Simon

http://www.linkecu.com/support/downloads/pclink-download/PCLinkV25 Above is link to G1 PC Link You could also have a bad connection from the micro or a faulty serial link. ECU does need to be powered.

Correct the duty cycle would be fixed across the whole RPM range. This could result in different boost levels as the RPM changes.

Correct. It is only over the CAN bus

So you want a AUX to switch based on Di1? If so just configure your aux out to a GP out put and condition 1 set to Di1

Make sure you are using G1 PCLink The Com port needs to be 9 or lower. ECU wise it should support PC tuning so no issue with the firmware.

The igniter will be fine it will be the coils if anything that needs to be changed. But for 600 I suspect stock will be fine.

Yes assuming you get the Knock option unlocked.

You are correct in you will need to wire the a OBD port to the CAN output of the ECU and then use a bluetooth or similar device to transmit to the reader.

Hi Meik The dual boost table can only act as a secondary table not as an overlay. Only option to get the boost to change based on % ethanol is to have one axis as % ethanol you could use Volt on one and % on the other but this will loose the RPM trim.

Hi Shaun It will be as good a MAP signal as you could hope to get, however this is still likely to be a very average signal for tuning off. I suspect you will need to use TPS as the main tuning input.

Yep they are still running.

Check the plug on the short lead from the topboard is fully seated at the ECU end. I have seen cases where a terminal has pulled back out enough to loose contact.

Are you using a Di to switch the launch control? If so this could be used to activate the timer.

We can only detect knock through knock sensors. We are not geared to do it through crank acceleration.

Hi We have confirmed on the bench that launch limiting dose not work when set to fuel cut. It has been added to the list to be fixed. Next firmware will have this resolved. Firmware 5.0.4 or earlier fuel cut will work.

Maybe there is some sort of filtering or issue with the dash? The lambda problem is probably to do with the fact that it is now sent as Lambda instead of AFR. You will need to correct the value in the dash which is usually not a problem.

Link 4 Bar MAP sensor calibration (Linear). · 0.2 V = 20 kPa · 4.8 V = 400 kPa

Yes it is the left as you would be sitting in the car. The link wiring will be correct for us. The factory Honda system uses the reluctor signals inverted. (swapped polarity) Â

You will need an external pullup to be wired between the 5V out and the signal to the AN volt. A 1K pull up will work. You can then cal off the voltage reading.

Hi No not currently as we are not able to control the direct injection needed on that application.

Charge temperature is used in the air density estimation in the fuel equation. As there is no sensor right at the intake port and due to air temperature changes between the IAT sensor and port, an estimation is needed of the temperature at the port. When charge temperature is turned on for use in the fuel equation, it is always used. Charge temperature correction is not turned off by putting zeros in the table. A zero in the table means charge temperature will match IAT. A 100% means charge temperature will match ECT. The assumption is that at low air flows, the air temperature is closer to ECT due to being heated by the port and intake runner. At high air speeds, the air temperature is closer to IAT.

The main thing to watch with the stepper is that when it does its reset it does not rattle at the end of its travel. To stop this you will need to adjust the MAX step figure. Also make sure your firmware is up to date as there was an issue with 4 terminal stepper control.

There is no specific option for this you would have to base it off some other condition such as speed. This is an option in the G4+ range as you can switch based on Launch limit.

Can you post your PCL file for us to check.

Ignition mode is set to wasted spark and not distributor? Also check the trigger configuration is correct in that the sync location is correct. If you had the sync set to cam but it was actually a crank sync this could cause this.