Simon

Hi Rob You have a G1 Possum Link (pre PC tuning) Can be upgraded. But suggest a change to a G4 ECU would get better results Instructions for your unit can be found http://www.linkecu.com/support/documentation/g1-engine-management-documentation/MY96Manual

Yes all of the mentioned are known issues that annoy us also. We are working on a solution to improve all these aspects but due to the nature of R&D I can not offer any indication to how far away.

Hi quattro This could be due to electrical noise on the USB cable. If it only causes issues whilst the engine is running this is a likely cause. I also suggest working through the "Solving Communication Problems" section in the help file. Filin Copied from help file Note: If you are using a V44 or a Plug-In ECU, knock control will NOT work while the DI5 pull up is turned on. The pullup must be turned off in the DI5 setup menu. If the device wired to DI5 requires a pullup then an external pullup resistor (4.7 kOhm) must be wired. If the DI5 pullup resister is turned on, then knock control will be forced off immediately. The Fuel pressure issue is know and has been resolved. The fix will be in the next release of firmware.

Make sure you have trig one to the crank and trig two to the cam. (assuming this is a wire in V44) Polarity of sensors will need to be correct. (this is most likely cause) Cam timing will also have to be spot on. Start with the trigger set up as per the help file for Subaru WRX/STI V1-V2, RS Legacy I would suggest trying lower filter levels. Level 2 on both.

If you check in Device Manager what the com port number assigned is. If its very high try re assigning it to a lower value. Preference would be under com10.

I assume you are doing the update via USB and not through Serial.

Hi Stuart Looking at the firing order you have given of 1-4-2-5-3-6 The ignition should be wired as follows. Ign 1 = Cyl 1&5 Ign 2 = Cyl 4&3 Ign 3 = Cyl 2&6 From your post you will need to change Ign 2 and 3 outputs around. You might also need to play with the master fuel to get the mixture to a point it will fire.

If it is high for half an engine cycle and you have a multi tooth missing trigger wheel on the crank then you can use Cam Level for the sync. This does require a hall or optical sensor on the cam.

From your suggestion of " Activation switch for NoS: Di-4 NoS Solendoid hooked up via Relay on Aux o/p 6 Conditions for nos Virtual Aux#1 must be on (RPM 5500-8700) Gear 2 or above. Virtual Aux#2 must be off (virt-aux#2 is only on when Engine limits is 1 (on=gearcut, launch or revlimit) Virtual Aux#3 must be on Tp is above 90% " Testing this on the bench it all works spot on. Some clever thinking on your part there. boost is above 0.3bar Di#4 switch is on

Hi If you could email the maps through we can have a look at both to find the difference. If you can get a PC log whist it is doing it would also be great make sure to log all parameters. [email protected] The CAN mod is not too bad but would require good surface mount component removal experience.

The numbers in the idle base position table add to the e throttle target table.

For sequential you will need the cam sensor and the 18 tooth crank. Run this in multi tooth mode.

woops you were correct I missed the critical -

Send to [email protected]

What trigger mode are you currently running? Trigger one should be wired to the 18 tooth pick up and trigger 2 to the 3 tooth.

You will need to use a GP output. Two conditions will be the RPM low and high. The third will be a virtual aux (giving three more conditions) These could be set as DI4, Throttle position and "Engine Limits" There will be a bit of thinking involved about making sure that all the conditions and polarities are correct. The engine limits flags should cover gear cut, launch control and rev limit. If you set this all up to how you would like I can run on the bench to test it all if you email the file.

Yes this will cover this also.

This allows for a condition based on if an engine limit is active. Covering MAP, RPM and any of the other limits.

This will depend on the ISC mode you are running. In open loop mode no RPM reference is required. Attached is a sample map off a V7 Subaru with the idle speed configured for a solenoid application. Subaru V7.zip

Are you measuring this voltage with the ECU connected and with trigger pullups turned on?

The single sensor has some appeal from a minimalist point of view but doesn't offer anything in the way of functional improvements. From a support side I see more issues with multi tooth missing applications than I do with the stock 12 and 1. Hall sensors are nice and give a very clean signal. But then add another possible failure point in the form of needing a power supply. At high RPM I doubt the added teeth will be of any benefit.

Hi Eric Thanks for the Email. I have put Scott on to trying it on the bench.

The original Vi-pec adapter is no longer needed with the latest fimrware for the Dash and the ECU.

Check the baro reading is at atmosphere. I suspect the cal is out on the sensor by a little chances are adjusting the call will bring it into line. Would be a good idea to check the cal by checking voltage at some known pressures.

The wire in V44 it isn't really an issue as Di5 doesn't exist. However on the plugins it is a problem. It would also be on the V88 if you were running an external knock amplifier, However most people don't do this as there is on-board knock detection. Both V44 and the plugins don't have an on-board option. For wiring of the sensor the -ve should be connected to the sensor ground from the ecu, +ve to the knock input. Knock 2 is used for a second sensor.