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Dom

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  1. Edit: I'm dumb. Brown is not Supply, it is sensor gnd, therefore connect the R-L to the Temp input on the Thunder. But I have seen something else which I am worrying about: Here, one brown cable connects some sensor grounds (E1) to the ECU gnd (E02), the 3 O2 Sensor signals are connected to the brown cables in the bottom of the picture as well. So, would it be a problem if: 1) the two brown sensor grounds (E2, from the ECT Sensor) and E1 are internally connected in the OEM ECU 2) the sensor ground and the ECU ground are connected to the chassis 3) the ECT Sensor is shared between the ECUs --> That would mean, that the Sensor gnd of the Thunder would also be connected to chassis/ECU ground?
  2. Currently I am into wiring layout. I came across coolant temp sensor, which can be shared (internal pull-up disabled) The OEM wiring diagram suggests the following: Brown should be 5V Sensor supply as it's connected to a few sensors which need supply. I am not sure about the correct wiring to the Link. Can I wire this directly to a Temp Input? Thanks in advance Dom
  3. Thans, I came across that. I am curious, whether this works or not. Currently I am struggling which throttle to use. I have heard, that the clutch type throttle have problems with the APS as they age.
  4. Great thanks for the fast response! I am just ordering the one out of the picture. yeah makes sense. SInce the clutch is a magnetic device, which tends to get hot. Only thing is: I have to use the OE ECU along the ride, because the MR2 has the BEAN Bus System to drive A/C, Alternator light, Oil P light, Coolant temp gauge. That will be fun. Really looking forward to that. Another question came to my mind: The OE MR2 has two pre-cat o2 sensors and since I have the Thunder I want to utilize two wideband sensors. Is there any possibility to tell the ECU that one sensor is off Cyl 1 and 4, and the other pne is off 2 and 3, so that it treats the closed loop system bank-wise? Say if Cyl 2 and 3 are bit to rich, that it just reduces the PW to 2 and 3? To get the tuning correct, I am planning to utilize cylinder trim 1 table for 2 and 3, basis is 1 and 4. Any suggestions?
  5. Yeah it's the same, is a bit more compact than the big UZ one, but same principle and same connectors. The APS sits behind the bracket on the right hand side. I think the old style clutch ECTS hav resistor type pos sensors rather than the newer hall type? The real Question I have: Is it noticeable slower than the new models? Clutch Positive must not be hot fed. You mean switched 12V on the pos leg of the clutch? neg to an aux out of the link? any special advice here, regarding aux out on a thunder? (current of the clutch?) BR Dom
  6. Hi everyone. I am planning on installing a Link ECU into my MR2 Spyder MY2000. Along the ride, e-throttle will be installed. For the 1ZZ engine, there are 2 Throttles available. -- The later model standard e-throttle with 6 pin connector -- Clutch type e-throttle (specifically used in the SMT version of the MR2) Now, the clutch type would be the more elegant solution 'cause it incorporates the APS (still cable operated, no need to mess around with the ergnomics of the loud pedal). is there any real downside to the clutch type one? I have used some Bosch and Conti e-throttles with Link ECU's and this worked out really well every time, but I have no experience using that clutch type one. is it as fast as the newer one? The newer toyota ECTS have Hall sensors for TPS as well as theri pedal assemblies which is also a great thing... thanks in advance! BR from Austria Dom
  7. Dom

    Injector Drive

    I am really sorry for the late replay, I was really busy. Thanks for the repsonse. working correct now. Wiring was messed up.
  8. Dom

    Injector Drive

    So if the ECU is off it connects all injector deives to ground as this is its power-off state? And when the ECU is active it deactivates the injector gnds? We wired it with a main relay. The ECU is switched on and all of the 4 injectors are opened constantly. Both the 12v supply and the supply to the ecu are switched by the same relay. --> injector test is not possible as they are opened constantly. Br Dom
  9. Dom

    Injector Drive

    Hey guys, I am new to this forum, so let me introduce myself: I am an automotive engineer form Austria. Currently a friend of mine and I are wiring up his stockcar with a Thunder ECU which is about 2.5 years old Thunder (sorry I currently do not have the S/N with me). We wired the injectors like they are supposed to be wired and as soon as we plug them in, they are triggered and fully opened, altough the engines is stopped. What could be a possible fault for this? Thank in advance, BR Dominik
  10. Dom

    PC Logging

    Of course. It had some parameters that could be logged. I just wanted another parameter logged, and it stated "no data". I went into the logged parameters list and checkt vor the parameter I wanted to log. I tried to erase all parameters out of the list. No change in selectable parameters for the time plot. We made a firmaware update to the latest firmware and latest PC Link software. After that, the ECU had no parameters that could be logged in a time plot (same as the logged parameter list stated). This is the current state. No matter what I do to the logged parameters list, the ECU states "no data" to every parameter that could be logged before. BR, Dom
  11. Dom

    PC Logging

    Hi Guys! I am new to the forum, my name is Dominik, and I am from Austria. I´m running a G4+ Thunder, but I have troubles setting up the PC Logging function correctly. I want to have a time plot, but there is no logged parameter. When I navigate to Logging Setup, and pull some parameters to the logged parameter list, nothing changes. The ECU still does not provide data because there are no logged parameters, even after a power cycle. But pulling any parameter into a dial gauge works well. What do I overlook here? Thanks for helping! BR, Dom
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