AUSBen31

Bumping up this post instead of making another. Same vehicle multiple issues. Will re-iterate and attach .pclx Specifications of car:-Nissan stagea C34 manual converted-Rb25det neo engine-Link g4x fury wire in - R35 GTR coils w/ 0.47 suppressor (factory)-E-throttle bosch motorsport (using this for idle control as well)-350z pedal-4port MAC solenoid-PRP cam + crank trigger (used in past plenty of times with no issues)-LS Alternator w/ PRP bracket-3584rs Issue 1: Cannot update firmware (newest version of PCLink. With ignition 'ON' and ecu connected. As soon as i press program, the ECU seems to power on/off multiple times (can hear fuel pump relay turning on/off as well as engine light on/off) until it says ' Link not responding' and reconnects to the ecu (makes me think my earlier disconnects may be hardware related). I unplugged ECU and plugged in a brand new G4X (locked still) and successfully updated firmware first go. Issue 2: When idle speed control is set to 'closed loop' instead of 'open loop', the idle will fluctuate up and down above and below my target of 975rpm. Idles well in open loop. Have tried multiple things to no avail. Could only located 'I' settings no P or D under idle actuator, i'm sure im missing something rather simple with this one. Issue 3: 'Suspect alternator'. Have an issue where the 'wiper fuse' will blow in certain circumstance. You can replace said fuse, idle vehicle and use wipers indefinitely. As soon as RPM raises above 2500~ the fuse will pop. On further investigation, the left pin (not supply side) becomes continuous with earth above that RPM and when letting off the accelerator.. Diagnosed this for hours trying multiple things, Found when the LS alternator regulator is unplugged running on battery voltage only. This does not happen and will continue to operate wipers. I then applied alternator voltage from another vehicle running to see if it was voltage related. Again, no issue with wipers at all. I can't say i have ever seen an alternator do something like this before. Any ideas? conornew2022v1.pclx

Hey guys, Posting on behalf of a friend. I assisted in wiring in a LINK g4+ plugin ecu into a friends WRX (the plugin was for a different model wrx, i rewired the header plugs to suit the ECU used) Was inititally running fine, tuned up perfectly (260rwkw no issues whilst tuning) A few months later he drove the vehicle onto his towtruck, towed it to get it corner weighted and now will not start. I have looked through the data via remote desktop and taken some logs whilst cranking (attached with tune file) It has fuel pressure, have individually tested each coil/injector in self test and he can audible hear them actuating. Has tested spark and it has it. Any help would be appreciated. Ben brianLATEST.pclr cranking 1 SCOPE.llg cranking 1 trig errors.llg cranking 2 log.llg cranking 2 SCOPE.llg

i managed to capture this. Not sure what to make of this. It threw a trig1 error straight after, 7400ish on wastegate pressure. on a repeated run looks normal. log to match wierd trigger pattern- 2021-07-19 6;51;55 pm.llgx TriggerScopeLog wierd pattern high rpm, trig1 error.llgx

@Adamw Currently back to diagnosing this one at the moment. I havent tried an external pull up yet. Got this trigger scope under full load between 6500-7000rpm on dyno, any comments on this spike pictured? I was speaking to Jono @ JP tuning and he suggested i change the sync tooth. Ive set it to 3 and the issue does actually seem to be better. It logged 1 trig1 error when it touched on limiter but nothing like it was?

Yeah i did think so, thanks for confirming this. I'll get a scope Powered by 12v, cherry sensor. I've just noticed on the website, it now says (never used to say this): ************** FOR LINK ECU USER ************** if you have a LINK ECU, on check out can you please let a note in the comments area to inform us that you have an LINK ECU, so we can send out a Link specific Trigger disc Have e-mailed PRP in regards to what this statement is about now.

Bumping this up for assistance. First, i've found that if you try to start the car, if it for any reason fails to start and you release the key from 'start' pos. It flags a trig1 error or two. Is this normal? On the road during extended roadtests it has not disconnected or flagged a trigger1 error. Have run it up to top of third @ 270KPA without any trig1 errors. Upon revisiting dyno again, low boost run first run (wastegate pressure) had a trig1 error same as above logs, RPM dropped to 0RPM at around 6700rpm and trig1 error. The next run the same. At 270-275KPA the PClog disconnected on dyno in 4th (1:1 gear), no trig1 error at this point. Anything else i can be checking? It has that 0.23v fluffy-ness to trig2 and minor to trig 1 that @Adamw pointed out still. What could cause this? Lost with this one. Don't want to give this to the customer with these known issues. I can't make it do it on the road but i want to get to the bottom of it. Ben

Update to finish up this thread. Haltech sent me out another TPS adaptor, found the original to be DOA. With the new one plugged in, vehicle has 100% working ATTESA. Just bad luck! /thread

A customers Stagea w/ LinkG4X fury has done exactly this a handful of times so far. Key switched to ON, no pump prime, and if you try to crank it over wont start. Switch to OFF, back to ON, no issue at all starting. Absolutely random.

Haltech tech support seemed to agree completely and have express sent another one out. Will update thread with a result.

Hey guys, Another issue im currently trying to work out. I have installed: Nissan Attesa 4WD TPS Adaptor Part Number: HT-038001 to correctly send the TPS (MAIN) signal to the ATTESA ecu. Upon installation as per Haltech's supplied instructions: Pin 1: 12v (ECU power) Pin 2: GND (ECU GND) Pin 3: TPS Input (TPS (MAIN) ) Pin 4: TPS Output (Pin 37, Throttle opening signal 4WD, rb25det neo stagea S2) Measuring with a multimeter, i can confirm the TPS input matches exactly what is displayed in runtime values. However, the TPS Output has no reading, connected or disconnected from Pin 37. I would have assumed being a 1:1 adapter according to Haltech it would also have the same voltage on the output? Am i safe so assume if this is the case, that this item is DOA? Or am i going about this the wrong way. Thanks, Ben

Thanks for confirming that with the 'trigger 1 state' The coils are grounded to the intake manifold near the back, as per factory rb25 neo (same wiring) The power feed has the factory rb25 neo suppressor wired in, as this is some of the factory wiring. The power wire then goes over to a fuse box and is supplied power there. The mini bussman fusebox/relaybox is wired as follows (if it matters) starter positive pole > Fusebox power bridge, ECM, Coils, o2 sensor power (for the onboard lsu 4.9) on 3 separate relays, all earthed to same point as Loom B ground (chassis) then the E-throttle relay is the factory blue ECCS relay in the passenger footwell, powered as follows Starter positive pole > fusebox, then through firewall to relay. Triggered by 12v ECU supply. Sort of lost for what else to check / do now. I can apply filtering and try another run, but i don't see that stopping the ECU disconnecting. update: Ramped with filter level 2, still disconnected from laptop on ramp run, still flagged a trig1 error

Coils are R35 GTR coils with PRP bracket, plugs are BCPR7es so yes to resistive spark plugs loom is modified factory loom with A+B looms run internal into it, so for instance the wiring for the triggers, the new CAS shielded section from the link harness was run up to the front of engine and the factory wiring was removed. The main items that are still factory are body connectors, coolant temp + gauge wiring, earth on manifold etc. The majority is new wiring from the A+B looms, loom A+B are grounded in different locations though if that would affect things? Loom A is grounded @ manifold where it is factory, loom B is grounded to chassis Are the trigger settings correct? i was just going over the scope readings and it seems that the 'trigger 1 state' isnt reading 100%, for example it says 'tooth before gap' when it seems to be two teeth before the gap, and 'tooth after gap' when it is now the tooth before?

Some more logs carried out. Tried slow connection in config + options on PClink, disconnected still. With no dutycycle to wastegate solenoid it did not disconnect or throw a trig1 error. update: tried 30hz on solenoid instead of 40hz, first pull fine no disconnect at 170kpa, 2nd pull disconnected. boost control off run1 no trig1error.llgx disconnect with more dutycycle1.llgx trig error with less boost1.llgx trigerrorv1 pull.llgx disconect with 30hz.llgx freq change from 40hz to 30hz no fault.llgx

Here are 3 scopes i just carried out, i have a few things to do then will perform some ramp runs with 'slow' connection enabled. 3000rpm no load.llgx 3000rpm no loadv2.llgx 5800-6000rpm scope no load.llgx

Hey mate, I will perform a trigger scope at 3000RPM under free-rev and steady state for you tomorrow. I will also set connection speed to slow and try again. Yeah i see the spot your talking about. 663KPA @ its peak. The setup is 'over pumped' and the boost pressure was still at 273KPA, without injectors firing i assume that is why it was so high. 350-60KPA is minimum amount as return is most likely too restrictive (standard stagea cradle with a 525walbro, really should be changed or speed control pump i guess) Anyway i'll perform those trigger scopes for you tomorrow. Thanks for the reply. Ben