WRX_555

Thanks for the info Adam

I’m going to be mapping a Version 3 Impreza STI GC8 on a Link G4X plugin and I’m keen to use the MAF as the load axis for the fuel table. I noticed that the MAF output can’t be used as an input source for the fuelling equation so I just wanted to check if using the MAF voltage can be used as a load axis, with the fuelling equation using MAP. Cheers, WRX_555

I’ve got the sensor wired in and the oil temperature reading seems to be correct. I have used AN Temp 3 for the pressure sensor and the reading seems to be incorrect (0.85 bar when the engine is not running and 6 bar when the engine is at around 3k RPM). I noticed that there is a 1k pull up resistor with the AN Temp 3 input so I am wondering how much this would affect the calibration voltage? Any help would be greatly appreciated

Hi Adam, It’s a plug in G4X for the Impreza V7-V9. Would you happen to know the correct voltage inputs for the RHS TGV position and the cable throttle position sensor? Cheers

Just an update on the installation, my plan is to use the RHS TGV 5v and ground for the sensor and then the RHS TGV position input and the cable throttle position sensor input (AN Temp 3 and AN voltage 3 I believe) for the temperature and pressure signals from the sensor. I’ve wired these up and setup the calibration tables but I receive 0v at AN voltage 3 and 5v at AN Temp 3. I was wondering if there is a need to bridge the TGV terminals for the LHS as I believe that it’s a series circuit? For clarity, the TGVs have been removed from the car. There seems to be a green and a black wire common between both circuits and there was no voltage difference between the RHS TGV ground and the cable throttle ground. The car has been converted to DBW and I have no spare analogue inputs hence the use of the redundant sensors. Any help would be greatly appreciated. Please feel free to let me know if I can provide any more information or a better explanation! Cheers

Brilliant, thank you very much both, I’ll order the pins and the crimping tool too!

Thank you very much Adam for your information and guidance, by the looks of things, I haven’t crimped the connector properly so I will buy a new set of pins and will try again. I did use one of these to crimp but I’ll get a better crimper in future. https://www.ebay.co.uk/itm/115261322240?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=kYapaw_dSRe&sssrc=2349624&ssuid=YoViKyIuQMW&var=&widget_ver=artemis&media=COPY The following seem to be a correct set of pins if I’m not mistaken? https://www.corsa-technic.com/item.php?item_id=1244 If you happen to be aware of any distributors in the UK, that would be brilliant. Cheers

Hi there, I bought a Link Combined Oil Pressure and Temperature Sensor (part number 101-0184) and the female pins don’t seem to have been manufactured correctly, such that they cannot be locked in place within the connector (please see the pictures). Please would it be at all possible for you to send me four replacement pins for the sensor? Many thanks

Apologies! Here is the map. EJ25_WRX.pclx

Hi there, I've recently installed a DBW throttle system on my Version 8 WRX and I have been having some idle stability problems as of late. The idle tends to overshoot the target idle speed and I'm finding that running an additional amount of proportional gain does not seem to improve the idle stability. I have watched the High Performance Academy webinar on the Idle Control system for the G4+ but I'm all out of ideas for how to improve the idle stability. Please would it be at all possible for you to review the PC log I've taken of a startup and moving the car onto a trailer? Please feel free to let me know if any additional information is required. Many thanks, Geraint Idle Control Log.llgx

Hi, I'm looking at purchasing a Turbosmart E-WG45 for my Impreza and I was wondering if this can be controlled by the Link G4X and if anyone has had any experience with running these wastegates with a Link G4X? It's mentioned on the TurboZentrum website that you would need a "high current" (20amp) output and a spare analogue input to make the electronic wastegate work. https://turbozentrum.co.uk/E-WG45-electronic-Wastegate-120-Psi-83-Bar-black-Turbosmart_1?gclid=CjwKCAjwwdWVBhA4EiwAjcYJECMpVXaq7e48RV61pnQtMnEqPS3DhfjRJ8vcgNyoRJ5c2wSECZ36BBoCH6YQAvD_BwE Many thanks, WRX_555

Hi there, I've been having some idle stability issues as of late and I was wondering as to the time period after engine start that the Idle Ignition Control engages? Many thanks, WRX_555

Hi there, I've recently noticed that there is a discrepancy between the MGP and MAP values when viewing a log file from an ECU log. I was wondering as to the reason for this. Could it be that the MGP parameter isn't logged by the ECU and therefore only has an RPM value as a reference when viewing the data? Please see attached a picture of two tables (fuel and ignition) with MGP and MAP as their Y axes, showing the discrepancy when viewing a time slice of a datalog. I have checked the MGP and MAP values with my laptop connected to the ECU (reading live data) and there was no discrepancy present. Many thanks, WRX_555

Thank you for the clarification. I ended up running through the aforementioned checks and also cleaned the spark plugs. Having put some fresh fuel in the car it fired up straightaway! Thank you very much for your help and patience with the problem solving. I am now working on mapping the car and I’m more than happy to share the map once I’m happy with it if anyone would like to see the map. Thanks again, WRX_555

Thank you for the information, I’ll investigate tomorrow. I wanted to ask also if the ECU perceiving that the engine is rotating the incorrect way could affect things? Cheers

My apologies, here is the trigger scope. triggerscope 1.llgx

Please see attached the trigger scope. TriggerScopeLog.llgx

My apologies, I will attach the triggerscope in due course.

Please see attached the tune. Impreza_WRX_EJ25.pclx

Just to update, I installed a set of standard injectors in the car this afternoon and I've amended the settings for trigger 2 to be for a reluctor sensor. Please see attached a log and the trigger scope also - I noticed that trigger 2 seems to stay high for longer than trigger 1. I have also noticed that the trigger error increased by around two counts after each cranking attempt. The engine rotation was also perceived to be in the incorrect direction by the ECU. Hope this helps, please would you have any suggestions for the correct trigger setup? Many thanks, WRX_555 WRX_Cranking_Log.llgx

Please see attached the datalog. I'm using the Version 8 Impreza basemap as I am using the EJ20 loom and I am also using the EJ20 trigger system. The trigger system consists of two hall effect sensors. One sensor is a camshaft sensor and the other is a crankshaft sensor. Both of these sensors are reluctor sensors. I have used the modelled fuel equation as the provided basemap for the Version 8 Impreza is for an EJ20 and my assumption is that the fuelling setup for the traditional fueling mode would subsequently be incorrect for an EJ25. Would this be an incorrect assumption on my behalf? Regarding the injectors, I have had these flow tested by an engineering company and I have used the Subaru standard latency values as they are Subaru injectors. I have used these values to run the car when I was mapping on the standard ECU. Hope this helps EJ25_Cranking_Log.llgx

Please see attached the tune, which parameters would be best for me to log? I'm using the modelled fuel equation mode and I'm not aware of a master fuel setting for this mode, unless I'm mistaken? Hope this helps Impreza_WRX_EJ25.pclx

Just to update, I have amended the VE table and have tried again today with no joy. The car still seems to be fuelling excessively. I’m very puzzled as to what the problem could be and please feel free to let me know if you have any more suggestions. I have also noticed that my speedometer sweep doesn’t work, perhaps the outputs have been assigned incorrectly? Cheers

My apologies, I've just checked the tuning functions guide and I think it is possible to use the traditional fuel equation setup with a MAP.

Brilliant, thank you very much for your help. Is the traditional fuel equation specific to a MAF or can it also be used with a MAP?