just replace the stock one with an aftermarket 3 port and use the factory wiring.
You can use any of the AN Temp inputs for IAT presuming there is nothing already wired in to that channel.
Yes AN Volt1 is used for the internal map sensor. This is already wired in the board and there are no modifications needed to get this functioning.
If you are trying to use the expansion connector, you will need a XSLoom to plug into the connector on the board and run the wires through a hole in the case to the sensors or switches you will be using.
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Thanks
The switch is just a little rocker switch with a small led in the middle
It has a ground pin, 12v pin, accessory pin
So im assuming accessory pin to the DI on ecu, ground to ground and would i connect the 12v to a switched live for the led to work?
yes sir. Wire it exactly as you described.
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On the 20v 4ag's the vvt function is more like a Honda VTEC system with where only an On or Off is available.
This system is not a continuously variable system like the VVTI on a 2jz or AVCS on a Subaru.
You can add more conditions by utilizing an virtual aux.
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I would loose the start position and move the AC request down. to DI 8 so the content sensor can be wired to DI3.
I would also wire the content sensor straight to the ecu instead of having it come from the gauge via the 0-5 volt.
The reason for this is that coming from the gauge you only get a content value from the 0-5volt fed to the AN volt channel, while when the sensor is wired properly to a digital input you will get a content value and fuel temperature.
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I referenced a couple diagrams.
There is nothing on Pin 113 on the stock harness.
It may be that both of those are tied together in the Link board to add some flexibility if you decide you didn't want to use the Fuel pump control segment that is on Pin 106.
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I usually build the target boost table with rpm on the x axis and tps on the y.
Then I build the wastegate DC table with rpm on the x axis and target boost on the y.
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Options-> Color theme-> Theme Items-> Cursors-> then select your color.
Then hit apply and ok.
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Give me a bit. I'm about to get in a car on the dyno and ill play and report back.
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Color theme setup. Under options.
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Are you trying to use the tumble generating valves in the intake manifold runners for something fancy?
I do tons of subarus and most of the time we just delete the TGVs.
But the ecus do have provisions for TGV control.
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The only real way to see that they are "optimized" is to put the car on a chassis dyno and move the cams about while tuning.
Granted, there will always be some compromise when setting cams on a non vvt motor.
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I too have had this issue on a R32 GTR with the pump controller bypassed.
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Are you using both dbws on the thunder? If not you could use the spare dbw controls for the actuator and put a position sensor on the shaft.
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You can set up the latency/deadtime table to be 3d and change the vertical axis to differential fuel pressure.
If you have a mechanical restriction that is causing the fuel pressure to rise with the second pump, I would recommend repairing that mechanically rather than bandaid the ecu calibration.
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"The same applies to inputs like - Internal Blower switch, Rear defogger switch (why would these be monitored at all?)"
The factory ecu monitors electrical loads for idle up purposes.
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What is the air gap on the crank sensor?
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That is the power and ground supply to the throttle body.
Only those 2 aux outs can be used for the DBW power/ground supply.
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Jareds,
I have had tons of subarus come thru with a wideband sensor about 2-3 inches after the turbo.
Havent had any issues.
If you think about exhaust length, 2-3 inches after the turbo would be pretty close to sticking the sensor after the merge on a long tube v8 exhaust manifold.
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Sorry to hi-jack the thread - Surely having a Wideband sensor ONLY post turbo on a Subaru, one would get very delayed AFR readings?
I know the OEM Narrowband sensor on a Subaru sits pre-turbo for faster readings (especially at low exhaust flow speeds). I dont think the typical LSU4.9 wideband sensors can handle the extreme heat post turbo?
I believe you meant pre turbo right?
And it is a combination of heat and pressure that a typical wibeband wont like pre turbo.
350z traction control
in G4+
Posted
Could you please upload a log showing the issue and the current calibration?