Simon

For PC connection for tuning there is a dedicated tuning port that the USB cable connects to. Operates independent to the CAN output.

A little unknown, I the Kurofune could be set up with a speed signal out and the max frequency set below the speed cut. It also has analog outputs which can be used to replicate a AFM signal or MAP signal and again by limiting the Max voltage will bypass the fuel cut.

Ones that are on cars that we have done a plugin for would be the most well sorted. Options being the 350z, Mini, and Audi or the Subaru V10

As far as I'm aware it has always been the case that it had to be manually saved.

The dash is CAN driven. This allows you to use a free Aux channel such as one that was control the O2 heater set as Tacho.

Finally after far to long we have some recordings off the G4+ KnockBlock These recordings are off our well abused 1UZFE VVT test engine. Engine background noise.m4a Mild Knock with bad tune.m4a Severe Knock with bad tune.m4a

The V88 does not have the switchable pullups on the temp inputs but you are able to use a standard volt channel. The Kurofune is the best suited unit for piggyback applications but in reality most of the range is able to be used.

No the G4 was only able to send CAN data it was not able to receive CAN data.

Hi Jeff That does sound like the Nissan set up. Its going to be restricted to 4cylinder wasted spark or 4 coil (fired wasted) Nissan applications Attached is the set up info for that sub-board. Nissan Multicoil Systems.pdf

Hi The ECU disabled message is due to the Map having been on a locked ECU. If loaded to an unlocked ECU this will nolonger show. You would need to change the injector settings and the ethrottle to suit your application. Before loading the map I would save yor existing and then perform a restor to factory setting in the ECU controls menu. This will wipe all setting, For a fresh start when above file is loaded.

Attached is a map that has been set up on updated hardware and running modeled mode. This should be a very good starting point as a base. G4+AltezzaLink Turbo Modeled Fuel.pclr

Next step is to check the power and ground supplies to the solenoid. You can also check the output of the ECU with a test light. If you put the ISC output to test on the light should turn on.

No easy solution for the runner control. For the Mivec you could use a GP PWM output to give the a duty cycle which you could set a narrow RPM range as 100% and then drop back above that RPM to 50%. However in the past we have just driven the solenoid at 100% for the whole time Mivec is active. Trigger is a match for the GTO pattern.

I notice that you only have one aux out assigned to the cam control I would have expected 2 on the BMW. If you unplug the control solenoid do you get a stable set of figures?

It was not correcting adjusting timing as it should when knock was detected. This effected 5.6.0 - 5.6.3 firmware. 5.6.4 is all fixed.

Hi Piar Can you confirm the number of teeth on the cam shaft for the cam position sensor?

First check the idle speed with the solenoid unplugged. If the idle is excessive with the solenoid unplugged then this indicates there is too much throttle opening or there is an air leak into the engine. Get the idle nice but slightly low with solenoid unplugged then connect solenoid and start to adjust the idle control in open loop mode. Once happy in open loop you can go to closed loop if you wish.

Make sure you have 5.6.4 firmware in the ECU as there have been fixes to the knock control. I would advise of course going for a conservative tune as knock control will only start after its had knock of some form.

Hi Make sure you have no device connected to the Serial / CAN port of the ECU. Also set the PC Link to manual connection. (This can happen if PC link is on auto connect and tries to connect during the upgrade.) Now try to rerun the firmware upgrade and all should go correctly.

On the current platform / hardware not much. It would take hardware changes to make it noticeably faster. It is something we are aware of and will be considered for future developments.

Scott is correct with six coils you must have one ignite channel for each coil. If you try to run two coils from one ignite channel you halve the available current and end up with a very weak spark that might not be enough to run the engine.

Adam is spot on there. Generally the ECU is fine up to the point the injector overheats and then shorts internally. At this point the smoke comes out of the ECU in a big way.

Another option is to have dual throttle tables. These can be switched based on a digital input which can be triggered from the same out put as the pneumatic blipper was. The table axis is adjustable so should be able to be setup to suit

AUX 1 will likely be the one to use. Then no need for the additional loom. Its part # was WBL.

Hi mldc The V44 is limited to 4 Amps peak. So it would not be suitable for 2 of the existing injectors in parallel if they require 2.2A. In this case going for a High impedance injector would be the better option.