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NL22

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  1. Vehicle: 91 Toyota MR2 Mods: Vehicle was originally a non-turbo model but was swapped to a 3rd gen 3SGTE, stock internals, factory ignition system, 1000cc injectors, AEM 340 fuel pump, upgraded pipes and intercooler, OEM manifold mated to a t3/t4 external wastegate adapter with a garret gt35 turbo, downpipe, Berk exhaust system and on e85 Engine Management: PnP Link G4X ECU It's a long read but bear with me, just trying to get in as much information as possible. The issue I am dealing with is that the vehicle is having a major power loss after 4700rpm and all the way to 7000rpm. The vehicle was tested on a Dynapack Dyno. When I looked at the logs, it'll build boost up to 14-15psi on wastegate spring at around 4700rpm and hold all the way to 7000rpm, but the horsepower and torque will dip drastically after 4700rpm on the dyno graph. Did multiple runs with various changes and still the power and torque graph would consistently fall off after 4700rpm. Vehicle doesn't smoke, doesn't misfire, doesn't overheat, idles fine, sounds healthy, and drives fine at partial throttle. Ignition timing was kept very conservative around 12 degrees at 4700rpm and peaks at 15-16 while addressing the issue. IAT was around 110deg at redline. I checked if maybe ignition timing was being pulled by some kind of trim, but ignition stayed flat at 15-16 till 7000rpm as well. AFR was around .760-.780 lambda, target was .780 to be on the safe side. I don't think it's a software issue as I have used the same settings in the PnP Link unit on a few other Mr2's with good results so I was leaning towards some kind of a mechanical issue. Did a compression and a leak down test just to confirm that engine is healthy, and the cylinders were good. Checked the exhaust system to make sure there wasn't any restriction and that was fine. Checked belt timing, that was good as well. Checked for boost leaks and did find a few different leaks at the couplers but nothing too major that I think would cause such a power loss. Fixed the leaks and even gapped the plugs down to .024" just for the sake of it. Mechanically everything that can be checked, checked out as it should. Throw the vehicle back on the dyno and still the same results, same issue after 4700rpm. The last thing I could think of is if there is some timing drift that is causing the major power loss at the high rpm. So had someone hold a timing light and watched the timing mark at the crank pulley to the timing cover while I made a pull and sure enough, the marking on the crank pulley would get to about 10-12degrees peak and fall back down to 5degrees or less while the ecu is commanding 15-16degrees of ignition timing in the logs. Did a few more runs to verify the issue and it was consistent with each run. I've swapped to another good known distributor, adjusted the ignition timing delay, trigger voltage thresholds, and still having the same issue. I've looked through all the settings in the Link and I don't think that I may have missed anything that maybe limiting/trimming the ignition timing at high rpm, positive pressure. Just trying to gauge some ideas of what maybe causing this ignition timing drift/limiting issue. Below is the calibration and 3 WOT logs. Let me know if there is something that needs to be changed, or I may have missed in the Link settings. Thanks. 91MR2_Ignition-Issue.pclx wot1_decreasetriggervoltage.llgx wot2_increasetriggervoltage.llgx wot3_basetriggervoltage.llgx
  2. Switched to those settings and trigger 1 error issue is fixed.
  3. I have a 95 Nissan 240sx with a SR20DET that was running on the Link G4+ Plug-in this past year. Tuned on the dyno multiple times with no issue and ran multiple times at the track with no issue. Just recently switched to the Link G4x Plug-in and I'm having issues with the Trigger 1 signal. Went through the parameters, the inputs and outputs, and set up a very basic ignition and fuel map for start-up. Vehicle starts up and idles fine. Base ignition timing was set at 15deg btdc. I start to do some partial throttle adjustment and notice that at 2500rpm, there was some break up. I looked at the cam/crank log and notice that the rpm was cutting from 2500rpm to 0rpm over and over. Checked the Ignition Angle logs and that was going to 0 as well when vehicle was cutting out at 2500rpm. Looked at Trigger 1 signal and notice that was cutting out. Trigger 2 signal was fine. I then tested it at 2000rpm and it ran fine with no trigger issues, only above 2500rpm is where Trigger 1 signal will cut in and out. I thought it might be a bad CAS(Cam Angle Sensor), switch that out and still having the same problem. I checked engine protection and nothing in there was being set off either. It ran fine on the G4+, nothing was change on the vehicle when switching to the G4x so not sure if I have set something wrong or miss a setting somewhere. I'm going to attach the log and the base map I'm working with. Let me know if there's a problem before I start tracing wires to see if its an electrical issue now. Partial throttle.pclx Trigger Errors at 2500rpm.llgx Trigger Errors at 2500rpm_2.llgx
  4. Checked pin 31 and there was a wire there but no 12v power. Jumped a 12v wire to pin 31, vehicle starts now. Thanks for the heads up.
  5. I have a 91 Skyline with a RB25Neo swap utilizing the Neo Harness. Vehicle was running with a Plugin Apexi PowerFC unit. I recently just switched to a Link G4+ GTT plugin. Updated the firmware to 5.6.7, calibrated all the proper sensors, make sure all those sensors were reading in the PC LInk which they were, I go to start the car and it just cranks. Checked fuel pressure, and pressure was reading at 35psi when cranking. Before I checked the trigger, I wanted to make sure the injectors and coil were firing utilizing the manual controls in PCLink. I switch on each injector at a time, 1-6 all turn on as they should. I then switch on the the ignition coils and none of them fire at all. Checked for power at each coil, no 12v power. Disconnect the coil harness and check for power at the main harness where it connects to the coil harness, no 12v power there either. I thought there maybe a bad connection somewhere so I started tracing the schematic for the power source of the ignition coils. With Key-on( no crank), there's 12v power at both pin 1,3, and 6 of the ECM/IGN coil relay. From the schematic, the relay is grounded at pin 4 of the ecu which then turns on the relay and gives 12V power supply to the ignition coils. I checked pin 4 and there is a open 12v power. If the ECU was suppose to ground that relay, Voltage should read close to 0. I checked for input voltage at pin 80 and 109 of the ECU connector, there's 12V power supply there as well. I plug the PowerFC unit back in and the car fires right up, in key-on(no crank) there's 12V at the ignition coils. I go to check pin 4 and it was reading less then 1v which means its being grounded turning on the Ignition relay, and giving 12v power supply to the coils. I then switch back to the link ECU, key-on(no crank), there's a open 12V at pin 4 of the ecu. If I manually ground pin 4, there's 12V power at the coils in key on and vehicle starts right up. At this point, I'm not sure what other inputs I'm suppose to check for at the ECU that maybe causing pin 4 not to be grounded. This is the schematic I am using, anything else I should be checking for?
  6. I went and recheck again this morning after you mentioned about the ECU firmware. I was looking at the PC LInk Version Information and that was 5.6.7, ECU firmware was still at 5.6.5. Update the firmware to the current 5.6.7 and Dual CLL is functioning fine now. Thank you. I like the features and control in "Automode Wideband" that I've used before on single bank inline 4 cylinder vehicles. Since "Automode Wideband" can't be use in this V6 application, can the other ecu's like the Fury or Thunder have the same features and control for dual banks in "Automode Wideband" as it does for the single bank "Automode Wideband."
  7. Finally got the chance to look at the vehicle again today. I checked the configuration on the both widebands and they are reading as they should. Key on, wideband 1 flashes red and green simultaneously( 1 time) representing ID#1. Wideband 2 flashes red and green simultaneously (2 times) representing ID#2. Checked the configuration in the Link Ecu, Lambda 1 is in CAN 2, Channel 1, 500kbit/s, ID 384, Extended, stream 1. Lambda 2 is in CAN 2, Channel 2, 500kbit/s, ID 385, Extended, stream 2. Firmware is on 5.6.7.3632. If this is something with the CAN, I can try to rewire it as analog and see if anything changes.
  8. It is the inline X series wideband so the configuration of setting it up is a little different compared to the the Gauge kit where you can switch between ID 1, ID 2 and so on. I can try to reconfigure it again and see if anything changes.
  9. I am trying to set up a dual wideband close loop control on a 91 300zxTT(Z32) with the LinkG4+ plug and play ecu. From my understanding, the "Auto Wideband mode" in close loop cannot be use with dual banks, only "stoichmode(wideband)." So currently it is set as "Stoichmode(wideband), Dual channel mode on. Bank1 is Cyl 1,3,5 and Bank2 is Cyl 2,4,6. Started the car up and it would run fine with both banks reading close to about 1.0 lambda. Once the engine reaches the proper temperature and close loop turns on, Lambda 1(Bank1) will stay around 1.0 with a +2% correction but Lambda 2(Bank 2) would slowly start going all the way to 1.2 with -20% correction. I'm going to assume that the close loop correction for Lambda 1 and 2 shares the same AFR/Lambda Target table, so it doesn't explain why Bank 2 would keep pulling fuel. Both widebands are brand new AEM X series and both are wired into the CAN on the Link ECU. Just to make sure that there wasn't any odd readings between both widebands or if Bank 2 was actually running that rich, I then disable the close loop function. Both Bank1 and Bank2 were within 2-3% of each other at around 1.0 lambda without any close loop corrections at idle. To verify that both widebands were reading separately from each other, I would then go into "Individual Cylinder Trim" and add fuel to one bank vs the other. The Wideband in that bank will go rich vs the other side as well. I've also attached the base start up calibration file. 300zbasecalVEDual.pclr
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