Simon

On the g4 you need to have 4D and maybe 5D tables active and these will act as a trim based on the % ethanol Ill let the tuners out there advise on the tuning side. The G4+ Storm will happily run high impedance injectors, The pinout is the same so is an easy upgrade from a G4.

30psi is pushing it as the MAP sensor only reads up to 22psi LEMV3.pdf

Assuming you only have the G3 Linkplus with no adapter then the wiring will need to be changed to suit the ECU pinout. Then you will need to configure the ECU to haow it has been wired. http://forums.linkecu.com/applications/core/interface/file/attachment.php?id=2540

The engine control is good on the Fury, Xtreme or thunder ECUs the issue is the cars use CAN to communicate to the Dash and other devices around the car (diff controllers etc) we have not reverse engineered the CAN at this point. There is every chance this will also include the key and ignition systems. We don't really have a suitable offering.

Hi. No this is not an option currently. We can put it on the wish list for future development but it will not be implemented on the older V series firmware.

The main one is the packaging and some of the feature set. The current model is just for driving headphones, where as the older model was able to interface with our ECUs. Attached is the old knock block manual. The current model is a simple connect turn on and go no setting at all. KnockBlock G4 Manual.pdf

There is no mark on the factory pulley you will need to TDC the motor and make one.

The G1s can do an on off control (Vtec as an example) but the Subaru requires a full closed loop control with feedback from the position sensors. There is no digital input on the LEM at all. There is also no sub-board to suit the later motors with Hall sensors for the cams. The entry level option for VVT control and Knock would be the G4+ Storm. If you were to leave Knock out then the New Monsoon would be a good option.

If its got variable cams its going to be an ECU change to allow them to operate none of the G1s were able to control fully variable vvt.

Yes as long as you have enough free ouputs and inputs to do the CAM control. Having the matching crank wheel for the cam wheels is the key.

Hi Nongnot In that PCL file the ECU is still on older firmware.

Have you checked the timing on #1? As it has cranked for some time now have the plugs been changed / checked cleaned? Fresh fuel in the tank?

On the SR it will pay to do a Fuel cut for the limiting. If an ignition cut is used there is a good chance of rocker / valve damage Below would be a starting point RPM and ignition retard you might want to start softer.

From our end we certainly have more to do with HPA and they are focused on online learning. EFI University has been around longer but have not had any direct dealings with them.

Yep sure can

Yep the norm for the AUX channels is a ground switch.

What needs to be worked out is to why you do not have the access to that folder to write the file to. This points to it being a security setting or similar this could be due to windows security settings or maybe a anti virus program. I have the G4 software running happily on windows 10 and windows 7 on another laptop unfortunately I have not struck this issue before. There might be some cleaver IT types out there that might be able to shed more light.

It seem to be at 0 for more of the time. Making me think this is the state that the switch is in normally rather than when you are pressing the button. Also just noticed you are on 5.5.6 firmware I was testing on 5.6.4 can you upgrade to 5.6.4 firmware and see if you still have an issue.

Hi Grant can you put up a copy of the MAP as well makes it much easier to match up then. Email it if you don't want it public Could you also do the logs in PC link with all parameters logged. As a bit of a guide I would tend to follow the following when tring to get a stable idle. Start with all idle control turned off including idle ignition. Make sure a stable idle can be maintained on a warm engine with no changes in load (power steering, AC, fans etc turning on or off) Once the idle is stable under steady state conditions I would then turn on the open loop idle control. Adjust figures to make as good as possible idle during warmup. Then next step will be adjusting the idle ups for AC fans etc. Then once all good go to closed loop control.

Looking at the log it actually looks like when you are requesting cruise control on, the voltage on the input is going to 4.98V This would suggest that your ON Switch voltage should be 4.98

Minimum would be a tooth per TDC for 4 cylinder or higher applications. But this gets marginal at cranking speeds.

Correct.

Seems to work on the bench. I did need to hold the voltage at 0 for a couple of seconds before it activated. Next step is a full PC log while you activate the switches.

We do forward predict based of the prior trigger events but the updating can only happen at each tooth. The pick of triggers if fabricating would be a 12 tooth crank with single tooth cam. More then enough resolution to give rock solid timing. Tooth counts up to 60 can be done with no special firmware required. tooth counts over 60 require custom trigger modes.

You don't mention which G1 you have but assuming a LEM not a LinkPlus or other. It will also need the correct sub-board to suit the 20V. http://forums.linkecu.com/applications/core/interface/file/attachment.php?id=2524 The above covers the generic wiring. Below is specific info for the 20V cas 4AG20V.pdf Note the wire colours might not match as there have been a number of loom changes over the years. You will need to confirm by using the main header pin locations.