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ClintBHP

Dealer
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Everything posted by ClintBHP

  1. I would move to a TPS based fuel table and compensate for MAP on a 4D table.
  2. ClintBHP

    ECU Unlock fails

    Message me the serial number and unlock code and I will check it is correct.
  3. 2 step works well, use a Digital input with an enable switch and the launch activation switch in series and use that to enable a lower rev limit, and a 4d ignition and a 4d fuel table.
  4. R56 is Direct Injection, so needs a Force GDI, plus a Pump Conversion.
  5. Man you need that ECU tuned, the fuel table is amazingly poor, no wonder you have a flat spot the table disappears down a cliff edge.
  6. ClintBHP

    ARF Choice

    No Brianer, the Link CAN Lambda as we have the ability to see the controller status of the sensor, plus the ECU can extend the life of the sensor by many fold due to starting and stopping the heater at the correct times.
  7. You just need the cam sync to be in the middle of 2 of the crank teeth, use triggerscope to align then calibrate the trigger.
  8. ClintBHP

    CAN RPM output

    Hi Keith, you can get Engine Speed on PID0C and vehicle speed on PID0D for setting the run up via OBD, select the CAN port select user defined, select the highest speed your dyno will read OBD in, usually 500kbs, and then check the ISO 15764-4 checkbox on the right.
  9. Yes CAN2 does not interfere with CAN1 or the RS232, its an issue with the CAN PCB cable not the actual hardware.
  10. MAP is reactive to engine load, just because you put your foot down does not mean the engine is immediately loaded, without seeing your map file I would suggest you work on your Acell fueling, double check the acell load axis is set to TPS. As you can see in your log the engine is going very lean.
  11. You have the cam sensor setup as VR and I am sure the M50 is HALL ?
  12. ClintBHP

    CAN IO Box

    You can send outputs via CAN (Transmit User Stream) How many outputs do you need, you can get rid of the fuel pump speed controller and maybe repurpose the CE Light ?
  13. The kit you have normally uses the M50 sensor which is a 3 pin hall effect if I remember correctly ?
  14. Your ECU is losing power, make sure you the 14v has voltage at all key positions and that the 2 grounds are well connected.
  15. Aux9 in the software controls Aux 10 - conversely Aux4 controls Aux 9
  16. ClintBHP

    St205 engine fan

    Aux Output is Ground.
  17. You injectors are double the size of the original, halve the value in your 'master fuel' setting and go from there:
  18. ClintBHP

    G4plus honda

    CKP = Crank 24 pulses CYP = Cam 1 pulse per cycle.
  19. 200hz works just fine, the frequency is the times per second that the duty can be applied, the duty is the percentage of that period that is on.
  20. Yes thats correct, it is effectively ignored if the correct outputs are not configured.
  21. The Plugin does have all the ignitions on the A connector, you will need to change the ignition settings to suit (Direct Spark and Falling Edge) plus adjust the dwell times.
  22. If you have already updated you will be fine, I upgraded over 25 customers to this version before it was pulled, always back up your map before doping firmware updates.
  23. We see lots of wideband controllers here, the worst for sensor failure are AEM, Innovative seem to be better, there is a noticeable difference as you really don't see sensor failing that often on the LINK CAN Lambda, we put the sensor failures down 100% to the heating strategy not shocking the sensor and allowing time for residual water / condensation to be cleared. The other thing is that the AEM sensor supplied with the kit does not appear to be bosch, but although you could argue that is the reason they fail, replacement genuine bosch dont seem to last that long either. That is the main reason we try and get people to buy the Link sensor and we always ask about the placement of their Lambda bung. PLUS you get EGT with the Link CAN Lambda an invaluable device that has saved my customers $1000's in turbo rebuilds.
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