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robrixon

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  1. Thank-you Adam will try those changes and look at the proportional.
  2. I've got some data on this now. The vehicle owner logged a whole session so the file is too big to upload but I've exported two examples of the issue as CSV. Not all parameters that might be useful were logged (error accumulators) but hopefully it's some help. It looks like the target can't be achieved momentarily and the throttle loses the plot in trying to make it happen. Throttle Error Example B.csv Throttle Error Example A.csv
  3. Thank-you for the quick reply. Tune attached. Apologies for the second hand info, I am passing on the owner's description. I will try and get a log as soon as possible. Callibrations are successful. It's an intermittent issue that apparently is hard to pin down to a particular condition. Most recently during a track day on the weekend the car would keep going into limp mode after the error occured. Also occurs street driving, on-off throttle, steady part throttle... Clearing the error and doing a calibration gave it another lap or so on the track. Excellent thank-you. Regarding the relay I must have misunderstood your post on this thread: https://forums.linkecu.com/topic/16193-evo-dbw My understanding from that thead was that the ECU was powering the Aux on the expansion connector #2 to power the DBW motor and a dedicated relay wasn't required. On this setup the tuner has used Aux IGN 8 (instead of Aux 16). Evo-map.pclr
  4. Hi All, I am helping a mate try and get to the bottom of a TPS error 75. It's a G4+ Evo Link with a Evo X pedal and DBW TB. I haven't seen the car in person yet but he's sent enough images to figure out the wiring. Whoever installed the DBW has used a DT04-08PA receptacle to split out 5V and sensor grounds on the XS loom to supply the pedal and Evo X throttle body. They've also crimped an extra power and ground heading back out of the DT06-08SA which all makes sense. The odd part is an extra wire (green) which is crimped with the yellow Volt 7 signal back to the ECU. This wire is TPS Main on the Evo X throttle body. Could this have been done to keep the AYC happy? This isn't in the wiring diagram because I don't yet know where it's going. The tuner reckons the internal relay for the DBW may be "glitching" (is this a known issue?), but I'm wondering if the TPS main signal is noisy? Surely it would be better to output the TPS from the ECU as a separate signal to the AYC rather than splicing into it? Thank-you in advance. If the advice is "look at the damn car in person first" that's probably fair enough...
  5. Thanks Adam, setting the gain down to 2 let me adjust the threshold down to 600 at WOT and redline. I like the way the software interpolates the threshold between axis values so intelligently.
  6. I'm after some assistance with an issue with the detected knock level and settings on the Extreme G4X on my 1JZ non-VVTi. My tuner was using an external knock detection box and headphones and confirmed that the engine was not actually knocking on this map. The engine harness uses home runs of M25700 twin core for each Bosch sensor and the shields are drained to ECU B17 along with the Signal negative on both sensors. The front knock sensor Signal pos is going to ECU Knock 1 and the rear is going to ECU Knock 2. I have confirmed polarity and continuity for signals and grounds. Based on the attached log, is this amount of RPM-dependent noise typical (or at least not unusual) and the gain(s) need(s) to be adjusted or do I potentially have a shielding problem? Any help would be great. Knock Testing.llgx JZX90 BTM90 Knock.pclx
  7. Based on the testing below and advice from AdamW I don't believe the tacho from my 1JZ-GTE JZX90 requires the resistor mod or external booster, however, I would still value any input on what is going on below. Key on Sweep is working Ignition Off = Displays 1,000rpm Ignition On = Displays 2,125rpm Relationship between signal and needle position is as follows: Playing with multiplier, offset, duty cycle etc appear to have no effect. Next step is to try a GP PWN table I'm guessing? The thread below is a similar situation but to be honest I can't replicate these G4+ settings on G4X as I'm out of my depth in custom PWN tables.
  8. Hopefully the last question on this Adamw: if the key on sweep works for my tachometer is that any indication that the resistor/gutted relay mod isn't necessary? The PCB resistor on the signal into the tach is only 24K not the 43K Ohm that most replace with a 1K resistor and it was a factory 1JZ-GTE car with individual coils.
  9. Thanks for the super fast responses.
  10. Perfect thanks Adam! Started right up. Kicking myself for not picking up that mistake. My trigger offset is ~360 degrees away from the included JZX90 base map offset of 351 degrees. Would this just be becuase I'm using the rear cam sensor position which is 180 degrees away from the front cam position tab on the intake cam? My trigger sensor polarity is correct.
  11. Hi All, G4X ExtremeX, Bosch DBW, 1JZ Non VVTi in JZX90 with DBW wired per Link instructions. I'm sure I've missed something stupid here so apologies in advance. Both TPS and APS callibrate successfully and APS Sub and Main appear to be working correct with 0-100% range but the TPS isn't moving in SETUP MODE, ON or while cranking. Target table is 1:1 for now. I've attached the relevant tables, log and tune file. As you can see in the log the TPS sits at 5.6% regardless of what the APS is doing. Thank-you in advance for your assistance and expertise, Rob PC Datalog - 2022-06-20 11;58;37 pm.llgx Toyota JZX90 BTM90.pclx
  12. Hi all, Have done some searching and found some quite similar applications/help threads but nothing spot on. I am replacing an OEM ECU in a 1JZ JZX90 with a StormX. The Panic patch cable that came with the Link had the Toyota IGSW pin wired straight to M-REL in the adapter. The factory ECU has constant power through the BATT pin, then the IGSW input is used to trigger M-REL which powers up B+ and B1+. M-REL then stays powered after key off to give the IACV time to rest. I don't know what the body wiring setup is i.e. how similar it is to the two Link Hold Power wiring examples in concept/execution so after some advice. Which of the below would be the correct way to implement this on the Link? Constant power to ECU Loom A5 14V+, IGSW on a DI with an AUX Output triggering M-REL (powers up IACV, Wideband, Boost and provides hold power) ISGW to a DI, Aux Output triggering M-REL with ECU Loom A5 14V+ powered off this main relay power. Leaving the factory constant power provision in the loom unused. Thank-you in advance for your help. Rob
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