link_user

Thank you for the advice. Especially where to connect the cam signals.

Installing a G4+ Xtreme on an Audi 4.2 V8 with all 4 VVT cams. I can not find any information on Audi V8 VVT mode that is available in the VVT menu in the PC link software. Can somebody confirm if this VVT mode supports all 4 cams with VVT. Cam trigger has 2 long and 2 short teeth as many other VW/AUDI cam triggers.

There is a around 10% difference between effective and actual PW. Since the car has a hard time starting I'm looking at cranking pw of around 10ms for 5 , 10 or even more seconds. Then after the engine starts if will fall down to 5 , 4, 3 ms as is goes through the post start tables. So I need to know what tables have some effect on this cranking pw that can go on for minutes (untill the battery has enough power) until the engine starts. It seems none of the before mentioned tables and changes to them have any meaningful effect on cranking pw. Any suggestion at what tables should I look would be appreciated.

Where does the G4X look for injector opening times in ms when cranking? No matter what I try to modify It always shows around 10ms when cranking. Master fuel is set at 12ms, it idles at 3ms at 14:1 , fuel table value at 0 and 500rpm is 27. I went from 5 to 20ms in Pre-crank prime table. In First crank prime, between 50% and 200% Crank enrichment table between 150% and 300% All at same temperature, engine warmed up around 70degree Celsius. After all possible combinations are tried it moves maybe to 9ms when cranking. Engine has some problems starting so I would like to fine tune the engine starting. No matter what I modify, cranking ms does not move more than 10%. Throttle is not touched when cranking (idle speed control takes care of that) if I give it some throttle it will go to 20ms or more when cranking (TPS based map) as the fuel map values go to 40 and 70 with full throttle . With the G4+ I could see cranking pulsewidths changing with cranking tables mods. bmw_e36test.pclx

Another computer that works is a Lenovo Thinkpad T560 Win 10. This is like 4 years old. New Lenovo Ideapad does not work. There must be something different on the motherboard USB circuit .

I tried an almost new Lenovo Ideapad and no luck with it. Only 5 sec of connection when the engine is running. Still using a HP Elite Book 850 G1, going without disconnect like with the G4+. Anyone tried a newer Thinkpad 400 or 500 series? Those are more robustly built. Similar to an Elite Book which is top of the line at HP.

On my old Lenovo T400 series I have 32 bit Win7 and the 6.19.65 version of the software installed fine. Maybe the problem is with Win XP?

The notebook I used is an Elite Book 850 G1. I corrected the information in my previous post.

Calibrate function did its magic and VVT works as it should , cam angle follows the VVT table. Thanks to everyone that helped with suggestions and to the great LINK support team.

I received the ferite noise protected USB cable from Link and it made no difference. Before wrapping the entire engine in tin foil I tried a few other notebook computers. The ultra reliable Lenovo T400 series simply did not want to hold the connection for more than a minute and anything over 2000rpm would cause immediate disconnect. An office type notebook computer was luckily on hand for a quick test. HP Elite Book 850 G1. Not a single disconnect no matter how hard I tried. I will get my hands on a newer Lenovo T500 series to test the connection for future use. There should be a post on the top of the G4X forum with a list of notebooks that work with G4X to make the life easy for all the G4X users.

Thank you for the advice. Will try this settings and report back.

Are there some exact instructions fot BMW Vanos, what is pressure solenoid and what is bleed solenoid, advance or retard? So the calibrate function does not go crazy? What do I enter under tooth count? from ther triggercope it seems there are 8 tooth on the DI2 input signal.

I have connected and tested the Vanos VVT outputs so the vanos solenoids work (click) when in test mode. I entered all possible data about the VVT, In G4+ an AUX output is defined as VVT advance or retard solenoid. How do I define VVT advance or retard solenoids in G4X? I entered the data for AUX3 and AUX4 which are connected to the Vanos solenoids. How the G4X knows which AUX is meant for VVT advance and which for VVT retard? I can not find the option to assign an AUX to work as an VVT output so the G4X knows which AUX to use as VVT. I need some help to solve this. Here is the latest calibration file, and triggerscope. All signals should be fine now. bmw10TriggerScopeLog.llgx m3_e36new.pclx

Will do as suggested. I'm new to G4X so I need some help to set the VVT.

OK, will correct the wiring for the trigger 2. I'm asking about the VVT signal on DI2, what should I enter for VVT input, so the VANOS mechanism works? There seem to be a number of tooth on the DI2 signal. Before on G4+ there was speficic S50 trigger decoder for this type of VVT input signal. Will be in contact with the tech support for the ferite bead USB cable. Thank you.

I have some good news regarding USB comms problem. I noticed the engine cover, that covers the ignition coils that are on every spark plug was not on. The cover is metallic. We put the engine cover on and the car runs and the USB communication will hold on for a few minutes. I managed to make a trigger scope. I think with a better USB cable, the USB comms would stay on longer. Where I can get the Link USB cable with ferrite core noise protection? In the E36 chassis the ECU is on the engine side of the firewall, near the engine and the ingnition coils. This seems to be the main problem.

I managed to get the USB comms stable for a few minutes to take the triggerscope. More on USB comms later. VVT input is now visible. Do you need any more information to make a decoder for the euro S50B30 engine? Now to the USB comms falling out situtation. I noticed the engine cover, that cover the ignition coils that are on every spark plug was not on. The cover is metallic. We put the engine cover on and the car runs and the USB communication will hold on for a few minutes. I managed to make a trigger scope for the euro S50B30 engine. I will post it on the forum. So you can add the S50 decoder, that was already in the G4+ ECU. I think with a better USB cable, the USB comms would stay on longer. Where I can get the Link USB cable with ferrite core noise protection? In the E36 chassis the ECU is on the engine side of the firewall, near the engine and the ingnition coils. This seems to be the main problem. Thank you for all the suggestion to solve the problem. Now I need just a better Link USB cable. How to get one? bmw9TriggerScopeLog.llgx

When I tested the ignition outputs for all six ignition coils, I had spark plugs sparking on the valve cover , with the USB cable and laptop less then a meter away, no problems with USB comms. The same when cranking with spark plugs in the engine head. Only when the engine starts running the comms are lost completely and the sofware does not find the ECU to connect again. I could take some measurement with the oscilloscope I someone can point me to the signals that need to be measured.

I have a similiar problem with the G4X, the older G4+ worked like a charm. Hopefully a solution will be available soon.

Recommended spark plugs for the S50B30 engine - resistor spark plugs as all modern EFI equipped cars. Car ran fine on original ECU before the Link plug in install. All the wiring is as it came from BMW factory, completely stock, no check engine lights, no error codes. I will contact the tech support as advised. An USB cable with ferite cores on it would also help. The one that comes with the Link does not have it. At the moment the ECU can not be used to run and tune the car. BMW plug-in has built in high current ignitors for the 6 coils on the engine. I guess they can also be a source of EMI noise near the USB comms. Most other ECUs have external ignitors or smart coils with ignitors built into them. Hopefully the tech support can put me back on track. Thank you.

"set DI2 to a gp input with pullup on and tap that cam sensor wire against an earth does it go active and inactive? " I tried this and DI2 works fine as a GP input, goes to active when the wire touches ground. I would like to take a triggercope of DI2 as a VVT input when the engine is running, but I have another more urgent problem. When the car runs the USB connection going completely offline, get "USB device not recognized" from Windows7 when the engine run. Please give some advice to resolve this bigger problem. I pulled the USB wire from the firewall, opened the plugin ECU case (removed the cover). So the USB cable goes directly to the laptop computer. No difference.

First image is the VANOS cam sensor on the DI2, second image Trigger1, third imeage Trigger 2. Yes, Vanos cam sensor is connected to pin 65. There i put the PC-scope probe to measure the signal. The ECU connector was disconnected when i dis measure all the sensors. I will test the DI2 input as you suggest. This one is easy to test. Do you any suggestions what can I do to solve the USB connection going completely offline when the engine is running? I can not do anything with the ECU since I get "USB device not recognized" from Windows7 when the engine runs.

Today i used a USB PC scope to sample the signals to be sure what signals are sent to the ECU. All three sensors are giving a good signal. Measured at the ECU connector. Ground of the PC scope probe on the trigger 1 and trigger 2 ground, signal on the PC scope probe to the trigge1 , trigger 2 signal wires. Ground for the DI2 is on the trigger2 ground, (also tried sensors ground pin 71 on the E36X plugin for the triggerscope - no difference) I did not swap the +/- on the cam trigger2 - cam sensor when taking the measurement. Can you please check the signal polarity on the PC scope pictures? The DI2 sensor generates a visible signal. 10V peak, trigger 1 is 50V peak, trigger 2 has 30V peak at cranking speed. All data is visible on the pictures from the PC scope. I also centered the time intervals, so you have an idea how fast/long the trigger signals are. Before you ask. Yes, I should use both channels on the PC scope to measure both trig1 and 2 or trig1 and DI2 at once and had them on the same screen... I cannot resize the measurement I saved when using the PC-scope "logging display" to play them back. Should resize the horizontal axis when measuring. If needed I can do it next time. Again I also tried triggerscope on the Link at it does not see DI2 signal at cranking. Log file and calibration files attached. After that i started the car and tried to do a triggerscope while it runs at idle. Here a new bigger problem arises. USB connection is completely lost when the engine runs, Windows7 pops up a little window saying "unrecognized USB device". Do you have any suggestion what can be the cause? Wiring harness is stock S50B30 only the E36X plugin installed. I checked both the M50 and S50 pinouts and wiring schematics, no differences apart from cam sensors and all the other sensors grounding. The car runs, respond to the throttle. Only the USB connection is completely lost when the engine runs. I used this laptop on e few other wire in and plug in Link Ecus and never had a problem. Now I need some suggestions what to look for. What could cause a complete USB blackout when the engine runs? USB wire goes through a hole in the original Motronic case which is in the engine bay side. The USB wire than goes through a 2cm hole in the firewall (rubber tubing around the wire for protection) into the passenger side of the interior. The hole in the firewall in deep under the dash. bmw8TriggerScopeLog.llgx m3_e36new.pclx

Will do as suggested and report back. Thank you.

Here are the calibration and triggerscope files. I checked them in logviever and it seems DI2 , the VVT input signal has no data. I connected one wire od the VVT cam sensor to DI2 and the other to trigger2 ground. This is an E36X plugin. The manual for the wire in ECU says all ground for sensors are connected together. Can you please checkif there is an error in the calibration file itself so it does not shows the DI2 input signal? I think the polarity on the trigger1 and trigger2 is wrong. Please check. bmw4TriggerScopeLog.llgx bmw5TriggerScopeLog.llgx m3_e36new.pclx