Simon

Hi ebo Yes you can use the plugin map on the Atom but will of course have to reassign the I/O to suit how the atom has been wired.

I would use the built in Main relay control of the thunder and wire according to the help file this will then give you the option of hold power if you wish.

Trigger issues will normally cause a miss fire, unstable dwell and RPM. Normally if its just going flat it will be something else. Spark energy, something restricting air flow.

ECU wise you are still seeing correct RPM and the dwell is calculating out correctly? No limits being hit?

Hi No image so will take a guess that its a G1 LEM (most common G1 ECU, 17 pin main plug) http://forums.linkecu.com/applications/core/interface/file/attachment.php?id=2524 Has the ECU come off a 106 before or was set for a 106 at point of purchase? As the G1 unit are application specific and are not easily swapped over if the application is not the original.

I'm not sure I would expect an offset of close to either -6 or 354 as I don't know which sensor was used for our base map. Ultimately it doesn't matter where the offset ends up as long as the timing is correct when checked with a timing light and its on the compression stroke.

Its going to depend on what cam sensor they are using. On the Toyota there are 2 and they are 180 deg apart. If its on the exhaust stroke move the offset by 360 to give 254 and see if this gets you running. The VVT motors run a multi tooth missing crank and 3 teeth on the cam. So very different.

Make sure you do the test ECCS option when setting the triggers as the distributed nissans have a different widest slot to the multi coil ones. Typically it will be 9 degs.

Trigger wise use multi tooth missing. Tooth count 8 missing 1 location crank. To allow for the odd fire you need to then enter in the firing position in to the Custom TDC table.

Yes any ECU over 10000 has the hardware configured to operate CAN. It is also an easy option to upgrade one that is below 10000 too.

Sweet we will keep an eye out for it.

Only option currently for the G4+ range is to use the OBD output and then use a third party app and sender to get ECU information. Currently there is no development towards PClink on android or iOS.

Hi Aaron Di11 is not wired on the board. So is unfortunately not available for use.

Yes if you used CAN 1 and CAN 2 outputs to two plugs you would get the same info on both. You could actually use just the one CAN output but wire two devices off it.

Fury and Thunder keep the last good lambda value but the error status is set. Have suggested to engineering that maybe faulting to a high Lambda is a better idea. So engine will go rich. For an external CAN lambda its going to depend a lot on what the CAN transmits from the unit. Currently we are not geared to read the fault codes from an external device.

Yes this can be done All that is required is the CAN L and H from the ECU and a power and ground connected to an OBD socket. The PC Link help file has a nice diagram of this.

For the injector change just fit them the same as the original. No other changes are needed.

When running sequential you need a ballast per injector. If group fired you can run one ballast per group.

Yep now you are thinking along the same lines. I certainly think an alterative limit might work well. Will leave that up to the engineers to figure out.

For a totally stock set up it should be very close to 0. But if you have moved the CAS then it could be different from this. If typing in an offset make sure you hit enter after typing in the number for it to take effect. Don't forget you can move the offset negative.

No you do not need the XS loom to run high impedance injectors. These will be wired in to the existing injector wiring (replacing the stock injectors) The XS loom for this is needed if you wish to run 6 coils rather than the stock single coil. There is also a second connector the same that offers inputs that would be used for connecting the wideband, fuel pressure sensor and the Flexfuel. So for this an XS loom would be needed.

Check the power supply to the sensor is good enough to supply the required current. It could be the power supply is dropping out. You could check the voltage to the probe when the heater is trying to run.

Hi Mapper If you would like us to stop selling units and start the firmware from scratch to remove this issue and then have any number of other unknown issues sure. It is unfortunate that it exists. We will do our best to come up with a work around. This will include documenting it in the help file and if we can get extra warnings into PC link we will. A Map limit should be in place to stop an over boost situation. And if you wish you can add a GP limit based off INJ DC so that if duty goes above say 90% limit engine.

Hi Warmup It is an issue in the firmware however it is so deep in the code that making a fix could open up many more new issues. We are looking at ways to at least make the tuner more aware the duty cycle is maxed out.

8 teeth on the CAM with one tooth missing would be enough. The best would be a crank sensor and wheel with 12 teeth and a single tooth sync off the cam. Reason a crank sensor is preferred as it removes any risk of timing scatter due to drivetrain movement to the cam/s