Simon

I'm not sure what the second wire will be. You will need to find where they go to at the other (ecu) end it might be an ignition switched power for the other end of the switching coil of the relay.

With ECU connected check the resistance between the ground wire at the distributor and the engine block it should be very low.

First step will be to head to the PC link tuning software help file then search AIM Navigation: G4+ ECU Tuning Functions > CAN > Device Specific CAN Information At the bottom of this page is specific info on connecting the AIM

The Xtreme supports knock inputs direct with no need for the knockblock

Filter level is a adjustable low pass filter higher the filter level the lower the max frequency. Generally level 1 filter is best as the need for higher filter levels generally points to other noise issues that are best to be fixed rather than relying on filtering to resolve.

On the S6 plugin the purge is not connect and remains uncontrolled

Auxiliary Injection Top Previous Next The Auxiliary Injection function allows Fuel Injection Drives 5-8 to be used for the controlled driving of additional injectors. Additional injectors may be used for the addition of fuel, nitrous or water. This is achieved by providing four independently configurable auxiliary injection channels. These channels have their outputs phased to engine position so will deliver one pulse per engine cycle. Each channel has a 3D table for tuning. The Auxiliary Injection Function also allows up to six stages of staged injection. Refer to the staged injection section for information on the first two stages of staged injection. Setup Notes WARNING: ONLY USE IGNITION LIMITING WHEN AUXILIARY INJECTION IS ACTIVE. This is because fuel limiting mode only cuts Auxiliary Injection channels setup for Primary or Secondary injection. · Injectors wired to Auxiliary Injection drives should have their driving mode and currents configured in the Injector Setup menu. · This function requires Fuel Injection Drives 5-8 so is not available on all Link ECUs. · All Auxiliary Injection channels are OFF when the engine speed is 0.

On the S15 plugin the VTC can be on one of 2 outputs either Aux 8 or on Inj 5 You will need to set each drive 1 at a time to test PWM and see which is controlling the VTC solenoid the other will then be the purge solenoid. The VTC drive is then going to need to be set as CAM switched and the conditions set to desired figures.

Do you know what the factory signal to the fan does / looks like?

The distributor should have 3 pickups inside, One will be a 24 tooth wheel and then there will be 2 pickups looking at a single tooth. It would be rare for one to fail, Check that you have ground on to the common wire that is connected to all 3 sensors. And that you have continuity on the signal wires back to the ECU. If the ECU is Hold power mode or anti theft is active this will also stop triggers and RPM showing.

Yes timing should be checked. Jut put a HT lead between the coil and plug to allow a timing light to be clipped on.

It might be a case of having to do a manual cal. I would assume it is a varying resistance in which case it will be simple to measure the resistance and known temp points and them build up a custom cal.

If the injectors fire when using the injector test function the hardware and wiring is ok and we then need to start looking at set up. We would ideally need a copy of the MAP as it is now and a log during cranking.

Any pin that is assigned as 5V will be a 5V supply so either could be used on the plugin either the 5V on the expansion or the 5V at the main header. The power for the solenoid and coils is generally supplied from a relay. It is not supplied via the ECU.

The Opto hall board into the link plus would get you going. Sequential on the Plus crosses over to group at 15% duty cycle so its not really worth worrying about. Staged injection I don't think is an option on the LinkPlus.

If you are using a separate E throttle relay to supply power to Aux 9/10 then it is likely there is an ethrottle error which in turn causes the E throttle relay to turn off causing the Aux 9/10 power supply fault. If you have the Aux 9/10 supply off the same feed as the A plug / main ECU power then it will be a wiring issue and the voltage at the ECU is not as expected.

Something is keeping power when the key goes off otherwise it would shut down. Are you sure the Relay switching coil is not hot fed?

If you head to the PC link help file Navigation: G4+ ECU Tuning Functions > Auxiliary Outputs > Wiring Auxiliary Outputs Then click on the Avoiding aux back feeding link at the top it will give you a full explanation of what is happening

Assuming you have the sensor that matches this cal http://aemelectronics.com/files/instructions/30-2130-75 Sensor Data.pdf Then it would be Input A = 0.5V, Output A = 0kpa, Input B =4.5V Output B = 516kpa The Link 5Bar looks to be very close and I think would also work.

Same map as you had for the old engine will be an excellent starting point.

If you head to the Chassis and body menu in the ECU Settings you will find the AC control configuration where you can select the condition under which you want the AC to operate.

On that map Aux 1 is set up as Idle speed control solenoid. The frequency is rather low however for this task. For the firmware you will need to go through all the firmware changes since the installed firmware which in this case is 4.7.1 When you run the update it will automatically bring up the notes on this and ask that you read them.

The Vi-pec was produced by Link for Ray Hall to distribute as his own brand. It was targeted to higher end market and had some additional features over the equivalent link models. The V44 had a 4 bar map Vs 2.5 on the link and it also had Peak and hold injection control. There were also some extra software features such as mixture map tuning. Regards Simon

Hi Howard Looking at the map I think the issue is that you have Cyl1 and 2 Knk Level Gains at 0 I would put these at 1 and adjust as required to get suitable levels and even across the cylinders. Regards Simon

Hi That will be a hard one to resolve as the ECU calculation relies on no slip between the engine and wheels. To allow for this you would have to be able to monitor the slip across the stall converter. Which firmware wise we are not able to do currently.