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Hi all, Using the Furyx on E46 with R50/53 CAN setup. The AC Request and clutch output basically works. however the A/C keeps running and reaching 400psi then the freon exploded at the relieve valve. Is there any solution for cutout the AC pump by itself when.it reached certain pressure level?

Hi, I'd like to check does FuryX has CAN1 module? My problem now is, I have to run R53 CAN setup at CAN2 for the E46 dash and AC to work. With the R53 CAN Preset I can't add anymore CAN Devices at the same bus. I tried using "User Define" and inputting the CAN Frame manually it also works but the handbrake light will stay on after firing up the engine for few seconds. I have added an AEM X Series O2 to the CAN2 at the same time for monitoring Bank2 AFRs. However, it seems not working very well when they are on the same bus, not sure whether there is any conflict with the OEM CAN. We want to further adding a PLEX u200 for monitoring, if we can add it on CAN1 It would be perfect. Any suggestion?

Thanks,, got it done!

Hi, Currently setting up an E46 330i with M54 engine, with FuryX and PnP Solution patch harness. Basically everything is hooked up and the engine starts and idling. I tried to copy Adam's CAN setup for his E46 M3, gauge cluster working alright. However, I have a problem with the AC request. The parameter I can add only shows AC Request (Status). At the AC Clutch Control, I can't figure out which I should input for the AC Request Source.

You seem to got it in reverse...... Switched 12V should always go to the VTEC solenoid, and ECU Trigger AUX6 to ground for engaging the VTEC Solenoid.

Working on an R34 GTT with GTTLink PnP, AEM X-Series WB02 connect via CAN. The AFR reading bounces vigorously at idle and low load areas, under full load WOT the reading is stable and usable. Never had such an issue with the cars I worked on before. The engine idle smoothly but just the readings are so weird. Any one has idea what's going on? The engine is with Kelford 264/272 cam, and it's not choppy at all.

Thanks Adam, I will just ignore it then. It comes up normally when releasing the throttle.

Hi, Working on an JDM EVO8 with ID1050X injectors and AEM FPR Input all the available data of ID1050X to the calibration and using Modelled Fuel system, car starts fine however the VE at a little high side say 60+. I have to tune down the injector size from 1065 to 1000 or even 950 making the VE number looks normal. The car is not tuned yet, just tune for idle and some light load area, however the G5 software always prompt a message and said Fuel Calculation clamped at its minimum value, please check all fuel settings.. I have no idea where else shall I check and change with this warning. and I don't find any minimum clamp setting for injectors. Hope someone can give me an idea what shall I do with this. Mitsubishi EVO8VEID1050XBase.pclx EVO8minclampproblem.llgx

Thanks! I didnt know the 500 Base LLC is for 500 bit rate. Will try that out. Thanks!

Hi, We are trying to connect the AiM Solo2 DL to the WRX11X ECU on CAN1, but at the same time we have also connected the AEM X-Series Wideband O2 on CAN1. The Wideband sensor runs on 500k bit rate but the Solo 2DL runs on 1M Bit rate. We can't make both devices running at the same time. Is there any way to solve this issue? If we set the baud rate at 500k the WBO2 works but not the Solo DL, if set as 1M the solo works but not the WBO2

Hi All, I would like to see if anybody could recommend the settings for the soft rev limiter like the stock ECU does. I worked on several SR20DET and knew this engine doesn't like hard-cut limiters because of the valvetrain design. I definitely won't choose Ign Cut as rev limiter on these engines. but even I take the Fuel Cut as rev limiter the engine still cut with loud crackle sound at the exhaust and sometimes the engine went misfiring after the rev cut for few seconds. See if you guys have any recommendation with this and I don't want the engine to get hurt because of the limiter.

I tried using the relay to ground the pin 4. the ecu can power up. however, when i do the injector test, the ECCS relay keeps flicking and but not the injectors. this is kind of wierd as nothing on the wiring diagram from the injectors would gone through the ECCS relay... the situation is the same when i take power from pin 24 to pin31 to trigger the ECU at the first time. but now nothing is connected to pin31. only grounding the pin4 to chasis via a relay for trigger the ecu.

The pin 31 was 0V. Found that the Ignition Relay didn't get any power. For testing wired Pin24 giving Pin31 12V and ECU powered up. However it doesn't work well as it interfered with the injector power supply. Tried to wire ACC power source to Pin31. ECU also powered up. However, it seems back feeding somewhere and the dash doesn't go off with the key off. And now I have added a separate relay using constant 12V as the power source on 87, Pin 31 on 30, 85 with Pin 24, 86 to chassis gound... It doesn't work anymore. Pin31 has 12V but Pin 4 doesn't switch to ground. I ground pin 4 the ECU is still switched on and can connect with the laptop. Not sure whether the ECU has fired up something.

Hi all, Recently we installed an GTTLinkG4X on a R34 GTT. however, with the ign switch on the ECU is not powered up. Checked the fuses all good and the ECCS relay also good. Checked pin 4 it has 12V before and after the ignition switch is on. it doesn't pull to ground when the ignition switch is on. I try to ground pin 4 to ground with a separate wire and the ECU power up with led lights on on the ecu board. I looked at the wiring diagram seems pin 4 directly goes to the ECCS relay with nothing in between. The pin 67 and 72 got only 1.72V when the ign switch is on. Pin 80 got 12V constantly. If I ground the pin 4 manually the ECCS relay clicks everything works fine. Any idea?

Thanks Adam, The ABS isisue is solved. It works now however the AC is still frozen up. Any idea?

Hi, We are using WRX11 on a STI VAB. The basic setting and tuning all good on Dyno. However the ABS and Traction control lights on the dash and the ABS system not working. Sometimes the dash shows LOCK at the C.Diff as well. Would like to see if anyone experience with this or there maybe some bugs with the CAN integration. We have checked the runtime values and didn't see any problem with the wheel speeds on all 4 wheels. On the other hand, the AC Pump keeps running non-stop and makes the coil freeze up. It seems it didn't cut off itself. The clutch goes on and off according to AC request and works flawlessly. See anyone could help. Thanks!

Hi, Installed an WRXLinkV11 on VAB JDM STi, updated all firmware and software everything works ok. However the AC request on DI7 seems not working. The status of DI7 keeps flashing between Active/Inactive quickly. no matter what the setting, it seems there is no relation between the AC button and the DI7. push or not doesn't make any changes. The only way to switch off the actual AC clutch is setting the DI7 active state to LOW like below picture. However the AC Request is still at Active State. Oppss Found the issue.. VAB AC Request on CAN DI5.. problem solved. Is it the VAF/VAB AC request pinout is different from GRB ?

Does the TTXLink use the stock primary O2 sensor as the calculation for close-loop fueling? or do we have to add an external wideband O2 like other plugin ECU does?

Hi, We have a 350Z twin turbo setup and would like to retrofit the G37 intake manifold to the engine with dual e-throttles. Currently the car is using 350Z PnP G4x. is it possible and add a RET for the extra throttle body, or simply wire the throttle to the expansion pins? Thanks!

You can't really start up the engine with the Link base map provided. As per my experience, you have to do timing sync correctly and you can fire it up. The base timing from the base map is far off. No matter R33 GTR/ R34 GTT/GTR. Can't really start the engine without timing sync.

Hi, We have tuned a car with MonsoonX ECU for a while, and recently we would like to upgrade it with StormX with more IO. Is there any method we can convert the MonsoonX calibration to StormX? or it will upgrade automatically if writing the monsoonX file to Storm? Thanks!

Hi, I've some problems with connecting the Link RET to MonsoonX and the Ethrottle. Connected TPS Main/Sub to AN Volt 3&4 Connected APS Main/Sub to AN Volt 1&2 Connected M+ and M- or RET to throttle body motor Connected Signal 1&2 of RET to AUX3/4 of Monsoon. Connected Enable* wire to AUX6 of Monsoon and set as Ethrottle Relay The APS calibration can be done properly. However, the TPS calibration cant go through, and prompted no movement of TPS main detection. I'm not sure whether that's the problem with the RET Enable wire.. All wirings look ok for my understanding. The Calibration setup as per below pic. Opps All good now. Double-checked the wiring the M- misplaced at the RET unit. Thanks for attention.

It should be fine. As the car is with a low boost add on turbo. What I need to tune will be only the inj and ign. Boost run with gate pressure. Ignoring VVT. Let me order the RET now! Thanks Adam.

Thanks Adam, Successfully started the engine now with the recommended setting and trigger offset. A Side question, as the engine is running e-throttle. Can I add an RET for throttle control with the MonsoonX? Now the stock ECU controls the throttle itself, making the idle jump around. hopefully, this is the last piece of puzzle.

Working on a 2ZR-FE Toyota engine running monsoon as piggy pack. Running the trigger scoop I can see 34 at trigger 1 at the crank. should be 36-2 For trigger 2 I have no idea what setting shall I go for. Ignoring sync engine fires and stalls very shortly. Anyone could help?