Simon

On a 4 cylinder you can chose to have 1, 3 on drive 1 . 2,4 on drive two or have 1-1 2-2 3-3 4-4 If you pair them it does give you two drives free to use a aux outputs. But be sure to set the active drives as 1-2

Work through the basics. Check the timing, Check the inputs are configured correctly including the MAP sensor input as this will be different to the plugin. Reduce the Master fuel value.

Given there is no sticker and the color of the sub-board I would guess that his is a very early ECU and it will not be able to be PC tuned. Was likely to have been produced around 96 /97 ish

Hi Julan Have you had a read through the help file in the PClink tuning software. As all are covered in there.

Hi Odie On the bench we are seeing this. It looks to be that the drive is activating for the time your switch off timer is set to. Ill pass it over to engineering to look at.

One other correction that is in the New Firmware that will have a big impact at idle is: The Injector Short Pulse Width Adder Table compensates for the non-linear flow characteristics of fuel injectors when at low pulse-widths. Below 4.0 ms fuel injectors often have non-linear flow. To correct for this area of non-linear flow Vi-PEC i-Series ECUs have primary and secondary Injector Short Pulse Width Adder Tables. The secondary table is used only on engine setups that use staged injection. Most injector data sheets provide the required information for the Injector Short Pulse Width Adder table, often this information will be named 'GM Small Pulse Adder' data. The ECU uses the Short Pulse Width Adder table by adding the Short Pulse Width Adder value to the Effective Pulse Width.

Hi Steve Its early days on this, so we don't have a lot feedback on the numbers that are working well. It will of course vary depending on engine and fuel type. Over time as we get some more engines through and complete testing we will build the base files up.

Hi Odie Any chance you could attach you MAP we will give it a try on the bench.

No test function on the old ones. One option is to lower the fan temp to below the current engine temp and see if the fan come on.

If you want us to sort the USB it would very likely be a warranty fix.

Chances are just pure bad luck. The USB is all isolated from the main circuitry to help with interference issues so in theory should be robust and not suffer due to outside conditions.

No not where the AUX is based of the logging status, you could trigger it off the same conditions as the logging though. This would at least let you know the logging conditions had been met.

Some factory sensors have inbuilt filtering, others are second harmonic sensors such as the EVO one you mention. No problem using a filtered first harmonic sensor but on the G4 Xtreme we are not able to take a second harmonic input. The Bosch sensor seems to have the best ability to cope on a broad range of engines.

No worries Happy to help and very pleased with the decision to go with a newer unit, Im sure you will not regret it.

The benefit of the 180 sync is that we are able to sync the engine with in one turn of the crank. We look to see if the signal is High or Low on the cam as the gap on the crank goes past. We then know if #1 cylinder is on an exhaust or compression stroke. Where as on a narrow tooth we have to look for one edge and depending where the engine stopped it could take up to almost full 2 turns of the crank before we get a sync position. Looking at your PCL file the arming voltage on trigger one is really low and will make it susceptible to electrical interference. You ideally want to measure the signal with a Scope and set the arming voltages to 50-70% of the peak voltage at each RPM. Are you seeing a stable RPM reading with no trigger errors. Is the falling edge signal of the cam clear of the tooth after the gap on the crank?

Hi Robert I believe the servicing team have contacted you via email regarding this unit. It is all ready to return.

Only reason to recomend the Bosch senso is that it is the one we have had the best results with. You could certinally try the factory RX7 one.

Hi Igor Are both cam sensors missing the ground and power supply? Or is it only one side? Do the internal ECU supply volatages look correct in the runtimes? Â Â

I would struggle to recomend getting it looked at as the money would be better put towards a newer ECU

The voltages you are seeing there I would consider totally normal. To test the Aux outputs you are much better to work through each one and use the test on function. And monitior what they do with a load attached. What you are seeing when the key is turned off is a powered ECU through a back feed. If wired correctly the drives will not be able to control any devices as they all should have lost they 12V supply so even if the ECU was to ground the drive they will not turn on.

You can fit one and feed its signal in to a free volt channel. You would then need calculat what a given voltage represents Vs G

Board two is running older firmware. One option would be to transfer over the chips.

No the G1 units can only log with PC connected.

Closed Loop Lambda (CLL) is designed to provide automatic trimming of fuel mixtures.  This is required for best emissions and catalytic converter operation.  Link G4+ ECUs allow the use of Wide Band or Narrow Band exhaust oxygen sensors.  CLL can operate in the following modes:  · Stoich Mode (Narrow Band) - Narrow Band Stoich Mode CLL will continually trim fueling to try and achieve a constant voltage from the oxygen sensor.  Typically this is the voltage that the sensor delivers at the stoichiometric Air Fuel Ratio (AFR) (usually 14.7:1 for petrol).  In this mode CLL is usually set up to operate only under cruise and light load conditions.  This mode must be used if only a narrow band oxygen sensor is fitted. · Stoich Mode (Wide Band) - Wide Band Stoich Mode CLL will continually adjust fueling to try and make measured AFR match the value in the AFR Target Table.  In this mode CLL is usually set up to operate only under cruise and light load conditions.  This mode should be used if a wide band oxygen sensor is fitted.  Warning:  CLL is designed to be used to apply a minor trim while the vehicle is being driven.  It is not intended as a tuning aid.  Assisted fuel tuning can be done using the Quick Tune function.  To use CLL a narrow band oxygen sensor or wideband oxygen sensor controller must be correctly wired to an Analog Voltage Input.  The Analog Voltage Input must be configured as NB Oxy or Wideband as appropriate.  When using a wideband sensor make sure the analog channel is calibrated to match the sensor controller.  Note:  If a heated oxygen sensor (narrow band) is used, its heater may be controlled by the ECU using an Auxiliary Output.   How It Works:  Stoich Mode  Given a target oxygen sensor voltage (Narrow Band mode) or AFR (Wide Band mode), the ECU will progressively increase the fuel trim value when the oxygen sensor reads lean.  Likewise, the ECU will decrease the fuel trim value when the oxygen sensor  reads rich.  The result is an AFR continuously cycling around the target point, this is also known as dithering and is often required for correct catalytic converter operation.  Lockouts  Lockouts are provided to prevent CLL from operating under various conditions.  Typically lockouts are set to ensure that:  · CLL only operates after the sensor is properly heated and reading. · CLL only operates while the engine is running under cruise or light load. · CLL is temporarily disabled during transient or overrun conditions.  Sensor Locating  If using a Narrow Band oxygen sensor it must be installed in a location where it can measure the mixed exhaust gas from all cylinders (only a single sensor is used).  When using a Wide Band oxygen sensor, one or two sensors can be installed.  The CLL function uses the Wideband Average parameter for control.   Adjustments   The following settings are provided to configure CLL:  All Modes · Lambda Mode - CLL operating mode. · ECT Lockout - CLL will not operate below this engine coolant temperature. · Timer Lockout - CLL will not operate for this many seconds after startup. · RPM Lockout High - CLL will not operate above this RPM. · RPM Lockout Low - CLL will not operate below this RPM. · MAP Lockout - CLL will not operate above this MAP value. · FTrim Limit +/- - Maximum amount by which CLL can adjust fuel values.  Stoich Mode (Narrow Band) · Gain Control - Controls the rate at which CLL tries to correct AFR. · Analog Channel - The channel that the oxygen sensor or wideband controller is wired to. · Dither Voltage - Target oxygen sensor output voltage, typically 0.45 volt.  Stoich Mode (Wide Band) · Gain Control - Controls the rate at which CLL tries to correct AFR.   The status of the Closed Loop Lambda system can be viewed under the Fuel runtime values tab.  Status values are as follows:  · OFF - CLL is turned off. · Increase Fuel - Increasing the fuel trim. · Decrease Fuel - Decreasing the fuel trim. · Target Reached - Target AFR matches Actual AFR (Auto Mode only). · Max Clamp - Fuel value has been increased as much as possible. · Min Clamp - Fuel value has been decreased as much as possible. · Lockout: RPM < 500 - Engine RPM too low, CLL disabled. · Lockout: ECT - ECT is below ECT Lockout value, CLL is disabled. · Lockout: Startup Timer - Timer Lockout has not expired yet, CLL is disabled. · Lockout: RPM High - RPM is above RPM Lockout High value, CLL is disabled. · Lockout: RPM Low - RPM is below RPM Lockout Low value, CLL is disabled. · Lockout: MAP - MAP is above the MAP Lockout value, CLL is disabled. · Lockout: Anti-Lag - Anti-lag is active, CLL is disabled. · Lockout: Fuel Cut - Overrun Fuel Cut is active, CLL is disabled. · Accel Active - Acceleration Enrichment is active, CLL is disabled. · No Signal - Oxygen sensor voltage has been below 0.05 volts for over 15 seconds, CLL is disabled (Narrow Band only). ·      Lambda Mode   Lambda Mode sets the current CLL operating mode.  Operating modes are described in detail above.   ECT Lockout  This prevents CLL operating below a particular coolant temperature.  This avoids having CLL active while warm up enrichment is still being added.  Set this value to about 5 degrees below the normal operating temperature.   Fuel Trim Limit +/-   This is the maximum amount by which fuel will be increased/decreased.  A typical value is about 15%   Gain Control (Stoich Modes only)   Gain Control sets the rate at which fuel is increased/decreased.  A too high gain value will result in large swings about the stoichiometric point, while a too low gain will result in very slow correction.  A typical gain value is 2.   RPM Lockout Low, RPM Lockout High   RPM Lockouts provide a means by which CLL can be disabled outside a particular RPM range.  Typically the RPM Lockout Low will be set well below the idle RPM to ensure CLL is active at idle.  In some applications an AFR of 14.7:1 can result in an unstable idle.  In this case, set RPM Lockout Low well above the idle RPM.   MAP Lockout  MAP Lockout sets the MAP value at which CLL will be disabled above.  This allows CLL to be disabled under power.  A typical value is about 70 kPa.   Timer Lockout  The Timer Lockout provides a means by which CLL can be disabled for a time period after start up.  This ensures that all startup enrichments are inactive before CLL is enabled.  It also ensures that the oxygen sensor is up to temperature.   Analog Channel (Narrow Band only)  This is the analog voltage channel that the narrow band oxygen sensor is wired to.   Dither Voltage (Narrow Band only)   The Dither Voltage is the voltage output by the oxygen sensor at the stoichiometric point (AFR 14.7:1 for pump fuel).  This value is typically set to 0.45 Volt.

Serial will be the next step. I this lets you connect the we are looking at a USB chip failure. Easy fix but would need to get the ECU back.