Simon

Not currently but we are due to have a look at the gear cut function. Our concern was around the risk of the motor going lean at peak power as the cut comes off.

I don't know of any off the shelf options in that diameter. Ours are 150mm or 175mm

The I series has addressed this and Lambda is now an option.

The MAP is able to be upgraded to the 4 bar. If you are happy to send the ecu back we can do this and also to a CAN upgrade at the same time.

High impedance is fine to run in parallel. You can run up to 3 high impedance injectors per drive.

As you have a sync on the cam you can use a even number of teeth with no missing ones. I would suggest going for 12 or 24 teeth on the crank, this will be plenty of teeth for good timing stability. The 60-2 is better suited to lower RPM applications

Polarity will also be one to watch if this is incorrect then timing would be off and also unstable.

Hi Welcome to Vi-pec As you are new ill check that you are aware of the ability to right click on any function in VTS to bring up the help file on that function. This is a really good tool and should cover off most things. Looking at you map I assume you are working with a V5/6 subaru plugin. SO in that case you have a couple of way to connect up to a Di There is a plug on the board to allow an XS loom to be connected this will give you 2 digital, 2 temp and 2 An volt inputs. You can also use a Di that is pre-wired to the main header such as the AC request if you are not using AC. For anti lag you would set the selected Di as a GP input and then set the anti lag to be switched from this input.

If you were to use a relay either drive will happily switch a ground to turn the relay on. The differences between the two drives will be due to the ability of drives 5-8 being able to high side drive so will have some extra options available. There is the chance the PDF is incorrect in this case.

Hi Yep distributor will need to be in factory spot. Make sure that you have trigger 1 on the crank pickup and trigger 2 to the cam sensor.

I would suggest a modified disk to fit the factory distributor with only a single cut out so it only pulses once per 2 turns of the crank.

Inj 6 is used to switch 12V to pin B136-32 when it see 12V on pin B136-8

That unit would need hardware and firmware changes to run the 4 cylinder. It can be done but we would have to see it and you would be in for a V5 upgrade charge.

No problem to keep the distributor on the SR20 There were a couple of different models of distributor. Some had the coil and igniter built in. Others had only a 4 pin plug and have the same pinout as the multi coil CAS engines. Does your unit have it all in one and then should have a pinout similar to this drawing http://www.linkecu.com/support/documentation/technical-drawings/C23%20Nissan%20SR20DE%20Distributed.pdf

Hi Sean That is some good power you are getting from the Subaru. The fact that Knock was detected concerns me. On a clean shift I see no reason for there to be knock or any extra engine noise. You will have explosions in the exhaust due to the un-burnt fuel but I wouldn't expect this to cause enough noise to be picked up off a knock sensor. Do you happen to have a full log file and PCL you could email through for us to have a look at? I am particularly interested to know if there were any trigger errors.

With the input set as you have I would expect it to detect the change. You can test the input by turning the pull up on and then pulling it to ground and see if the input state changes.

You could set the Low to the same as your throttle position at idle so then it starts to remove the cyclic limit the moment you touch the throttle. You don't want the cut to be removed all at once as this makes for a very hard to drive car.

In the help file it is split into two sections Pin Function and Pinouts The pin location is in the pinouts section.

Dave is spot on the pinout is identical and the maps can be transferred over also. As the manufacture we are not able to offer upgrades however I suspect a number of dealers would consider offering a trade in deal. Also note that traction control is not in the i series either.

The reason for the low and high limits are to provide a progressive removal of the cyclic RPM limit. So a throttle opening below 12% in this case will limit RPM to 1500 once above 12% it will progressively allow more RPM un till above 16% when it will allow RPM right up to main RPM limit.

Wake up pulse is the number of short pulses that are applied to all injectors at the point wakeup is activated. Bigger number more pulses The width that you are mentioning will be the width of the wake up pulse. Both only apply during accel. If you are increasing boost you will need to tune the correct areas in the map for both fuel and ignition.

The adapter option would be a good one if you found a dealer with one, we haven't produced one for some time as they are now dedicated plugins. But I'm assuming you don't have a factory harness as other wise you could work back from our pinouts in the VTS help file.

It should turn off when the key is turned off. It is indicating the ECU is remaining powered. It could be indicating a back feed through a aux output drive.

I would be changing over the the G4. What you have there is a G1 and compaired to the G4 is somewhat lacking. The G4 will giver a much improved tune and as a result more power. This is mainly down to the accuracy of the timing and corrections such as IAT and baro.

No is the short answer. However you could experiment using dual Ethrottle tables and switching based on DI and TPS to give a increased throttle position on down shifts only.