HuxRacing

It has an OEM damper. I was advised that my issue might be the control amperage necessary for the s54 actuator.

Thanks guys at that is exactly what I was fearing. I am on the crank pulley recommended by the motor builder. I braced the DBW actuator to the block. No doubt this thing has vibration above 9k. I put the plenum setup back on for now. Will revisit the ITB later, most likely with a cable throttle.

I attempted to tune on Sunday but ran into an issue where the Throttle position is dropping after 9k. I can find nothing tune related as it worked fine earlier. Possibly failing DBW actuator. My tps sensor is on the throttle shaft not the actuator so the tp-main report is correct. I have attached the tune file and the log. I was only concerned with WOT as I wanted to confirm all was good before spending any more time on it. The ITBS picked up considerably where the DBW was not failing. drf14.pclr drf14.llg

Following. I have no idea about the iacv other than in the past we always plumbed the 3s valves back into the boosted track. Your Idle ignition table should be actual timing values versus idle error. Looks to be setup as timing offset values.

Loaded image of the current setup.

Thanks for the info. I have a rail under the runners tied to a map cannister. I'm hoping to not need to change AFR target and ignition tables. Not using knock and luckily vvt is pretty much a fixed angle versus rpm, I will watch the low rpm stuff. Much thanks for the tables. I just noticed there were 2 separate tp main selections, one under an volt. I will make the changes you noted and get this thing on dyno. I will share with you guys how this is progressing.

Car was fully tuned on MAP using a plenum style intake and TB. I now have ITBS and made the recommended tune changes.....I think...lol. Load to BAP and Fuel Y axis to TPS. I have a high and low cam fuel table. About to throw on the Dyno and want to avoid making a major tune setup error and then needing to retune. Modded tune attached. Much Thanks AlphaN start.pclr

Adam, I discovered that what the part number does not tell you is the start and end angle value of the 2 patterns. I have sourced a custom version of the same sensor with the correct 2 patterns on the same 110 degree sweep.

Adam, Thanks for the clarification. I think I am going to convert to a simple gm DBW actuator with dual tps output.

Adam was the guy who recommended it for my application. This same sensor is sold by numerous vendors and just rebadged. "The only advice I would suggest if you go for the S54 one is dont use the "TPS" sensor that is on the motor, fit a dual track sensor on the ITB's and use that for both sub and main TP instead. Having the one on the motor is a ball ache to make work as the linkage ratio is rarely linear. Link sell a nice universal dual track hall effect TPS. "

I wish that was the case but they advertise this for DBW use as it has 2 outputs.

Here is a pic of what I am seeing. The link tps might have 2 outputs but they are not intended to be used as a true dual output device. The 2 signals only overlap for about 15 degrees. The signal is bottomed out once you pass the range on either end.

I have the Link ECU dual output TPS Sensor installed but i do not get full range out of the "sub" channel . If i set the TPS sensor so the "main" voltage is about .27v ( which is near the low limit of .24V), The sub channel will start around 1.05v and botom out at .24v well before full throttle. I then get a sub voltage error when calibrating the dbw tps. Any idea what is wrong with my TPS or a better dual output TPS to run?

To clarify the wide open stop. The itb should not be the stop for wide open throttle? The actuator stop should be the stop for a past WOT condition? I can most likely modify the arm length to be close on both. Also, Does the ECU not do a sweep test upon key on?

I think you are describing what is the same as a 93-95 US market pinout. I have attached images from a 93 US market wiring manual. Hope it helps. Sorry they are upside down...LOL

Thanks for all the help Adam. I am moving further along with the DBW conversion of my Kinsler ITBS and have some questions. I have the BMW e46 DBW actuator and have figured out how to mount and linkage it. How do I handle the throw limits. Should the travel limits be determined by the itb stops or by the actuator stops? Also, do you have any actuator control settings to share for this particular actuator? You can see in the pics that I machined the throttle shaft to accept the LINK tps and also moved the linkage to the underside to ease actuator connection. I am going to mount the actuator remotely to block like BMW does. Once again, much thanks.

Do you have pictures of the engine in the car. The st205 has what is considered a 3rd generation 3sgte. The 92 MR2 would have been a 2nd generation 3sgte in usdm and jdm markets. So the st185 version should be correct. That is not to say a swap had not occurred in the past..

Adam, Thanks a ton for that info. I will source an s54 actuator to get this project started. I am a machinist so the necessary mods to mount the actuator and linkage will not be an issue. The kinsler units with DBW installed were an additional $2800. I am sure I will be reaching out for initial PID info later.

I have a set of 64mm Kinslers I would like to convert to DBW. Car is currently DBW with a GM 95mm throttle body. Honda k24. I have reached out to Kinsler, EFI Hardware, and ATPower. Not a single one of these companies will return an email. All I asked was which of their linkage pieces I would need to add to their actuator upon purchase. I see numerous BMW DBW actuators on the market and ask which is the preferred one for Link Thunder use. I hear the s54 version will work with soft springs in the itbs. Any advice is appreciated.

I have the GP1 knob installed and logs show I am making about 2N of force on the up and down shift. The issue is I want to lower the Upshift force to 1.5 but the software only allows 2N adjustments. The log reads in 10ths of a N. Do I need to raise the Gradient from 10n/v up to 100n/v to increase the resolution?

I run the same throttle body and ended up using a digital to analog convertor from these guys. http://www.torquerush.com/d2a I run the lInk thunder. Maybe the newer ecu can do the SENT protocol.

I just wanted to update this. I sorted the VVT PID settings. Initial k20 settings are P 4, I .05, D 17. I ended up with P 5, I 1.5, D 17. This gave me a vvt target to actual that was never off more than a fraction of a degree during a dyno pull. The issue is the intake cam needs to drop from 33 down to 25 at the top of the pull and the default settings lagged about 3 degrees.

Adam, Thanks, I will give that a try. The response seems equally slow advancing or retarding the cam so I hope some can be tuned out. You can see in other areas of the log where response is in tenths of a second and makes the full swing. Eric Hux

The issue is my vvt lags behind the target. I have attached a log and a tune file. Even 1 -2 degrees costs me about 5-10whp in the midrange. I can switch to "custom" values but wish I knew what the "default" values were to start from there. Look at cam 2 location on high lobe, vtec is on at 5900. Combo is a 4Piston k400 on e85. Made 332/216 normally aspirated. Any help is appreciated. run37.pclr run37.llg

I am very interested in setting up some custom channels as well. I have a Link Thunder with AIM PDM32 and 10" display. I have items like fuel pressure and trans temp that I would like to display on the dash. Possibly traction control info.