JMP
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Posts posted by JMP
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what sort of speed sensor do you have connected to DI5? Is the pullup enabled?
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non-resistor plugs in the engine?
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If you're doing a patch loom, I'd strongly recommend grabbing something like a G4+ monsoon or storm, then you have more options to take the ECU with you in the future. Base maps for the 4age's are pretty simple, follow the 4age config info in the help file, put some sensible numbers in the ignition table, grab a fuel table from one of the other NA 4 cylinder base maps supplied with pclink that use traditional fuel mode and use the default cold-start/warmup enrichment settings.
You could also take the opportunity to modify the wiring for the injectors to change it from batch fired to sequential.
Turned out I still had a copy of an ECU header plug for the gen 1 MR2 so that's also attached for your reference
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the smallport 4ag uses 12, 16 and 26 pin ECU plugs, the Link is for a 1st Gen SW20 MR2 or ST185, which uses the same ecu header as a smallport 4agze with 26, 16 and 22 pin ECU plugs. you could grab a 22 pin ECU plug and do some re-pinning to get it to work but it's not exactly plug'n'play.
I mapped it out to use the MR2 plugin on a smallport 4agze years ago and that required minimal repining. I've attached the smallport 4age diagrams which you can use with the MR2 plugin wiring pinout in the PClink help file to figure out what you need to move around or re-assign.
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had this issue on a v44, it was the fuel pressure sensor's CAL table being in psi instead of KPA as Adam stated above. Switched the CAL to KPA and all was fixed. In the troubleshooting process we did find a poor power feed to the fuel pump though
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Excellent, thanks for that! I figured there was a setting somewhere I'd got wrong
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Hi Guys,
Did some initial tuning on the weekend on a new G4+ Xtreme installation on a 2zzge and noticed something strange in the logs with the Differential Fuel Pressure being stuck bang-on 300kpa all the time.
ECU on FW 5.6.5.3389
Engine has a map-referenced dead-end fuel system (radium tank with built in FPR, vac line run from engine to FPR)
The log shows the fuel pressure on AN Volt 4 tracking as expected (even thought it's lagging very slightly behind MAP), but the expected small variance in differential doesn't show up.
It's setup in Modelled Fuel Mode, 300kpa base pressure. Only a 3D fuel map at the moment and Charge Temp Estimate table hasn't been configured yet
Any thoughts on how I could get this to read correctly? I'd like to get it sorted before doing too much more with the fuel map on this one as the base pressure needs to be increased as we ran out of injector in the top end.
Thanks
Jason
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Windows 10 Pro 64bit, Onboard Intel HD Graphics 620, i5-7200 CPU, 8Gb RAM, SSD, 100% display scaling, USB3
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I've got the IAT sensor mounted in my intercooler pipe just before the throttle, but have recently purchased some of the T1 Race fast response sensors (basically glass bead NTC thermistor potted to a 1/16npt housing) https://www.t1racedevelopment.com/category/universal-parts/electronics/sensors/temp-sensors/t1-fast-at.html
I'll be installing a T1 sensor into the TGV delete's right near the port face.
With both installed I'll be able to see the difference between the two and then decide which will be best to use when I switch my setup over to modelled fuel mode. I'm expecting if the T1 sensor works well I'll be able to have my charge temp table mostly biased towards IAT
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Thanks guys, the display scaling being set to 100% sorted the issue with no outline being visible when resizing. I noticed most of the lag at startup is when the top right corner says "calculating", it becomes usable when that starts displaying numbers.
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Change your master fuel trim from 50 to 0
Change the Min Effective Pulse Width from 1.0112 to 0.125
Your deadtime table doesn't exactly match what ID have in their ID1000 Link configuration excel file, but it's not too far off in the normal operating range http://help.injectordynamics.com/helpdesk/attachments/4034685630
Your Short Pulsewidth adder table isn't configured but that wont be causing this issue
Change the Injector Timing from 470 to 400
From there I'd reduce the fuel master from 20 to around 10 and then bump the Fuel Table 1 figures up until it runs.
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Anything WinCE will not work with PClink
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WinCE 6 is different to normal Windows, it doesn't run Win32 applications like PClink.
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yes, using the charge temp table with the warmup and IAT tables are zero'd out. I've got enough inputs so I think I'll add one in the runner and another pre throttle. More data's always better
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No chance, closest you could get is if there's a WinCE OBD2 app out there you could hack into the headunit's OS, then configure the G4+ to output OBD2 and devise a way to get the ECU output into the headunit.
An easier way would be one of the many double din Andriod headunits, as then you could run Torque on it and with a Bluetooth dongle on the headunit and a Bluetooth OBD2 transceiver, get it all talking
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bumping this one up, is there a preferred position for the IAT when operating in modelled fuel mode? I've just switched a turbo 2zz to modelled fuel mode which is fitted with a Bosch TMAP sensor in the intake manifold, but having a fair bit of trouble getting the AFR to remain consistent (ID1050X's, manifold referenced FPR, fully instrumented with fuel pressure/temp sensors etc). I usually fit the IAT in the intercooler pipe just pre-throttle but haven't done a modelled fuel setup before.
I'm considering putting one of the T1 Race Developments fast response glass bead sensors into an inlet runner close to the inlet port. Would this be better for the modelled fuel mode than fitting a sensor pre-throttle? I'm guessing there would be less of a span in the charge temp estimate table with a sensor in the runner compared to pre-throttle
Sensor I'm referring to: https://www.t1racedevelopment.com/category/universal-parts/electronics/sensors/temp-sensors/t1-fast-at.html
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The 1zz trigger mode will fire all plastic-intake 1zz's, they all use the same crank and cam pattern. You may find that you get a premature revcut/misfire using the 1zz mode around 4000rpm (I've never had it work on any of the 1zz's I've done), I use the 2nz mode for the crank trigger and the 1zz VVTI setting.
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Tried the basic layout today and it didn't make a difference to mine. Intel HD Graphics 620 controller with driver 22.20.16.4749 Win10 Pro 64bit Build 16299. WHQL Drivers, redraw was around the 60hz rate
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I've got the same lagging problems across many different laptops with pclink+, don't have the same issues with the old VTS or pclink for G4. Most use the integrated intel graphics, Surface Laptop, Surface Pro3, recent Dell Latitude all on latest Win10 build. Most noticeable at start but after a minute or two it becomes usable. I'm sure it's related to graphics as if you try and move/resize a window at any time (even after it's become functional), the window doesn't show while it's being moved/resized which takes a bit of guess-work to get the move/resize right.
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in that case, you will need a tach booster, like this:
Where it says "Tach in from ignitor", that's the ECU tach output
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I might have missed it, but what car is the engine in? Depending on what the tacho originally saw, you may need to add a tacho booster to drive it from the ECU output. I had to do this with my old MX83
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that's not how I wire fuel pump relays... put one side of the fuel pump relay coil to ignition switched 12V, connect the other side of the coil to Aux 1 and set Aux 1 as fuel pump with a low side drive.
Basemap?
in G4+
Posted
You need to use a map sensor for it to work. Your engine will have a 36-2 sensor which will work perfectly. It's a massive pain to change the trigger wheel on the crank if you wanted to change to a 36-4(timing cover off, timing chain off etc).
It's unusual that boomslang configured the loom to use AN Volt inputs rather than the dedicated analogue temperature inputs, hopefully they have wired in the pullup required when using the regular AN Volt inputs for temperature sensors. Adam's file is still setup for a 3bar Link MAP sensor connected to AN Volt 2, I've updated it with the configuration for your AEM 3.5bar sensor.
Your next steps are
- wire the map sensor to the AN Volt 2 and connect it to the plenum post-throttle body. I use the port on the plenum which used to go to the charcoal cannister VSV.
- load the provided file and perform a TPS and MAP sensor calibration.
- do a base timing check with a timing light to ensure the ignition offset is correct (your map is set to 140, I find most 1zz's are around 145)
- Get the engine running by adjusting the "Master Fuel" number under fuel main if it doesn't fire straight up
- Ensure the AFR is in an acceptable range with your wideband (you have a wideband connected to the fury right?)
- Use the Cam Angle Test in the VVT Setup menu to confirm the Trigger 2 VVT Offset is set correctly (your map is set to 47.7, the last one I did ended up at 51)
- Configure the Trigger 1 and Trigger 2 Arming Threshold tables using data from the Trigger Scope
With all that done it will be ready to start tuning and you will have very few further issues.
On the 1zz's I've done, I use the "Toyota 1ZZ" Cam Control Mode combined with the "Toyota 2NZ VVTi" trigger mode. I've never used the "Toyota 2NZ-FE" Cam Control Mode your map was configured with.
1zzbasemapBoomslang (3).pclr