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Everything posted by ClintBHP

  1. ClintBHP

    G4plus honda

    CKP = Crank 24 pulses CYP = Cam 1 pulse per cycle.
  2. 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.
  3. Yes thats correct, it is effectively ignored if the correct outputs are not configured.
  4. 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.
  5. 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.
  6. 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.
  7. ClintBHP

    Two questions

    Because your regulator is rising rate the math channel on the Differential fuel pressure will add negative manifold pressures (actual rail pressure 310 as the regulator is reducing the fuel pressure 1:1 to the vacuum.) It will also take away positive pressure, this way the DFP remains a straight line in the ideal world enabling you to spot issues easily, just like Richard did on your log. I can't see the timeframe on that picture and I cant open the log from my phone he size of your feed line may be too large, when the regulator tries to raise the line pressure the volume of fuel the pump needs to change is too much for it to keep up.
  8. The confusion comes from changing a base map to Link CAN Lambda as the ID overhangs from the base setting, would make sense to get PCLink to inherit the correct ID when the settings are changed. The default ID is 950.
  9. The Idle Control Lockout is an adder to the base idle target which now means when warm your car will be e strategy at over 2700rpm, you should set this back and look at why the idle is not coming down, maybe ignition is hanging. Set an Aux out to come on when RPM is over 600 for 30 seconds and use this to trigger the wideband relay.
  10. The CAN Lambda has a default ID of 950, PCLink defaults to setting it up on 1000, but you can change that and it wont take effect until the next reboot of the Lambda, just dont use 1000 or 958.
  11. ClintBHP

    Map switching

    You could simply use a flex fuel sensor which will sense how much methanol is in the fuel and then adjust for you.
  12. ClintBHP

    Map switching

    What are you trying to achieve ?
  13. Your firing order table is set wrong.
  14. ClintBHP

    Knock block

    I have one available www.shopbhp.com
  15. Have you gone trough the crank trigger calibration where you mark TDC and lock the timing to 0 degrees and adjust the offset? Once this is done you can move on but do not alter this figure again. You can turn vvt off for low engine load tests and illuminate a VvT issue. if all is well carry on and set the VvT up.
  16. ClintBHP

    Need Help turning on Car

    Drop the gain down, adjust the knock target so it’s just above the noise.
  17. I would find some intelligent coils that do not need an ignition amplifier (Less to go wrong and much tidier wiring) make a new subloom for coils using +12 from a nice new relay with a 15A fused feed from the battery and the coil of the relay ignition switched. Ground all the coils locally at the engine and run 6 new trigger wires from the ECU. You will switch the ignition mode to direct spark (as long as you have enough triggering - crank and cam sensor) and set the correct spark edge and dwell settings.
  18. ClintBHP

    Need Help turning on Car

    Are you 360 degrees out ?
  19. Change that to : Driven wheel speed source is set to: OFF Non driven wheel speed source is set to: LF Wheel Speed
  20. You will need to wire and assign a Digital Input and assign this as ALS, once you have done this you can trigger the Antilag with this switch and configure the settings.
  21. Under Chassis and Body what is your Speed Source set to ? If looking here does not solve your issue please upload map and log file.
  22. No worries buddy; it's easier to work when both axis are the same so either work in absolute or gauge pressure and not both, so choose one and it will be easier to tune for the brain. You engine will not want 14.7 AFR from -100 to -40 kpa MGP at all revs, your also using super unleaded which is 14.5 stoic anyway, and you will want to be somewhere on the rich side of this while your engine ROC is positive but you have no control over that with your current AFR target table as its not fine enough at the bottom. Your overrun fuel cutoff being on is stopping you from mapping the low end of the table because it is sending the Oxygen sensor into a massive lean condition, so turn this off while you are tuning. Also your Closed loop lambda is making the mixture map almost impossible, just look at the 2750 spike and all the corrections going on.
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