ClintBHP
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Posts posted by ClintBHP
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Hi you can find all the error codes here:
http://www.linkecu.com/software-support/ecu-fault-codes/
11 =An V1 at Ground
46 = An T2 at 5V
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I would check your termination, the stuff error is often seen when synchronisation is lost and the main cause of this is improper termination.
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Is the sensor set to the correct max kpa? does it read within 5kpa of the internal barometric sensor, if so all good as most sensors are linear.
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First thing I would do is remove it from the car, power the ECU with a good bench supply (battery is best) and then re measure it.
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If everything looks good I would suggest you go back and check mechanicals, I had a very similar situation recently, we stuck an ECU on a very old turbo car and on boost it missed about after extensive testing we bore scoped the motor and found a clean piston, thinking the head gasket had starting leaking water we dropped the head off and found a cracked bore. I sincerely hope this is something simple for you but its very easy to get stuck in the 'the only thing that's changed' mindset.
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Another thought is to switch to traditional mode and see where the Master Fuel is when you get 50 along the NASP line, this should be a quick check.
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I didnt have much time tonight but here are a few ideas:
Modeled fuel does not have a master fuel setting because it calculates it from information you enter and it inputs from sensors.
A few things I would like you to check:
Have you set your base ignition timing with a light? if not you can be injecting at the wrong time as well as sparking at the wrong angle.
Your issue is common when the injectors are not as big as you think they are, You can test this by reducing the injector size and % Fuel.
I would suggest testing the injectors before going any further, you can check the fuel flow and dead times by using the advanced test on injector 1 and a container with measurement scale (Jug).
With the injector pulsewidth being so low 2.3 nearly half of that can be dead time, get it wrong and it make a lot of difference at idle.
Your Fuel Pressure is low you log shows 285kPa
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Yes sorry was a quick reply to a common problem, didn't spot the VE part, you're at 70% but only 4ms Injector Duration, what size are your primary and secondary injectors, is your pclr file the same as before ?
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What is your master Fuel set at ?
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Yes is the answer you are looking for, you may also wish to cross reference to the Pin Functions in PCLink for that plug-in as they make more sense when looking at the OE loom.
The way I do this is I only take the wires that are needed and terminate into the new header, I then make sure the ECU can see everything I want and then and only then do I remove the wiring I dont need.
Did you realise the R34 Neo Plugin is on sale this month? - not a lot of use to you if you have already purchased the Storm.
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BAP/MAP Xover might be best it can use the TPS corrected for barometric pressure up to NASP then swaps to MAP when , but the key is to try is and see if you find you can significantly increase throttle angle and not change cells in the map - i.e. real load changes but ecu load does not detect it creating lean/rich spots and also possibly wrong amounts of ignition.
That said your tuner should know all this !
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Short answer is yes, it is a quantitative relationship.
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I have successfully piggybacked a Monsoon into a GS300 that retains all the original ECU's control of Auto Transmission and ECU.
I am now working towards a Manual conversion and a standalone Link ECU with BEAMs support for the dash.
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What country are you in, I am sure other dealers would help you, I am a Dealer in the UK and would have no problem helping you even though you did not purchase the ECU through us.
E30 rev counter..
in Link G4
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ECU, we just did a M20 6cylinder conversion in an E30 4 cylinder car, we re-terminated the old ECU wire and rand the output at 66% to get the revs right.