Hurtenstein
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Posts posted by Hurtenstein
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Had some R35 coil issues, but fired first time after that.
Cheers again.
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Nearly ready for a first start and checking over things, my trigger pattern is inconsitent. G4x plugin set to V5-6 pattern.
The pattern is what I was expecting to see, 2,1 on the crank and 3,1,2,1 on the cam, but the peaks are all over the place.
The noise on the trigger 2 between spikes is also concerning. What could be the cause?
Secondly, should i be seeing these turn green when cranking? I get no errors.
Thanks.
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Fixed with a wired in 1k on AN Volt 2. Thanks.
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Spew. I thought there was 4 like my Xtreme and the manual had to be typo. It's all wired up and terminated. I planned to just figure out which was the double up once it was wired and I could see the values.
Can I use a spare AN for IAT with a wired in pull-up resistor? Or does the ECU only look for IAT on the Temps? B136-1 (2 slots up) is a spare AN for me and I can just shift the pin.
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My WRX6X has AN Temp 4 stuck on 5V. There is some confusion in the drawings as the quick start says Temp 3 is pin B136-19, but also says T3 is on the expansion loom. Ive used the expansion T3 for oil temp and get a change in readings when i plug/unplug so i'm presuming that the onboard Temp is actally Temp 4.
B136-19 has no wire in the plug from factory, so i added one in. Even with my new wiring connected or not, I still get 5V on Temp 4.
Any ideas?
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Perfect, will do. Thanks.
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On 3/23/2022 at 5:14 AM, Adamw said:
I think the Audi V8 VVT mode is only set up for 2 intake cams. You should be able to use Holden v6 vvt mode which does 4 cams with the same pattern on the trigger wheels.
Worst case would be the User Defined VVT mode will do it, but more manual set up is required.
LH Intake sensor to trig 2, RH intake to DI1, LH Exhaust to DI2, RH exhaust to DI3. Pull-ups on, falling edge.
VVT solenoids connected to Aux 1-4.
The old 40V were just VVT on the intake. I was trying to nut out the Audi drawings and wasn't sure. I can't find any input that refers to "Cam trigger", but there are two called "cam position" as shown below. I was thinking that the "cam position" would just be for the ECU to know advance/retard position, but does it also use it as a trigger?
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When using a single output I meant. To avoid having to use 2.
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On 1/4/2024 at 3:43 AM, thedbaz said:
if the inrush is high, am i able to pair output 2 with outputs 3 and 4 to cover the inrush current?
Can you set a PWM channel to ramp up like a soft starter?
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Thanks. I thought that would be the case.
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If my G4X Xtreme is supplied (A5) power via an ADIO of the PDM, can the +5 and 0V PDM pins be used in conjunction with a DI/ANV on the Xtreme?
Or do I need to use the Xtreme +5/0 pins?
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Mint, thanks.
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Are all of the +5V supplies on the expansion slots common to the main header output also? (B136-12) on WRX5-6 in this case?
Example is the E-throttle. The expansion slot gives 3x ANvolts, implying that 2 are for the APP and the third is the second TPS, in addition to the existing TPS. The existing TPS gets its +5V from main header B136-12, can I use this same supply for the new TPS, even though the ANVolt signal will be going back to the E-throt expansion. Or I do a take a +5V from that expansion slot out to the new TPS also?
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" I was under the impression they are all either both 5 pin (older plugins) or both 4 pin (newer plugins)."
Me too, which is why I got the newer cable in the order. WRXLink 5-6
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I'm upgrading my plug in G4+ to a G4X. I originally had the CANJST cable for my wideband, with the external 12v supply wires.
I ordered a CANJST4 cable when ordering the G4X thinking it was needed, but the new ECU has 2x CAN1 ports. One being the same CAN1/RS232, 5 pin. The other the newer 4 pin.
Can I just use that older 5 pin arrangement CAN1 slot for my existing WB? What's the internal configuration for resistors with 2x CAN1 slots? ie, what happens if I use the second, 4 pin slot with the new cable for say a keypad at the same time? Or should I use CAN2 or daisy chain externally via the DTM4 plugs?
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I believe its the lift pump that's returnless PWM, feeding the cam driven HP pump.
I've got one running with a factory ECU, but looking at getting another as an engine swap and will want to run that standalone.
Can probably borrow a scope from work...
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Has functionality with the GM LT1/4 been looked at for the G5?
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1 hour ago, Vaughan said:
The E-Throttle relay is used to cut power to the H-Bridge in the event of an E-Throttle Fault code. It is not the only protection though as the ECU also turns off it's control of the H-Bridge and an engine RPM Limit of 1800rpm is applied when E-Throttle is in fault.
Thanks, that's what I was after. I was assuming there would be something like that.
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On 10/30/2023 at 11:44 PM, koracing said:
You *should* not need to add a real e-throttle relay to a plug-in ecu in most cases (not sure on the specific model you have). You can assign e-throttle relay to a "fake" output - one not used or pinned or even a Can aux output that isn't actually doing anything just to make the ecu and software happy. The rest of your wiring looks ok to me.
Just how unsafe is doing this with a wire in xtreme?
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+1. For G4X Xtreme though.
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Does this mean a WRXLink 5-6 pre V1.4 can be upgraded for the E-throttle expansion connector?
Impreza v5/6 g4+ where are the additional aux pins?
in G4+
Posted
I combined both fans to IGN3 to free up IGN4. Shifting the fuel pump seems like robbing Peter to pay Paul?
I also converted to E-Throttle which freed up the 4x idle control AUX5,6,7,8. Not all G4+ have the E-throttle expansion though depending on age.
If you're only 2 short (not sure if you're doing intake and exhaust) and have the E-throttle expansion slot, you can just get away with using AUX 9/10 that comes on that loom.
If you're not converting to direct ignition, you can also get Ign7/8 on the second expansion slot which the G4+ will definitely have.