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ClintBHP

Dealer
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ClintBHP last won the day on September 5

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About ClintBHP

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    Advanced Member

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    www.shopbhp.com

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  • Gender
    Male
  • Location
    Brands Hatch, Kent , England
  • Interests
    Technology, 70's Computers and anything fast.

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  1. ClintBHP

    Cal table resolution

    AEM's are in fact terrible i have had 2 exactly the same gauges here this week both calibrated differently and not by a small way, their sensors are also not bosch and fail very fast.
  2. ClintBHP

    Internal or External MAP?

    As MAP is a reactive measurement rather than a demand based measurement you actually want some damping, fast changes are made based off throttle position. You can choose a long pipe where it may react slightly slower or a long run of wire which may induce interference the choice is yours.
  3. ClintBHP

    Ethrottle Idle up with AC

    Set an Aux Out as AC Clutch anyway, even though its not connected it should still work for idle up.
  4. ClintBHP

    1991 R32 GTR - No spark, ECU disconnects

    The ECU drops out when the starter is engaged. The only way to fix this properly is to use a Digital Input and set up the Hold Relay Circuit with a diode to stop backfeeding, this will stop the ECU dropping offline and also allow the car to start faster. Cut the wire to pin 16 and Wire the Relay side of the wire to a spare Ignition output, set the Ignition output to ECU Hold Power. Cut the wire to pin Pin 45 and connect the relay side of the wire to a Digital Input and ALSO connect this to the Cathode of an IN4007 Diode, The Anode side of the Diode connect to the wire on Pin 49, set the Digital Input to IGN Switch.
  5. ClintBHP

    Improved Engine Protection

    Use Differential Fuel Pressure if the static fuel pressure is 350kpa then set the GP RPM limit if differential fuel pressure drops below 340kpa. You can also get quite clever by using a 4D table with the axis set to differential fuel pressure and then add the amount of fuel into the table that the difference in required pressure and actual pressure would require, then set the trip on injector duty cycle. (Closed loop lambda as a trim would also help here too if you kept it enabled at high revs) The think with the Link is that it is incredibly flexible to set quite clever strategies up.
  6. ClintBHP

    poor rpm limiter and triggers jzx

    Your sync (cam) trigger is on top of a crank trigger on the 3rd pulse, a workaround to this is to set the cam trigger up as a Hall Sensor, Pullup Off, triggering rising edge See if that helps.
  7. ClintBHP

    RPM limit cutting 1000rpm early

    Check your trigger error counter, Press F12 and look at triggers, does the trigger counter increment when the rev limit comes in. You can also log, rpm limit, rpm status and also Trig Err Counter. You are getting a trigger error, you probably have the polarity of your sensors wrong please post a trigger scope log. I just noticed you are in Nissan 360 opto mode, have you performed the setup ?
  8. ClintBHP

    problem with ignition lock

    This often happens when the triggers are not set up properly, i,.e not the correct number of teeth or missing teeth, or polarity is incorrect. What ECU do you have can you post a trigger scope output.
  9. ClintBHP

    What ecu for dual DBW

    The Thunder is in fact the most economical ECU in the Range IMO.
  10. ClintBHP

    Fury CAN issue

    You can not mix different speed devices on the same bus.
  11. Use a second E Throttle Target table Use a combination or a Launch Switch a Virtual Aux and a Timer.
  12. ClintBHP

    Wide band lambda

    Don't mess about with other types of wideband just fit a CAN Lambda, it works perfectly does not need calibrating and once tuned you can have it in Closed Loop mode and have perfect fuelling resulting in great economy.
  13. ClintBHP

    Analog pressure sensor

    This is not a damper issue I fit FP Sensors to every install and don't think any of them have had dampers fitted and I don't see fluctuations like that, + - 10kpa maybe If your fuel req is vacuum referenced then I would log 'differential fuel pressure' instead and that should be steadier. Differential fuel pressure is a calculated value derived from both MAP and FP.
  14. ClintBHP

    Vi-PEC V44 firmware upgrade error

    We have seen the same issue and it worked with the CAN unplugged.
  15. ClintBHP

    Recovery from quick throttle blips, bogs down

    It’s used on any engines when MAP becomes an issue, using TPS as you load axis will give you demand based fuelling and not reactionary based fuelling (your throttle input is the demand and MAP is a reaction) MGP on the load axis is great for slow revving car engines with high reciprocating mass but for jet skis I would always go TPS.
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