Simon

You could try slightly higher advance numbers in the low RPM zones and where it idles when AC is on. Otherwise you might have to live with a higher idle when AC is off.

Hi Sanford Is the load of the AC causing the car to stall or is it some other problem you are suffering?

Hi I would suggest looking closely at the option of going for a G4 atom. As given the depth of modification I would not like to see you disappointed due to the limited abilities of the G1. The cost involved of going to V5 and the addition of a serial link for PC communications gets you a long way to an Atom. For total costs you will need to contact your closest dealer. http://www.linkecu.com/dealers

Hi Brendan. We have the ability to talk to both those dashes you mentioned. We can supply a cable with TX RX and ground available and this is then wired to the dash of choice.

In device manager does the ECU show with an assigned comport # and no yellow exclamation mark? Com port will need to be under com 10

Hi You will need to determine the 5v and ground pins. These will have the biggest resistance between them and the resistance will not change when the sensor is turned. The remaining pin will be the signal. If the TPS reading goes in the wrong direction just swap the 5V and ground.

Hi You will need to determine the 5v and ground pins. These will have the biggest resistance between them and the resistance will not change when the sensor is turned. The remaining pin will be the signal. If the TPS reading goes in the wrong direction just swap the 5V and ground.

Hi Assume you have configured all your aux outputs and inputs to suit how the storm has been wired. As if you just put the full plugin map in it will have mixed these up. And they will no longer match your wiring. Simon

Hi The possum link doesn't have air temp compensation. An ecu change to our current G4 would cure this. MAF is not used by the possum link and does not effect if it is open or closed loop.

Im picking using a aux out wont drive the tacho if the dash was driven via can. However if the tacho did have its own control then no problem. You can feed the AEM uego controller into the ECU you just need to know the voltage output and corresponding AFR figure.

Could be a sign that the ECU is getting trigger errors. I would suggest a filter level of 1 and higher arming voltages. Normally on 60-2 triggering the voltage from the sensor is higher than most applications. Also polarity of the crank sensor is critical.

No problem to map the ECU for E85. However no ability to adjust ecu to self adjust for differing ethanol levels.

Correct if your IAT trims are set to zero then they will not be the cause of the mixture leaning out.

Sounds like the sensor might be suffering from heat soak. On the IAT correction you have the option of trimming the correction at idle without effecting the correction at larger throttle openings.

Only way to unlock is to do a reload and loose all tuning data. Or sweet talk the original tuner.

If you wish to retain the stock ecu to keep control of the dash or any other accessories then the way will be to share the crank / cam signals. To do this you will need to tee off the signal wiring. If it is a hall or optical sensor then the link ecu will need to have the pull ups on the trigger inputs turned off through PC link. We will not be able to drive the display through can. The /LH comes into play on V or boxer engines where you will have two inlet or exhaust cams one being inlet /LH and one inlet RH So for an inline engine with both exhaust and inlet variable you would use Inlet /LH and Exhaust /LH

Hi there. I have tried your file on the bench and given the correct conditions it is going past 6800 with no problems. Are you able to take a log with PClink whilst the problem is occurring?

Hi Ross You will need to down load the latest G4 pclink which contains drivers for windows 7. The earlier G3 pclink only supported up to XP. If you run the set up it will install these for you. On a side not to sort wiring ignition triggers out will not need connection to the laptop as the ignition channels are always wired 1-1 2-2 3-3 4-4 etc. The auxiliary outputs however you will need the laptop connection for.

Hi Can you please post or email your current PCL file so I can have a look at the trigger configuration. Are you running wasted spark or individual coils? If wasted spark make sure you have resistive plugs and leads fitted. I also assume you do not have variable can timing.

Assuming you are running conventional coils and not CDi ones there should be no reason to not use the factory Nissan igniter.

Sadly it is something we see often. We can only try to keep educating the masses.

We are all well. And very fortunate to be able to carry on mostly unaffected. Peak and hold is the term used to describe a control method when using low impedance injectors. So a peak and hold injector will be a low impedance injector. The G4 Xtreme (red version) can drive low impedance injectors (peak and hold) but you will need a ballast resistor pack to avoid damage to the ECU or injectors. Or if you wish to not use a resistor (ballast) pack then high impedance (saturated) injectors will be required.

Chances are on the G1 the miss at 2000rpm is the ECU going from sequential to group firing on the fuel. Not sure on the lack of power as assuming ignition and fuelling are doing things correctly there is no reason ECU wise to see a drop. The G4 will out perform the G1 in every area but I don't think it will find the missing 100KW

Hi Any of our dealers will be able to source you a SerialLink http://www.linkecu.com/dealers Software can be downloaded from here http://www.linkecu.com/support/downloads/pclink-download/PCLinkV25

Hi Ron Might need a little more to go on. Could be many things but something to try would be to try the other option under priority setting. ie if its on Cyl try Sync or visa versa Failing that post up your map and we can have a look at that.