Jarrett

As always, thank you for the response, Adam. That is a perfectly reasonable scenario to understand for a lay person like me. I think I would like to run individual cylinder EGT probes at some point, but wasn't sure if I should bother purchasing the probes and expensive Autosport pins/sockets for this stage. I think I'll go ahead and do it to help with the initial tune.

I understand the benefit of the data in principle. But the engine is a V6. I'd need 6 channels to acquire any usable (according to my current working knowledge) information, as opposed to the 2 that come integrated into the Link Thunder, which I would only be able to assign to a respective bank.

Is there any use to wiring up a single EGT probe for each cylinder bank wired directly through the Link Thunder ECU on a V6 engine? Most manufacturers don't even have two amplifiers built in that the Thunder has, so I'm not complaining. Just wanted to know what others' opinions were and if it's something I should go ahead and accommodate for in my engine harness construction.

The transfer case is from the AWD V36 Skyline (Infiniti G35X here in the States). I didn't have it in my possession until just a few moments ago, so sorry for the delayed response. It does, in fact, have wires populated into all respective positions in the connector. Here's a link to my Dropbox that may suggest it's to trigger the AWD warning light, but I'm only guessing here. https://www.dropbox.com/s/xf3ebnfxit6q4fm/Transfer Case FSM.pdf?dl=0 And here's a picture of the connector pigtail.

Thanks for the reply! I wasn't very clear with my questions, sorry. These are the only two positions on the 4 pin connector I can find in any diagram on the service manual. So I meant to ask what the other two likely were (given that there are 4 pins on the OEM connector) based on what's required to operate an electronic transfer case. The image is from an eBay listing, and I don't actually have it in my possession. I should be getting the one I ordered in at some point this week and can test resistance across positions 1 and 2 at that point.

I'm looking to wire for future use an electronic transfer case for my project with a 4 position connector for which the pins 1 and 2 are as shown in the attachment (+/-). Can auxiliary outputs 19 and 20 be used to control the solenoid? If there are 4 total positions on this connector, is it likely that the other two are simply power and ground? The contact size is the same for all four, and it would seem that the transfer case would require something a little more substantial in terms of power needs. Would like to use something like this to potentially do away with the hydraulic ATTESA system altogether. Logic for control can be determined at some point later, so long as I can build the harness correctly, first.

The best answer, as it implies I don't have to any workarounds for it to work! In addition to using these inputs for a traction control strategy, I'd like to also have this information available to look into an electronic transfer case coupler at some point in the future and do away with the hydraulic ATTESA unit at some point. Thanks for the help, Adam!

I've been keeping a few of my questions reserved until I purchased the ECU as I didn't want to come off as freeloading. Now that I've purchased and received my G4+ Thunder, I will wade into the deep end where I don't belong. The search function on this topic has yielded what seems to be exactly the answer I was looking for. However, I do have a reason for making an additional post about the same topic. I'd like to expound a little further as to the end uses of these signals given my application. My car is an ENR34 Skyline (AWD R34, but not a GTR) and has the ABS brain in the trunk, which doubles as the TCS computer. I'd like to do what the thread I mentioned before did and tap directly into each incoming wheel speed sensor signal at the ABS computer and route them to DIs 11-14. My problem seems to be that the ABS/TCS receives engine input parameters by way of a multiplex from the ECU. Now my initial reaction to the OEM TCS is to not worry about it as more effective traction control strategies can be developed through fuel or ignition cut as opposed to ABS (correct me if I'm misinformed). But according to these diagrams, does it look like I'll need to supply this information to the OEM ABS computer somehow if I'm to retain its functionality? I'd love for the ability to retrofit a newer car's CAN ABS system to be more accessible, but these are my questions until that becomes a reality. For the photo of the OEM ECU diagram, I am specifically talking about position 79. Ignore the highlights, as they are for something else.

Thanks for the reply! That's awesome news, as I would have vastly preferred for all sensors to have connectors and all connectors to be populated, anyway. And that both clears up a problem I didn't yet know I had, while developing a new one. In my I/O table I had the four devices on the front of the timing cover for controlling VTC (Nissan's version of VVT) set to those pinouts. With your assignments displacing those, it seems those should have gone to Auxiliary Outputs 1-4.

Howdy everyone! I'm very much so a beginner at building my own harness, and my application seems like one of the last ones you'd want to have be your first, but I'm diving in anyway. I have purchased and watched all three levels of HP Academy's wiring instructional courses, as well as begun purchasing over $1000 in tooling, and stocked up on DR-25, Tefzel, contacts and other loom materials. So despite beginner status, I'm prepared to start working on getting my mistakes out of the way. My application is a 3.7L VQ35HR which is an engine that seems to show up on these pages once a year or so, according to the search function. My question is much more elementary than some of the others, and more philosophical. The engine comes stock with a single crank sensor on the back of the block, but a camshaft sensor for each of the four camshafts. In an application with a timing chain, I can understand how the rotational relationship between all four camshafts can be determined based on the reading from a single sensor, but the OEM went through all the trouble of incorporating four. On the Thunder pinout and I/O table, there are only provisions for a single sensor besides the crankshaft sensor. I know it sounds like a silly thing to be concerned with, but am I able to run them all by sending the other three to other non-specific inputs? My logic here would be some hypothetical improvement in resolution, or something. The additional cost would 10m of 3-wire shielded tefzel, a few contacts for the all of the connectors, and that's really it. Thanks for any feedback. My research for other topics on here and at HP Academy's forum page has shown me that the Link customer service reps are second to none when it comes to supporting those who have questions/issues.