Simon
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Posts posted by Simon
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Are you running any form of ECU hold power? It might be the ECU is thinking its in hold power mode which in turn locks out the triggers.
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I would see if disconnecting what ever it is that is wired on to pin 45 lets the voltage drop to 0V
1.2 will be enough to keep the mosfet on the board supplying ground for the main relay.
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Pin 1 is Gnd
Pin 4 is RX
Pin 5 is TX
This is with locking tag at top working left to right.
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Hi Nick
ECU uses engine temp, throttle position, and engine RPM to control idle.
If it think the throttle is open it will lock the idle out. Same if the RPM is too high (above 1500 from memory)
Engine should idle even if the stepper is not functioning but open.
In this case the sync/cyl can be ignored as it will not be having any negative effects.
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Our kPa units are configured to two decimal place, and so can support sensors up to 6550 kpa. Our PSI units are configured to one decimal place, so can support sensors up to 655 PSI.
The reason for using this amount of decimal places for units is because they work with the vast majority of automotive pressure sensors out there.
If recording the pressures just for logging you could use the PSI cal numbers and set the units to kpa, remembering when viewing the logs that the numbers are actually PSI.
This has been added to our improvements to firmware list.
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Hi Warren
Pin 16 should go to 12volts with key off. (this is what is causing the relay to stay on)
Pin 45 should switch from 0 to 12V at key on
49, 59 and 109 should go to a full 12V when key is on. There would appear to be some voltage drops happening in the system.
I'm a bit sus of the main relay.
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Hi
We have recently found an issue with in logging that might be the cause of this.
We have a new firmware coming that has a good chance of fixing your issue.
This will be 4.9.1
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If running serial then tuning at the same time will be a no go.
If they support CAN then this would be the way to go. It will allow tuning / PC connection at the same time.
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Correct. We can supply a cable that connects to the RS232/can port and terminates in a 9pin D serial connector.
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No is the short answer. Would be better to remove the 5th tooth and get a sync from the cam.
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It is an AMP Superseal terminal.
Your friendly Vi-pec dealer will be able to source these.
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If the ECU hangs at the point of turning the key off. But works when the battery is disconnected this points to a back feeding issue and the ECU is not powering down when the key is turn off.
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A couple of thing to check.
If you are running a display / dash make sure this is disconnected.
Also make sure the VTS is not set to auto connect.
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Hi
There is a couple of cold start fuel adjustments you can make.
There is, Prime Temperature this sets the temp at which a pre crank prime of the injectors will be active.
Crank Enrichment. Increases fuel during cranking.
and the final setting is Cold this controls extra fuel during the warm up.
The full manual can be downloaded http://www.linkecu.com/support/documentation/g1-engine-management-documentation/LinkPlus%20V14%20manual.pdf
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Hi With the multi butterfly configuration TPS row steps is correct. Given the fuelling is moving around so much I suspect there is another issue. Couple of things to check. All grounds need to be inspected and checked for good continuity. Check map and TPS signals are consistent. TPS should always read the same at throttle closed and 100% open. Map should be around 100 at key on. Also check engine temp as this will have an effect on fuelling also.
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Ideally want four wheel speeds.
Next best is a single non driven wheel speed and two driven speeds.
Next best is a single driven and non driven speeds. Depends on the type of diff. A single spinner or LSD really needs individual speeds.
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Mark at MADevelopments http://www.vi-pec.com/page_files/dealer_list.htm#uk
Or Peter at Thor Racing http://www.thor-racing.co.uk/
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Hi Nick
Can I get a bit of a run down on the application,it is often better to use MAP for your row steps.
A change in TP Sensor should not effect the fuelling if it has been spanned the same.
You can span the TPS over a wider range to give more rows and finer resolution.
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Yeah the 36-2 is easy its the VVTi that causes the headaches. Having said that Toyota are good at keeping trigger patterns the same.
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A V5 upgrade and a retune would be required.
We would need to see the ECU back.
[email protected] will be able to sort the finer details.
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Don't see these very often.
For the injector pairing use drives 1 to 6 and pair injectors across the engine.
So assuming cylinders are numbered 1,3,5,7,9,11 down one bank and 2,4,6,8,10,12 down the other.
Drive 1 would be 1 &2
Drive 2 to 3 & 4 etc.
The trigger wiring I would wire as per the 1jz vvti (assuming you only have 3 sensors ) using
Trig 1 Crank
Trig 2 Cam LH
DI 1 Cam RH
We don't have a trigger pattern off one of these engines so might have to get the motor degreed out over a 720 cycle.
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Hi Kevin
The 99 WRX will be an ok starting point. This will have the correct trigger configuration.
The rest is really dependant on how the car has been wired and sensors used.
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4.8.8 had some big problems when released one of which was this bug it was available for about 24 hours. Current is 4.8.82
I would download VTS from http://www.vi-pec.com/software/VTS_V4-8-82_Setup.exe
And try again.
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Hi John
You can email the map through. [email protected] To allow us to have a look over it.
However it is not easy to see if a tune is out a little
But we can certainly check for anything major.
Audi AAN trigger problems
in ViPEC V Series
Posted
My pick would be the reluctor polarity is incorrect. Another one is using the wrong spark edge setting. (this often results in smoked coils though)