jdniss

Seems this question comes up pretty frequently, both at least here and on Facebook - no doubt Support and the Community are sick of answering it. The software needs a note to indicate which CAN Devices are supported by the "CAN Devices" / "Find CAN Devices" tab in CAN Setup; Still unsure whether its Link branded CAN devices only, a combination of Link & AIM products, etc? A quick look through the Help File doesn't really indicate what is supported by the function either - please add clarification @ Link Support. Thanks

Hi, Discovered an issue with TPS 0% voltage values between cold and warm ECT, where the TPS closed voltage degrades away as ECT rises. Seeing about 0.50v at closed "0%" TPS during warmup, Then 0.37v at 0% closed TPS by about 75~80deg ECT If I calibrate the TPS while the car is stone cold - once warm ECT is reached, the TPS is doughy along with overrun fuel cut's ability to switch off while on partial throttle. Then vice versa for warm ECT - if I recalibrate TPS when the car is warm, cold ECT startup TPS response is subsequently affected and reports 3~5% while closed - idle speed control unavailable, etc I've looked around the forum, can't find anything that really explains the issue.. I figured maybe the TPS sensor was on it's way out - but the reported values are consistent between cycles. Apparently the factory ECU (S15 SR20) sets an idle flag anywhere between 0.35~0.65v with TPS closed. Thanks

hmmm.. wouldn't have thought you'd bother configuring Gear Detection at all if it was an auto.. unless the basemap comes pre-configured like that..? including the gear wastegate trim? - and the tuner never bothered to change it..? there's also a small amount of trim being pulled out by the IAT Trim - apparently the car was seeing 8° intake air temps..? the software must report the WG Duty value prior to any trims.. would've thought the reported 90% WG Duty value would be lower if a -50% gear trim was being applied

You've got a Gear based Wastegate trim basically activated permanently because either Gear detection isn't setup correctly or isn't working. Fairly certain as soon as the Boost Control activates it has 50% WG duty ripped out of it due to the Gear Trim

those two google drive files are restricted

Does it spool any faster if you disconnect the electronic boost solenoid from the system entirely..? ie: Run solely off wastegate spring pressure - assuming the boost solenoid is configured/plumbed incorrectly and exacerbating the lazy boost curve. Can you post the map and a log file? There's no exhaust restriction? Cat converter blown out? Cam timing off? MAC valve faulty? Accidentally left a rag in the intake piping..?

Thanks for the update @Vaughan, much appreciated. Just to follow this up, it didn't reduce the occurrence of the issue - Connection prompt popup is still as prevalent hard set to 'USB' as it was under 'Auto', along with the subsequent graphical glitches after the prompt closes.

Just to cover this off - my issue is now fixed - re-running the ECCS Sync and dialed timing offset again on the G4+ got the car back to a better running state; I then replaced both the fuel filter and fuel pressure regulator - was only getting 25psi at the rail - regulator looked to be blocked with old E85 "gummy" contaminants that must not have burnt off during short cold starts.

Someone commented in another thread that it's likely to suit WiFi support on the G5 Voodoo; Given the firmware is now utilized on the non-WiFi based G4X line too, there really needs to be an update to allow selectable Connection type.. Literally just noticed this as I'm typing: Never though to click this option - the old G4+ / G4X software was to select a specific COM Port.. Hopefully the USB option both suppresses the connection prompt, fixes the annoying popup and reduces the constant graphical bugs.

Must be the day for bugs, Software decided it no longer wanted to connect to the ECU - just cycled the prompt - haven't seen behavior like this yet. ECU Connect Failure.mp4

Yep same issue here switching from KPA -> PSI and vice versa, on occasion causes the same graphical bugs - however it's wildly inconsistent - I can't replicate it back-to-back.. On the topic of weird bugs and behavior, I got this one just now - couldn't remember if I'd run the Nissan Opto 360 ECCS test when I swapped from G4+ to G4X, so I thought I'd give the procedure a go.. Nope - impossible to gather a Trigger Scope - software has bugged out and crashed 4 times in a row now, same error every time.

Yeah sorry, white 5V output - I confused the colours In the the old car, the G4+ trigger offset on my SR20 was -100 with a Falling trigger, on the same car the G4X trigger offset with the same engine was -85 with a Falling trigger - took me a while to work why the car was so "lazy" after the G4X upgrade

@CodySoFine looks like the crank timing is off by 15° ? PLMS state 5th mark from the left https://www.plmsdevelopments.com/index.php/sr20-stuff/sr20-setup-tips

S15 SR20DET service manual states the following, in blue: I've had a non-X Series AEM UEGO Wideband also wired into AN V1 and the reported PCLink AFR numbers were fairly far off the gauge values using AEM's recommended Lambda calibration numbers - even rewiring the ground wire directly to the ECU - until I re-calibrated the voltage numbers in PCLink. The AEM UEGO X-Series RS232 Serial reported values in PCLink were even further off compared to the gauge, based on the existing configuration available - to the point I jump straight to CANBus based comms with that gauge instead - not sure whether the AEM calibrations are just inconsistent.. I'm in a similar situation to you - poorly running, rich running SR20 despite various troubleshooting; I can literally plug the old PowerFC back in with no changes and the car runs perfect as it always did, so I must have a timing or Software config issue somewhere in the Link I've yet to determine - I'll be following this topic with interest.

Hi @Adamw, any news on this issue from the Devs at Link? Thanks