Simon

You will need to configure then inputs and outputs as per the G3 manual. You can then load the fuel and ignition numbers from a G4 base map. You can do this by exporting the tables in a G4 file. And then importing when online with the ECU.

I can say that that unit did not come off an RB, It would be suited for a distributored engine using a reluctor pickup. Examples would be 4AGE16V, 1.6L mazda BP, early V8s etc.

It will be the scaling does not match what is selected. For the bosch sensor you will need a custom cal. Entering the voltage at point A and B and matching pressure readings. When the calibration is done it is matching the reading of the map to the baro sensor. The sensor type needs to be selected or configured correctly to get the reading close first.

Hi Only thing I can see that I would call as out of the norm is the settings in the Sec Injection Table I have attached an image of what I would run.

You will need to configure to falling spark edge for the toyota coils. The ECU will then hold the signal at 5V while the coil is charging up (this is the dwell time) and then fires the spark when the signal pulls to ground. (hence spark edge falling)

You will need a V5 upgrade to allow multi coil and likely to also need a sub-board swap to change it to Nissan triggers. The DET triggers do happen to be the same as the distributor 30e

On your board the colours will be as follows. Green = Ground Red = 5 volts Grey = DI5 Brown = DI6 White = Volt 5 Blue = Volt 6 Yellow = Temp 2 Orange = Temp 3

It varies for each plugin application so the colour is not constant. And might also change without notice should we have a wire supply issue. Once I'm back at work ill check for colour to function on a board.Â

How do you have the injectors configured. Number and size of primaries and number and size of secondary injectors. The staging set up does look odd as you are gearing to run most of you flow through the secondaries.

That is actually normal on the G2 If you have power and grounds where they should be you will be fine. You can confirm this by connecting to the ECU with the PC.

You can leave the serial wires there but they might cause connection issues when trying to connect the PC with dash connected.

Engineering team have confirmed the issue (seen it happening in-house). Currently only work around is to roll back to older firmware.

Also check the injector settings (peak and hold currents) if these are too low it can cause issues with the injectors not opening or being very lazy to open. You can also use the test injector function to confirm the injectors are firing with out having to run the engine.

Hi M A Developments would be my first call as they are the distributor for product in the UK. M.A. Developments Unit 6c Westfield Farm Medmenham (Nr Marlow) United Kingdom Tel: 0162 847 7771 Cell: 0776 835 6204

Frequency will need to be at around 250 to 300hz Set min clamp at 30%

For cam and crank only share the signal and dont connect in the grounds. For temp inputs you will need to use a custom cal and feed the signal to AN volt channels. Knock can not be shared so will need separate sensors. Often in piggy back cases you never know what the factory system is going to throw at you.

Having it select based on anti lag configuration is a good idea which I can pass on to engineering.

Tuning is much the same as for carbs its just you have way more tuning points available. The High idle will be due to the base duty cycle being too high in the idle control or there being an intake leak. The control is locked out if the RPM is over the target by too much. This is user adjustable. I would start by plumbing the wastegate direct so it only gives spring pressure. And sort other issues before looking to ramp up the boost. Where are you based in the world, we have guys that have tuned using team viewer from across the world so we do have the option of teeing you up with one of them if needed.

The pinout is printed next to the connector on the ECU bottom board. You will need the correct connector / loom to attach to it. See attached image from help file

Its closer for sure but still some way off.

You will need to supply power to stop the warning coming up on the VTS. The current if not using drives 9 and 10 will be very small. You are not able to use these to supply power. (the drives are unable to do this) Although your injectors will only draw about an amp they are in parallel so the total current will be 1 x number of injectors

Nope no news. I assure you given the interest in this we will be making some noise once it is available.

A pot in the range of 1k to 4k7 will be fine you dont want to go much lower than 1K as it will start to get a bit warm. Wired in the sam way as you would a TPS input.

From that, I'm thinking along similar lines, in it being something that is breaking down with a bit of heat. Coils and leads will be a likely starting point.

Do you have a LinkPlus G3 or is it the LEM G3. The LEM is limited to 2.5 bar or it might be 7 bar if it had an upgrade. When the motor leans out is this being measured with a wideband sensor or is it just by feel? If you are seeing the AFR's leaning out on a wideband and you are trying to add more fuel with the ECU but not seeing an increase in fuel you need to look at all areas that can effect fuel supply. Pump Injectors Regulator Fuel rails etc