rayhall

Email the PDF file to [email protected] On Mitsubishi cars the resistor pack is bolted to the firewall. It is very unlikely it will be on the engine. You could use a multi meter and measure the resistance from the injector to the EFI relay.

If you can send me the original ECU pinout or a link to a site that has the information, I will make you a wiring diagram. With the V44 it does not have Peak & Hold injector drivers like the V88. This means if you injectors are less then 6 ohms you will need to use ballast resistors or the TF Electronics Peak and Hold driver. http://www.vi-pec.com/bin/LexusV44.jpg If using ballast resistor, you need one on each power wire to the injector. Quite a lot of cars have this from the factory. I would check to see if the Sierra has them. Very big injectors tend to be low impedance. Original factory or small injectors are often high impedance. There is no real advantage (power) with either type. Ray.

The V88 will have four wheel input traction control in every gear. It is just not available at the moment. This will be a firmware upgrade when available. The traction control in first gear only is to get the car off the line. It requires no vehicle speed input signal. If the engine will over power the wheels in the other gears, you can setup the boost control so you have a different boost in each gear. This works quite well for straight line acceleration. Ray.

Here is a list of the features for the V44, V88 and plugin ECU.

The V44 or V88 support the crank and cam trigger patterns on this engine. Also they will control the VVT-i. The DBW has not been tested on this engine, so if your engine is the first it would have to be setup by a dealer. ray.

Yes Lumpy is the dealer in WA. Ray.

Another part of the DBW wiring that is not shown on your diagram is the Throttle motor isolation relay. The output from this relay connects to B5 (AUX 9/10 Supply). This relay is then controlled by Aux 5. Ray.

The Throttle Actuator Control Module is not used and is removed from the circuit. Here is the wiring to the V88. APP Sensor Pin 1 = V88 Pin A32 +5v Supply APP Sensor Pin 2 = V88 Pin A24 Gnd Out APP Sensor Pin 3 = V88 Pin B24 Analog Volt 9 APP Sensor Pin 4 = V88 Pin B23 Analog Volt 8 APP Sensor Pin 5 = V88 Pin A32 +5v Supply APP Sensor Pin 6 = V88 Pin A24 Gnd Out Throttle Body Pin 1 = V88 Pin B15 Analog Volt 6 Throttle Body Pin 2 = V88 Pin A32 +5v Supply Throttle Body Pin 3 = V88 Pin B16 Analog Volt 7 Throttle Body Pin 4 = V88 Pin B22 Gnd Out Throttle Body Pin 5 = V88 Pin B18 Aux 9 Throttle Body Pin 6 = V88 Pin B26 Aux 10

The box is an adaptor from the Subaru harness to the V88. It has some minor electronics inside, to control the tumble valves and the fuel pump. The adaptor box mounts where the original ECU was, and the harness to the V88 is long enough to let you mount the V88 behind the glove box. Ray.

Yes the knock control works, and will retard timing on knock. You will loose the cruise control. There are no plans to add this feature. No extra hardware is required for the DBW control to work. Your ABS/EBD will not be effected. Ray.

I know I am not a customer, but here is my Subaru 2.5L STi fitted with the V88 model ECU. The V88 is controlling everything including the DBW throttle.

Dave, We are working on getting support for the AIM MXL dash. http://www.aimsports.com/products/mxl-chooser.html

I can source the ECU connectors. What has stopped me in the past is the price and minimum order requirement. I just could not see me selling 200 plug in ECU for these cars. If I could find the connectors in a lesser quantity, then I would make a plug in solution. Ray.

The plug-in ECU for the MR2 and Celica cars with the 3SGTE engines is the V44 standalone model ECU and an adaptor. If we thought there were enough sales a board that fits inside the case would be considered. You could use the V88, but would need to make an adaptor harness. We have all the connectors for you to make one up. Ray.

Dave, Cam at Lightspeed installed four of the Nissan plug-in over the weekend. There were no problems and everyone is happy. All the stock Nissan trigger disks are supported and you do not have to add diodes as the Vipec reads and uses all 360 slots.

There is a plugin ECU for both models. Ray.

Jay, I can make you a wiring diagram. For now, this is how the inputs and outputs are connected. Analog Volt 6 = TPS (Main) Analog Volt 7 = TPS (Sub) Analog Volt 8 = FPS (Main) Analog Volt 9 = FPS (Sub) AUX 8 = EThrottle Relay AUX 9 = Throttle Motor + AUX 10 = Throttle Motor -

Dave, The skyline plugin ECU are in stock. Two of them were fitted to R32 cars in Canada yesterday. The MAF is not required and can be removed.

Welcome Saf, Lumpy is a good tuner and I am sure all of these cars will be successful with the V88. If the 2JZ has the VVT-i head the V88 supports this engines trigger pattern and controls the cam very well. Ray.

Welcome and thanks for the beer...

Jan, The ViPEC ECU do have CLC (Closed Loop Control) for exhaust emission control using a narrow band 02 sensor. After the engine is tuned using a wide band analyzer you then can connect directly connect the narrow band 02 sensor and enable CLC. The CLC is only for light load use to maintain stoichiometric. Both model ECU support a signal from a wide band exhaust gas analyzer. This is used for tuning (Quicktune) or for data logging. After the engine is tuned you do not need any 02 narrow or wide band signal unless you want to run CLC. The target AF ratio table is then used as lookup table for air fuel ratio correction based on load and rpm. The ECU applies simple math to know how to change the injector pulse time to give you the air fuel ratio you require. It knows how to get the AF correct as you have tuned the fuel table which represents the volumetric efficiency of your engine at all the rpm and loads. This lets you change the target A/F ratio table values any time after tuning, and the engine will run the new A/F ratio without needing to connect the wide band signal and re-rune. Ray.

Testing...Testing...