Simon

You are limited by the selections in PC link. SO for a LEM the is 7 or 2.5 bar. It will do the trick for you.

You have 2 amps available on a AUX out. If the solenoids are pulling more than this you will need to use a relay to switch them in.

You have a KnockLink as well, The other unit is a map sensor

As long as they tune the ECU to the row centers you will find it will work ok. Back in the day there were some big HP cars on G1's. THeir biggest issues are the lack of altitude and air temp compensation along with limited tuning for warmup. Given the motor has had more than just bolt ons I really would suggest a better ECU. The old G1s really should be best avoided as they are almost 20year old technology now.

You ideally need to know the current the injector requires to open. Effectively the ballast is limiting the current to that required by injector. So if the injector needs 4 amps to open the a 2.2 ohm is about right. If it only need closer to 2 amps then a 4R7 resistor would be the right pick. A 10 ohm ballast will be far to big and the injector would likely never open.

The MPX5700AP was what we used as the &bar map option

You will need to reduce your master fuel and enter the correct dead time information. Master will need to be quite low try a figure of 5ms as a starting point.

No as the control of other functions will be incorrect. 6 Rows will normally be plenty unless the engine is deserving of a more modern ECU (well modified)

Woops thought it was a typo not an after market product. An after market launch control system will be fine to use.

Manuals can be found here http://www.linkecu.com/support/documentation/g2-g3-engine-management-documentation/LinkPlusG2 http://www.linkecu.com/support/documentation/g2-g3-engine-management-documentation/LinkPlusG2FT Â The other device you have info can be found here. http://www.linkecu.com/support/documentation/g1-engine-management-documentation/Lambda%20Link%20G1.pdf

This is some feed back we have had from one of our dealers which could help in you case. It is based on the Vi-pec unit but the same can be applied to Link

Form the picture I can confirm it is a G2 LinkPlus and it would be suited to a Subaru. You would be able to connect to it using the following PC software http://www.linkecu.com/support/downloads/pclink-download/PCLinkV3_40

Best guess would be a tuning issue if it runs fine once warm.

I'm assuming this distributor has two triggers one with 8 teeth and a second with a single tooth. If so you will need to have the ECU trigger mode set to 1 tooth per TDC. Sync will be Cam x 1 I suspect trigger type will be reluctor. For the offset you want the tooth after the sync to be 10deg BTDC #1 as it passes the sensor.

The level will be high on one turn of the crank and low on the next it looks to see which it is. The timing offset then aligns the timing up. Just make sure you are on to the latest firmware for the ECU before you start tuning / configuration. Currently this is found here http://www.linkecu.com/support/downloads/pclink-download/pclink-g4-v4-10-2.1784

If you use the RB map but change the cylinder numbers to 8 you should then be able to change ign 4. Be sure to be live with the ECU when you do this.

For the V series it will only ever be bug fixes from now on. The i series will continue to get updates but there is no particular time frame around it as it is always very up in the air, It is never known what testing might show up.

Hardware and firmware.

Just checked with engineering if they would consider doing a stream, were happy to on the I series but not for V series. It would depend on the error signal but if it was a fault signal as apposed to just going full lean or rich then I would think that could be done.

Hi Ivo Cam level is better as long as the gap in the cam sync aligns with the gap in the crank trigger wheel. Then we can sync the engine with in one turn of the crank by checking if the cam signal is high or low when the gap on the crank goes past its sensor. For question 2 there is no preference at all the ECU will cope with it positioned anywhere in the cycle. But if you wnat to use cam level then it needs to be positioned across the gap of the crank trigger.

Trigger mode will need to be Nissan 360. Run the test ECCS function to find the widest slot and then check the timing calibration. This will likely get it to the point of starting if the rest of the configuration is correct.

Hi Ruben Nope the row spacing is fixed so you are stuck with the 6 rows total and only 3 for vacuum. Wide band didn't really exist back in the day of the Possum link. It is able to take a narrow band input but its not a must have.

It might bay to check it is not ding the same when in open loop. It could be another issue that the idle control is trying to compensate for.

It will depend on which model G3. Could you post a picture and we can confirm.

See attached