Simon

The G3 / 4 one is the one to go with.

1. It can be done but will need the use of a virtual aux. On a GP out put you do have a time based hysteresis to avoid an out put being continually toggled on and off as a temp hovers around the switching point. 2. Yes you can have up to 3 conditions and can get even more if a virtual aux is also used. 3. Yes, For a warning light the gauge can change colour 4. You can have a range of tabs im not sure on their use with touch screen but in a normal application its just a mouse click to change tabs. 5. I would think so but have no idea on how it would be done. 6. You can use a digital input to switch tunes allowing two to be on the ECU and not require a PC to change them. 7. No idea at all, if it is just taking injector pulse width and other inputs direct and then working out fuel usage it might be able to be connected up. 8. Covered in the online help file. 9. Not at this stage

That is an older board. 10R is what the other 2 drives have. The later revisions went to the 22R You will be fine to leave the 10R in there.

This could be a number of things. It could be the RPM limit is actually being hit. This might be due to the engine temp being too high making the limit lower. It could be the ECU is seeing a false RPM reading (trigger problems) You best bet is to take a log with the PC and email [email protected] with the log and PCL file (map).

You just need to run a vacuume line from the intake manifold (engine side of butterfly) to the port on the ECU

If you can post your map I can check over the settings. I assume you are on 1 tooth per TDC trigger mode.

On your GP out put you will need to add a condition based on the timer. So that it is Condition 1 or 2 And have the timer being activated by the GP output This way the timer will activate on knock level and then the the AUX will hold until the timer valye is past set time.

You will likely need an igniter to drive the coils, If you have the factory one this will be fine. The ECU will have a good starting point loaded but you will have to configure inputs outputs and triggering to suit the CA18.

Yeah it would be much better on the wire in units but as it happened the plug in was the first in need of a hardware revision / birthday.

Do you only have the trigger from the distributor so only one trigger input or do you have a sync from another sensor?

It will be a 22R 1Watt resistor. Assuming it is the one on the output of the ignition 3 transistor and not the pullup resistor.

You can but would have to move them to a Digital input pin.

Just check the pull up is turned off on Di5 This should stop the knock control turning off.

Sent

Im not totally 100% but to date we haven't come across a factory ecu that effects the ABS.

Hi Sorry you are correct only able to do single DBW on the existing hardware.

Most of the guys I know that go into individual tuning will be using EGT to pick up the difference between cylinders.

Its a mint NSX that one. Fraser is a good guy too.

If you multiply your master by 0.7 this will get you to a close starting point.

You could configure it to activate a timer function and then the light can be on for the length of the timer.

Peak and hold injector drives and onboard ethrottle. The tuning software also gets mixture map tuning.

Hi Paul We have chosen to leave this function out of the Atom to give people some reason to go for the Storm. The change over is not as bad as you might think. You can still retain the atom wiring all you will need to do is a pin swap to the storm plug. The terminals are the same between the full wirein range. The map can also be transferred over no problem.

Hi. For the AC and tacho we have a fix available. If you email [email protected] we can send you a firmware fix. On the VTS issues are your keyboard settings set to European configuration? If you can set this US it might help.

You can set up a throttle kicker. Only negative will be the engine will still go through a bit of a rough running patch around the 30% tps. As the cyclic idle still has an effect.

We can only take up to a around 500Hz on a digital input due to hardware limits. If the frequency out put of the device is more that this there is no solution we can offer out of the ECU. If however this unit is geared to be able to drive factory speedos then I would think it could be calibrated to suit the different speedos it should then be able to be matched to our ECU.