Simon

That is a G1 LEM with V5 firmware geared to suit a Nissan. These are the links to the matching manuals. http://www.linkecu.com/support/documentation/g1-engine-management-documentation/LEMV5INSTALL http://www.linkecu.com/support/documentation/g1-engine-management-documentation/LEMV5TUNE

You will need a wideband controller and matching sensor. We have used the NGK AFX units and also Innovate LC1 units. The output is then wired to a AN volt input which will need to be configured in the PC software.

The trigger circuits are identical between the two units. There will be some small variations due to component tolerances. This might require slightly different settings if the ones being used were just on the edge. I would also check the firmware versions match between the Link and the Vi-pec

Check that you have no other AUX output assigned to the same function. You will need to check ignition and fuel drives also if they are not being used for ignition or fuel.

That does sound very odd, We have seen injector drives fail but this is normally results in the injector being stuck on 100% of the time. Rather than an issue that comes and goes. No problem for us to test on the bench We would ask you fill the following in before returning the unit https://docs.google.com/spreadsheet/viewform?usp=drive_web&formkey=dHQ3YVVvYkdaWUVqTmgwSXQyMjE2YlE6MQ#gid=0

We would be expecting the main fuel pump to be controlled through pin 18 on the factory header.

Do you have the G3 LEM with an adapter to the RB loom or is it a Linkplus to RB adapter or is it an LEM to S13 adapter? The ECU provides the ground to the pump control you will need to check; adapter matches application, main relay is powering up. fuel pump is getting signal, fuel pump isn't dead.

No they don't. Does the fuel pump prim when you put the key on? If it is then the ECU will be powering up. We have struck the odd adapter that doesn't work so it would be worth trying another brand if you haven't already.

You will need to calibrate the VVt manually, to give you an idea of a typical vvt map you could look at the base map for the V7-9 subaru plugins.

Yep that will be fine as all are low current devices.

Hi Mike Has the ECU been unlocked? Also check that you don't have ECU hold power active, Dual ECU, or anti theft turned on.

The G1s had closed loop lambda but I wouldn't really call it auto tune. The PC tunable firmware versions tended to not have full closed loop lambda control. But to be sure we would need to know what the firmware was, this should be on a sticker on the main chip.

With the G1 PCLink it would only talk to com ports lower than com 10. Often on modern PC's when using an adapter the com number assigned to the virtual port will be higher. In this case you will need to change the port label to a lower value.

No this will not be filtering down to the V series.

CAN tends to be faster and will allow tuning with the dash still connected. Price wise best to talk to the dealer.

The dash2 will work over serial is my understanding, It would pay to confirm this with Race Technology. Cable wise you will need a CANPCB and a CANSER. The Dash2pro we can actually do as a vi-pec branded unit if you want to head to a dash that is able to use CAN.

That would be one of the hardest to do and is one of the things that forced us on to the new micro in the i Series. To do what we needed to do we could just not fit it in the memory available in the V series.

No as the V5 uses a stepper motor to control idle, this requires specific hardware that is not on or able to be fitted to a Ver4 board.

The circuit that died originally is a very simple one. It takes a 12 V input from the ignition switch it goes through a voltage divider and then turns on the transistor which provides a ground to the main relay. If this transistor fails it will most likely fail in the on (providing a ground) position this in turn keeps the ECU and a bunch of other components powered up resulting in a constant battery drain. My suggestion is there is a issue around the wiring for the main relay or maybe the hot feed to the ECU. I would be interested to know what was changed to make the car idle if this required a loom change / modification I would be starting in that area.

Assuming you have RPM reading, spark and fuel while cranking my pick would be that you are out by 180deg in the ignition timing.

No not currently. Most likely uses MAP sensor to sync, but I know some V twins use acceleration. Currently we do not have decoding to allow for this type of triggering.

Yes this will be an option. The PC link help file will cover the required configuration for this. You will need an input to the ECU via a digital input to request the gear cut.

There will be no feature advancement, but if there are bugs that come up we will attempt to correct these. If you require hardware fixes (damaged ECU) we will continue to service for a long time to come.

Defiantly and that actually looks like some good options in there. To do the FRS/BRZ we need to get direct injection nailed first so that will be some time away.

Once the correct PC link is installed you do not require an internet connection.