Simon

Couple of files the help file is rather large. Link Help_File_ENG.pdf EVO9+.pdf

The figures will all be in duty cycle and will function as such. Have a look at say the Nissan base maps these are set up to be a solenoid controlled idle.

Two things stand out as out of the norm for a modelled mode set up. One is the fuel system type being set to none. And the injection rate being set as 1/2 cycle. (1/2 cycle is normally only used for single point injected applications) For us to check the set up fully if you can email the full PCL file to us

Hi Jonny When running a 2 wire unit the 4 and 6 terminal settings are ignored. Just make sure you have ISC solenoid select on the Aux output and not stepper. You want the engine to be able to hold a low idle with no idle control before setting up the idle. Start with open loop first and get that as close as possible before switching to closed loop.

From sensor to its plug there will be only 5 wires this is normal, The 6th pin is a calibration pin and must be connect back to the ECU. So on the ECU side of the plug you need all 6 connections.

That is a V3/4 plug. The TPS will need to be calibrated. Being a G1 there is a chance it is hand control tuning only. Having the PC connected or Hand control will give valuable feedback on inputs such as if the unit is seeing RPM.

The info you are going to want is the injector dead time information. This is the time required for the injector to flow over varying voltages and pressure. Often its not provided by the injector supplier. There are people out there that will test injectors and provide this.

Found a number of configuration issues around the ethrottle. Main one being the target table configuration.

Are you running peak and hold injection? Check the injector set up is correct. Make sure MAP sensor reading is still correct.

Pinout wise the information I have indicates that use it will support UK models. It will need to be running a Single or parallel twin turbo set up. ABS will be unaffected. The factory traction control however will be and will not function.

ECU plug. Working out if you have a V3-4 or a V5-6 ECU as both use 3 plugs.

If viewing a 3D table then no 2D option

The Temp channels have a built in pull up resistor to 5V where as the AN volt inputs do not. Given you mention the use of a jumper I assume you have a plugin unit which has a jumper to allow IAT in over a volt channel.

Yep they have been. It just missed the last update so will be in the next.

It can be applied to some patterns but not all. An example would be a 12 tooth on crank with a single cam trigger it could not be applied to as there is no way to find a location until the cam sync is seen. It was introduced on the Ford pattern due to very weak signals off the cam position sensor. Requiring the engine to get up to faster than cranking before it could be read accurately.

Nothing at this point. Currently our test engines are out of action due to them being relocated.

If you haven't done a store you can cycle power to the ECU and it will revert to the old map. If a store has been done with no copy saved before then no way to get old map.

Ditch it. As we don't have the support for it. Something like 12 teeth on the crank would be much nicer.

Yep you can roll back if you wish.

It will get you very close. It will then be a case of just checking the mixtures through different loads. Might be small differences between the injectors

I would look at what IAT correction is being applied (if at all)

HI Ducie Have just tried this on a G4+ Storm on 5.6.2.3113 firmware (latest release) and on AV4 the pressure is working. http://www.linkecu.com/pclink/PCLink G4+ EN-JP V5.6.2.3098 Setup.exe To be sure just gave the thunder a go on AN volt 11 and is also all good.

Yep 100% good for new product

Hi The AEM coils are fine to use and can be wired direct no problem at all. Don't have any bridge port maps but there are the ones for the plugin which are on stock porting. That can be found in the base maps folder of PC Link.