Simon

You can download the manual for the G3 from http://www.linkecu.com/support/documentation/g2-g3-engine-management-documentation To run low impedance you will require ballast resistors to be fitted in line with the injectors.

When you are connecting have the dash unpluged at the ECU.

Most likely cause for the map to be out is the incorrect sensor being selected. For an onboard sensor it will either be a 4bar, 2.5bar or a slim chance of a 7 bar sensor.

That main reason is the need has been minimal. There is also a case for which ones do we pick to do. The i Series platform now has this covered.

Same here Dave Great Support!

Spot on there Dave!

Hi Matt On the V series ECUs there is no option to add custom CAn inputs. The i series addresses this issue and are full customisable by the end user.

Slight catch to your idea there is that you are correcting the actual pulsewidth based on actual pulse width. It is a closed loop. The correction for this non linearity is something we are working on but is not achievable currently.

The baud rate is set in the Configuration menu (same menu you set number of cylinders) It will have a drop down with all options you just need to pick the 57600 one.

Yep that would be a really good way to free up some outputs.

A work around will be to use the TPS main signal split into both main and sub inputs (one wire feeding both AN volt inputs) Then try a recal.

Sometimes this can be solved by deleting the PCLinkG4 folder and doing a reinstall.

Std Bosch NTC should do the trick for that sensor.

Sorting the display should be easier than the stopping issues. First guess is the Baud rat on the ECU will need to be set to 57600. This is lower than the default setting. Also make sue in the dash it is set to Link G4. If it is a ECU with Serial number higher than 10000 CAN is also an option. In this case the CAN will need to be configured through PC link and the dash will need to be set as Link uCAN

What Scott posted is spot on.

Hi Melvin Could you point me to the information on the website where it indicates extreme spec. My concern is that other might think this. We don't do the Supra with the Xtreme top board in the Link range at all.

You can mix and match as all the grounds are common in the ECU.

Yep just connecting the signal wire is the way to go. The factory system can provide the ground.

That is looking like an unhappy USB chip. Check the lead in to the top board is fully seated and not slightly pulled out. Some time a paper clip is handy to make sure each terminal is full seated.Â

When you power up the unit is the solenoid being held wide open? In your wiring to the solenoid you have 12V to one side and then the ECU is providing the earth with a flywheel diode to 12V Hot.

It depends if you are talking in absolute or gauge pressure. In the Vi-pec we have an on board baro sensor so the main fuel table can be done in gauge pressure resulting in a 0Kpa reading at atmosphere. Other settings such as MAP limit are in absolute.

That is fantastic news. Any photos / video?

You might get some improvement but it not a case of twice or 4 times the fuel. In group fire mode the injectors still only fire once per 720 cycle but for some cylinders it has to wait to get in to the engine when the valve next opens.

Pleased to hear it resolved the issue.

If the driver software is not installing then the PC link software will not be able to see the ECU. If the ECU shows up in device manager but with a yellow ! it is a driver install issue. If you are on windows 8 it could be worth trying the latest drivers that are in the G4+ version of PC link.