Simon

You will just go to the motorsport menu and set launch to off.

Hi Can you see the ECU in Windows Device manager at all? It is a G4 unit so you will need 4.10.2 to connect to the unit. To check for PC coms you will only need one ground and the 14V on the A plug connected.

The error you are seeing is generally a firmware to PC link version issue. If you can post your PCL (MAP) and confirm those PC link versions we can check things here.

On the engine can you confirm that you have a 60-2 crank trigger and that the sensor is a Hall sensor. On the CAM for the M52 mode we are expecting a hall sensor also and a single tooth. I would try trigger 2 set as Hall with pullup turned on. Then do a trigger capture and post here so we can check the pattern.

That wheel looks to have 3 evenly spaced teeth (120deg apart) and an extra 4th tooth. Unfortunately this is not a supported trigger pattern. Best option would be to make a replacement trigger disk with say 12-1 teeth (12 evenly spaced teeth with one removed leaving 11 teeth and a gap) Regards Simon

It is the shortest time the ECU will allow the injector to be turned on for. Even if tuning / trims are requesting a shorter opening time.

What version of pc link are you on? Check in the help menu.

The ecu fires the drives in firing order sequence. Not 12345

Hi Llewellyn Development will continue on the G4+ for some time to come. But to keep improving in an electronic environment there will always be a point at which the platform has to be updated. The G4+ range is coming up on 4 years old now and I expect us to continue with it for some time to come (years not months) So don't panic the support is still there.

Hi what is the serial number on the ECU some of the V series units supported knock.

Just check the voltage on the sensor signal at full throttle it could be going to either 5V at that point or very close to. Options would be increase the error high to a figure above the max voltage. Rotate the TPS a bit so that the max voltage is reduced. (Re calibrate TPS after this)

Semi-Sequential Injection Semi sequential fires injectors in groups of two. It allows injection timing control and minimises the time available for fuel to condense on the port walls. This mode requires sufficient triggering to determine engine position in the 720 degree engine cycle. In this mode, ideally injectors are wired in pairs according to the firing order with the pairs wired to the injector driver that corresponds to the lowest numbered cylinder in the pair. However, with some firing orders this is not possible. In cases where that rule is not possible the idea is to group injectors in such a way that the time for fuel to sit in the port is minimised. Select Sequential Injection Mode when using this wiring configuration. Note that unused injection drives will not be available for other use and will still be firing according to their position in the firing order. Examples: ·6 Cylinder, firing order 1 5 3 6 2 4. Works nicely as per rule. Fuel sits in port for 120 degrees longer on the higher numbered cylinder in the pair than the other.·Injector drive 1 is wired to injectors for cylinders 1 and 5.·Injector drive 2 is wired to injectors for cylinders 2 and 4.·Injector drive 3 is wired to injectors for cylinders 3 and 6.·8 Cylinder, firing order 1 8 4 3 6 5 7 2. Does not follow rule due to firing order. Pairs as per OEM Toyota 1UZFE wiring.·Injector drive 1 is wired to injectors for cylinders 1 and 7.·Injector drive 2 is wired to injectors for cylinders 2 and 8.·Injector drive 3 is wired to injectors for cylinders 3 and 5.·Injector drive 4 is wired to injectors for cylinders 4 and 6.·10 Cylinder firing order 1 10 9 4 3 6 5 8 7 2. Follows rule but note that the order of the high and low cylinder in each pair changes. eg in the 1-10 pair, cylinder 10 gets its fuel 72 degrees before deal. In the 9-4 pair, cylinder 9 gets its fuel 72 degrees after ideal.·Injector drive 1 is wired to injectors for cylinders 1 and 10.·Injector drive 2 is wired to injectors for cylinders 2 and 7.·Injector drive 3 is wired to injectors for cylinders 3 and 6.·Injector drive 4 is wired to injectors for cylinders 4 and 9.·Injector drive 5 is wired to injectors for cylinders 5 and 8.

Manual http://forums.linkecu.com/applications/core/interface/file/attachment.php?id=2542 We still sell the G3 terminals and plugs

There did use to be clockwise and anti clockwise sensor option but now this is not the case and using the thru style will be the go. From the ECU end we don't care if both voltages span in the same direction or oppose each other.

That would indicate the ECU is seeing no signal. Next step will be to check for a signal / frequency at the input to the ECU. You can test the Di inputs by setting them up as a GP input and then pulling the signal high or low (depending on pullup off or on) and seeing if you get them going active.

From the ECU no changes needed for testing you will just need a throttle opening big enough to allow the engine to idle. I would certainly heading down the path of chasing a intake air leak. So looks like you are on the right track.

If you go to (F12) runtimes and then to the digital tab do you see a Frequency reading on any of those channels?

They put a simplified pattern 1 pulse for each firing event out that is a 0-5V signal. The trigger 2 (sync) is a single pulse

Assuming you are using a 2D table make sure you have all cells filled in. There looks to be an issue where if the table is not totally filled in the ECU will only use the first cell value.

That is actually a serial connection on that port. You need to use a plain USB cable into the square port on the ECU. Most printers will be using this type of cable.

One trick is to have the throttle not chasing 100% have the max target at 98% that way it will not be trying to drive against a stop. Same for closed throttle make the minimum the value needed for idle even at the higher RPMs.

On the G3 are you using a USB A-B cable and not the G4 tuning cable?

Have flicked you an email with some test Firmware.

Its more around working on the areas that offer the best improvements and balancing this with engineering time. There has been plenty of work happening as you can see in the software and firmware notes. Your input is valued as it is from all our other customers. I have a email heading your way with some test firmware for this issue to get us a better picture of what is going on.