KennyJ

thanks for confirming Adam. for anybody in the future: it works perfectly

found the coil setup: ecu only has 3 ignition outputs so i shared 1 + 4 en 2 + 3 on ign 1 and 2 left 3 open , put in a custom TDC and it runs also : when setting the ecu to 4 cil setup it refuses tot fire the last output , bit weird took me some measuring to find that out now to look into the injectors

Hi , about to setup a GTR G4 into S13 CA , seems that would work , need to swap 2 inj and 2coil wires around and change to 1342 was setting up the in and out , what is the onboard map ? is it anvolt1 like modern Link ecu's ? couldnt find the manual online , only G4+ and G4X

allright thanks for confirming!

i got asked to source an ecu for a 2011 wrx sti does the WRX107X work ? i know the 2008 sti hatchback needs the can communication for the DCCD etc, i have no idea about the 2011 sedan model i havent seen the car yet so cant tell about push button start etc , no idea about eudm or jdm model which questions do i need to ask the owner so i can select this ecu an be 100% sure? rally car , no need for girly stuff like cruise control etc

can i just trigger secondairy ign and fuel tables on the VCT activation output ?

Hi all, i have tuned some nissan vct engines in the past cam solenoid triggered by rpm and tps not only on rpm as it was floating in the rpm range as it was "to effcient" ---so i added tps by doing that i created another problem : when having higher idle in coldstart it would go extremely rich as the rpm's were up , it was in the cells where vct normally is active resulting in a rich mixture so the i altered the warmup table by solenoid state(on/off) vs ect temp. that worked i later added idle ignition timing as it sometimes still needed -12 degree to settle down on idle. not long ago i saw a video of a honda guy with a link , those guys have 2 seperate tables(vtec on/off) for fuel and spark would i be able to set it up like that on a nissan engine ? or why is that a bad idea

Does the G4X z32 plugin use both knock sensors ? gonna be installing on my rb25 and updating the sensor to bosch donut style ones also what is the best way to go here : changing pins on coils and injectors or changing the firing order in the ecu for the z32ecu to RB25 engine

I replaced the cas disc with an aem one , issue has been solved , thanks for the help Adam for those wondering : i didnt try the widest slot option so cant tell if that would have worked

engine start etc is straight forward in the pmu setup , nothing to do with the engine ecu setup for fans i would send out can DI , you can also set the ect on the can but the pmu software isnt that handy with hysterises etc i found everything i needed in the manual , also the CAN-bus course from HPacademy is great when you're new to canbus setups

Tried what you told above Adam and the problem is still there , there's no other trigger setting i can use ? like the widest slot setting as it was called in the G4+ ? if not i'll order the aem disc

thanks for the input all , project has been planned and got green light from the owner the dbw i'll discuss as the man isnt a great fan of antilagg to start with

I'm making a build sheet for a customer of mine. He has a '00 frogeye JDM STI Group N rally car. Car is now on stock wiring with autronic plugin ecu , aftermarket gauges for oil P and fuel P. Really basic setup , ecu is working but wiring has been hacked up a few times... trust in the setup isnt great and its fairly dated car: JDM EJ20 avcs only on intake cams Dogbox with gearsensor aftermarket DCCD controller turbo has intake restrictor the list so far: -Fury ecu -Link aim driver display -both wiring A and B looms -Bosch wideband (to be controlled by ecu) -Bosch knock sensor (car currently has none) -PRP R35 coilpack kit (car kills oem coilpack from time to time) -Bosch Pressure/temp sensor for : oil/fuel/water(water because its a subaru and i assume i'll be able to detect -headgasket pressure in the system in the loggings ?) -flexfuel sensor , its on VP E85 but the car sits weeks between rally's and i thought it would be handy to be able to park it when last ran on normal pump fuel ? to prevent damage/clogging to injectors -3 way mac valve or would a 4 way be benificial when used with an actuator with 2 nipples ? i'm open to ideas and input , Fury might be overkill but Extreme has no wideband control. Or is a wideband a bad idea with the antilagg banging in the exhaust ? setup i would like: avcs control launch control antilagg knock control , currently has none closed loop lambda closed loop shift control boost control by gear to get maximum boost in each gear as fast as possible - the restrictor kills power over 5.5k rpm boost by tps to make it driveable flex fuel from E85 to pump to get in parked in the shop over time , no power wanted from the pump fuel owner isnt interested in DBW , he doesnt want blipping when downshifting for engine braking. I dont think there's a real advantage in DBW for this setup ?

Thanks for the input , i will try that

I've recently tuned an S13 with SR20det , i fitted the S15 G4X plugin , all working fine however i sometimes get a sync loss on the stock CAS sensor , only happens in 2nd gear above 6K rpm , thats the weird part normally i would try to recreate this thing and find out whats happening , however this is an SR and the sync los creates a random ignition event and these rockers absolutely hate ignition cuts etc. the engine didnt have this error when on the stock ecu , it doesnt happen in 3-4-5th gear , and it happens more violently when loosing traction on the street. Which makes me think its something to to with fast increase of rpm. i've tuned numerous Nissan engines with Cas sensors and i'm familiar with the signal being a bit nasty up high , however this signal even looks pretty good compared to others in the past i updated the firmware before the tune but i'm not sure its the absolute latest available. i tried some higher numbers on the filter setting , didnt improve anything. i'm open to input !

Hi all, there is a wrx rallycar (with an old G4 plugin)in for an engine rebuild after some mild detonation damage. so logically i am about to check the tune but the customer complained about very boggy driving conditions so i assume it'll need a proper tune anyhow. now the biggest problem : the tune is pasword protected so if i dive in i'll have to start from scratch. I dont have alot of experience with subaru's in general. So my question is: how good is the G4 basemap parts of the variable intake cams ? not so much about the positions but the actual pid control. I'm a bit scared about that as i need to rent a 4wd dyno so i'll be time limited for the tune. i assume the G4 is about the same as the G4X and G4+ i'm used to work with ? or are there some key features missing ? regular group N car with restrictor removed , on normal fuel not E85 thanks