Simon

Just swap a and b wires over is all you need to do.

Are the parameters you are wanting to look at being logged? Can you send a PCL and log file for use to have a look at. The internal logging has not been intentionally changed for a long time.

You will still be in the same position even with later firmware. The channels are pre selected and logging does not loop.

Sensor wise it shouldn't be an issue. In theory the sensor is never going to be reading 270 so should never hit the limit. Check the fault settings on the voltage input it could be reaching a fault voltage and operating off the error value.

If you have the balancer matching the drawing you will need to swap trigger 1 and 2 over. The drawing was G1 spec, the G3s and 4s use the 18 tooth as trigger 1 and the 3 tooth as trigger 2. Trigger mode will need to be Buick 3,8 Â

If you increase the prime time it will be more noticeable typical value is 3 seconds. It could also be the ECU is not turning off due to a back feed so is not doing a fuel pump prime when the key is turned on. If you crank the engine and get RPM does the pump start?

Unfortunately you are not able to do this. It is however a very good idea. Which we hope to implement in the future

Woops in that case And this is running the distributor with 6 teeth? Set trigger mode to 1 tooth per TDC Make sure cam sync is set to none. Reluctor for the trigger type.

The Sub-board has been changed to suit the 3.8 V6 crank trigger? If this is not matching it will not run. You will need to configure the ECU for wasted spark in the ignition settings also. I am assuming this is the ECU I talked on the phone about being green and white with a D42V4 sticker on the back?

Running the G3 with an adapter to LEM G3? If that is the case then wiring in to the factory solenoid wiring will be the go. And AUX 7 should be set as Boost control.

Will depend on by how much. Sensor wise the burst pressure is much higher than 2.5bar. The main issue is you fuelling will be stuck at the 2.5bar level and you will get no fuel with the increased boost.

Did the downgrade complete after the key was cycled? If not you might need to rerun the firmware update again and then when it asks for the key to be cycled disconnect the battery and reconnect. There might be some back feeding keeping the ECU powered. You will need to trace the wire back from the AC clutch relay to see what pin on the ECU it is going to.

It will depend on where the gap is relative to TDC on compression #1

Are you using the factory igniter module or a alternative 3 channel igniter? Can you post what you have currently?

Hi You haven't mentioned what application this is on. If it is a plugin unit then the factory solenoid will have been wired and you will be able to use the wiring for that.

As you are not using boost you only need to be able to measure to atmosphere so a 1 bar sensors is fine. However the smallest we do is a 2.5bar.

How is the fuel pump relay controlled / wired. The ECU currently is set to drive the signal to ground to turn the pump on. If you manually supply a ground to the fuel pump control wire does the pump run?

Main items needed are a Aux out free to wire to one side of the boost control valve and switched 12V to the other side. The wiring and plumbing can be found in the G3 manual found here http://www.linkecu.com/support/documentation/g2-g3-engine-management-documentation

Hi I think what you have there is actually a G1LEM with V4 software. Attached is the matching wiring.

You will need a map sensor, It can use the AFM signal but the result would be much nice using a map sensor.

You will need to set up and Aux output to be Fuel pump. Which drive have you wired the fuel pump relay to.

AIM, Racepak, Race Technology, Motec all do very nice units that can interface with ours.

If you have you fuel pump control working on IGN3 then your AC clutch will be on INJ5 output. Doing a test on INJ 5 should allow you to turn the clutch on and off.

On the list but no changes at this point.

Yep couldn't agree more.