Jump to content

Dave Kriedeman

Dealer
 View Profile  See their activity

  • Posts

    1,365

  • Joined

  • Last visited

  • Days Won

    48

 Content Type 

Posts posted by Dave Kriedeman

  1. removalable trimpot dial

    in G4+

    Posted

    Hi BURGESSDJ,

    If the trim pot where to remain attached that would work.

    However once removed it would no longer be a functioning input.

    The only way to make the change is to download the pcl file into the ecu with the appropriate changes required.

    Or leave the trim pot installed.

    Regards

    Dave.

  2. V5.4 Temp sensors CAL tables changed?

    in G4+

    Posted

    Hi dmacnz,

    can you take a screen shot of your analogue temp  inputs, depending on your sensors, you may or may not need to turn on internal pullup resistors to get the correct readings.

    These changes were made to allow for a far wider range of stock OEM sensors to be used.

    Regards

    Dave.

  3. Boost vs TPS.

    in Vi-PEC i Series

    Posted

    Hi Steve,

    the statement boost referenced to TPS by LINK is TRUE.

    Just not how you would like it.

    I fully understand now, you want it as a TRIMMING INPUT not an actual X or Y AXIS Referenced input.

    This will be forwarded to the engineers for review.

    I will ask Simon to have a look for you.

    Regards

    Dave.

     

  4. KMS CAN Display on V Series

    in ViPEC V Series

    Posted · Edited by Dave Kriedeman

    Hi,

    your V44 will be CAN ENABLED if it is from serial number 10 000 on.

    If it is lower than this it will require a CAN upgrade.

    I can perform CAN UPGRADES if required.

    I suggest you look at the DASH PRO that is offered by LINK or the smaller LINK DASH.

    Regards

    Dave.

  5. g4 extreme drivers

    in G4+

    Posted · Edited by Dave Kriedeman
    Spelling

    Hi jon9985,

    First up,

    YOU WOULD NEED TO SET THE ENGINE CYLINDER COUNT TO 6 CYLINDER NOT 7, the ECU will get lost with firing sequences etc based off the tooth count under the trigger settings.

    These ECU's are very very clever but unfortunately not that clever.

    Other thing to confirm 100% is,

    When the ECU was wired up, were the injector and ignition outputs wired as 1 to cyl 1, 2 to cyl 2, 3 to cyl 3 etc.

    Or were they wired in firing order 1 to cyl 1, 2 to cyl 5, 3 to 3, 4 to cyl 6 etc.

    You will need t match the firing order as per how the car was terminated.

    If wired 1 to cyl 1, and 2 to cyl 2, etc output matches cylinder number, then your firing order should be set as 1, 5, 3, 7, 2, 4

    If wired 1 to 1 , 2 to 5 , 3 to 6 etc, then your firing order must be set to 1, 2, 3, 4, 5, 7

    Turn the Injection mode to OFF.

    Then carry out an Injector Test and confirm that each injector fires correctly as per output.

    Then carry out an Ignition Test and confirm that each coil is firing correctly as per output.

    Turn Fuel back on by setting back to sequential from off.

    Also remove spark plugs and confirm none are wet or black with heavy carbon fouling.

    Clean or replace.

    Regards

    Dave.

  8. Boost vs TPS.

    in Vi-PEC i Series

    Posted · Edited by Dave Kriedeman

    Hi Steve,

    not sure what you are exactly asking here as Boost control, via TPS has been a function for years.

    You just need to set the Y axis to TPS.

    But if you are referring to something else please explain.

    Regards

    Dave.Boost_table_TPS_Y_AXIS.thumb.jpg.1dc52bc

  11. g4 extreme drivers

    in G4+

    Posted

    Hi jon9985,

    Firstly, if the ECU is not working correctly and the number 6 ignition driver is faulty I would strongly advice sending it back for a warranty check.

    Very unusual for an ECU to have this failure as every ECU is BAKE TESTED before dispatch, ( PUT INTO EXTREMME HEAT AND FREEZING CONDITIONS ) and tested before release.

    It is by no means impossible something has failed as we are dealing with electronics here.

    Changing the file to 7 or 8 cylinder and then changing the firing order and the wiring  to suit is fine but you must also do the same for the injectors as they are sequential also.

    Regards

    Dave.

  13. Ground issues with G4 Storm PnP @ MR2 Turbo

    in Link G4

    Posted

    Hi Felix,

    you where experiencing what we refer to as ground looping.

    All wideband meters that do not have a sensor ground output accompanying the Analogue volt output of the wideband must use the ECU earth as the negative power ground for the unit.

    If the wideband has a dedicated wideband analogue output sensor ground then this must go to ecu sensor ground.

    Having the TPS grounded to the manifold is also not wise due to earth looping.

    The TPS sensor ground needs to go to ecu sensor ground, parallel it with the IAT or ECT sensor ground,or purchase an expansion loom.

    Good find anyway Felix, well done.

    Thanks for sharing.

    Regards

    Dave.

  15. Wasted Spark to direct spark 2jz gte vvti no start

    in G4+

    Posted

    Hi zilvia44,

    firstly you have two faults with your setup.

    One is the Engine Coolant Temp sensor at 5 volts.

    The other is the TPS at o volts or shorted to ground.

    Both of these errors need to be rectified, especially the ECT as your rev limiters are based off ECT

    Your Fuel and Ignition tables are also altered via the ECT trim tables etc.

    The TPS needs the 0 volt issue rectified and you then must carry out a TPS calibration.

    Your ignition main tables has very strange settings in the high vacuum areas.

    I have modified your ignition table to a more respectable base table.

    Please rectify these issues and remove and clean the plugs.

    Download my file to your ECU and see how you go.

    Regards

    Dave. zilvia444_ Dave_1.pclr

  17. Wasted Spark to direct spark 2jz gte vvti no start

    in G4+

    Posted · Edited by Dave Kriedeman
    added information

    Hi zilvia444,

    You need to terminate the ignition and injector outputs as  1 to  cyl 1,  2 to cyl  2,  3 to cyl 3, 4 to cyl 4, 5 to cyl 5, 6 to cyl 6 etc.

    Then the firing order should be set as 1, 5, 3, 6, 2, 4,

    If you have wired the outputs as 1 to cyl  1 , 2 to cyl  5, 3 to cyl 3, 4 to cyl 6, 5 to cyl 2,  6 to cyl 4

    Then the software firing order will be set as 1, 2, 3, 4, 5, 6.

    Please remove the sparkplugs and disconnect the Trigger 1 or set the fuel master to 0.

    Crank the engine to get rid of any raw fuel sitting on the pistons, also the sparkplugs are best replaced or at least cleaned, before trying to start again.

    With the firing order being incorrect there will be wet sparkplugs.

    Regards

    Dave.

  19. G4+ Fury pinout vs Vi-Pec i88 pinout

    in G4+

    Posted

    Hi muzzytt,

    I see you still had no luck with setting up your sub and main DBW inputs.

    Are you still able to send me the other DBW assembally you had and mentioned sending to me for testing.

    I have a Toyota DBW setup here but later model with an actual pedal, not like your setup.

    Regards

    Dave.

  21. G4+ Fury pinout vs Vi-Pec i88 pinout

    in G4+

    Posted

    Hi muzzytt,

    yes you must recalibrate the MAP sensor and TP MAIN and DBW if you have it working, just to be on the safe side.

    You should go through all of your settings etc, as sometimes very rarely some settings and tables may be loaded with obscure values.

    Regards

    Dave.

  23. Fury internal lambda inaccurate reading

    in G4+

    Posted

    Hi,

    Ideal positions for the wideband sensors are 10 o clock, 12 o clock and 2 o clock.

    Anything lower than this can be influenced buy H2O, a by product of the combustion process.

    How old are your other sensors and are you using a genuine Bosch LSU 4.9 sensor, not an EBAY copy.

    Unfortunately we are comparing apples to bananas here not apples to apples.

    Regards

    Dave.

×
×
  • Create New...