Simon

HI Matt The 5S should have a 24 tooth trigger in the distributor and a single tooth sync. Which provided the ECU has the correct sub-board will be able to be used. Having the correct sub-board is going to be the critical thing in this case. The ECU will need to have been intended for use on either a 3SG or 20V 4AG to have a suitable sub-board. The G1 product is very limited in what it can control due to the limited outputs and inputs. You have to make a choice between boost control or idle control it cant do both. In this case boost control would be the pick as the celica will have a 3 wire solenoid that the ECU can't control anyway. Â Â

Hi The tuning platform has been merged into one platform. As such any of the updates on the Link side can be applied to the vi-pec. And the software will tune either platform. The latest can be found http://www.linkecu.com/support/download ... 2490-setup

Hi Max As its a PC log memory is not an issue so log all parameters. That way nothing is missed.

Gauge for the fuel pressure.

It would be more common to set the idle ignition table up to have an axis as Idle target error spanned between -500 and +500 The other axis could then be set as ECT for your case. The target is then take from the closed loop idle control setting. With no output assigned you don't need to worry about any of the other idle settings or turn it off.

Hi Tylee The 300Z plugins were never made in PC tunable versions. You will need a hand controller for this one.

Its a V3/4 WRX plugin ecu that is pre PC tuning.

You could try the 2 stroke option but I'm not sure of all the effects this might have. Regardless of it being group or semi sequential you are going to have injectors not firing at the ideal time. I do not think you would see a difference in the running of the engine. Having the correct injector data in the form of dead times and short pulse width added information is going to be much more critical to the running at low speeds.

We do only fire in group mode all even numbered drives fire together and all odds together. Assuming you have high impedance injectors I would wire as 2 groups of 3. And use injector drives 1 and 2. There is not going to be any loss running in this fashion over semi sequential. Â

No problem to pair the coils in a wasted spark firing order. As the new coils have built in igniters you will not need the external igniters. Just wire the 1st and 4th cylinders in the firing order to Ignition 1 2nd and 5th to ignition 2 3 and 6th to ignition 3. Â

The TPS will need 5V The crank / cam sensors are all reluctor so only have an earth and signal.

We need to check the ECU temp is reading correctly. If you check this figure with the ECU live and engine at varying temps. It is likely the ECU is reading the temp higher than it actually is.

That would do the trick nicely and you can use the stock EVO sensor too.

AN V 6 is the Oxy input AN V 3 is the TPS AN T2 is the fuel temp All assuming it is using the stock configuration. TPS might have an effect on the starting. But the error could just be due to the sensor being unplugged at some point. I would start by clearing the errors to see if they come back up. I would also check for any ground wires that might have been left off after the CAM change.

Hi Guys I can feel your pain having paid for the upgrades. However it is no different to us deciding to reduce the price of the ECU. Unfortunately some times prices do reduce. On the 2D table question this has be identified as a bug and will be fixed in the next release.

Hi Nigel What is the car and ECU? Plugin / wirein? Is it a first time set up or has the fault developed?

Communication Dropouts and Freezes  Feedback has shown that under certain conditions (usually full power) communications problems can cause the following symptoms: · ECU disconnects completely from PCLink. · PCLink freezes momentarily. · USB communication breaks and won't reconnect until the cable is disconnected or PC is restarted.  The cause of these problems can almost always be traced back to electrical interference.  Electrical interference is generated by ignition systems and switching on and off of solenoids/relays.  Under most circumstances USB communications is robust in an automotive environment.  Unfortunately, excessive electrical interference can compromise the integrity of the high speed signals.  PCLink V4.x.x.738 and later have improved communications.  Ensure you are running the latest version of PCLink before trying to diagnose communication dropout problems.  If communication problems are still encountered, the following items MUST be checked (NEVER assume they are correct): · Fit Standard Resistive Spark Plugs - Nearly all ECU communications problems encountered by the Link technical support department are caused by the use of non resistive plugs or HT leads.  Even race plugs that state to be resistive type may not suitable.  Remove these plugs and refit after tuning is complete. · Fit Resistive HT Leads - Non resistive leads are a source of ignition noise and are not suitable for use with most modern ignition systems. · Check All Grounds - Check all ECU and engine grounds are clean and well connected.  Perform measurements if necessary.  One installer reported communication problems that were a result of poor ECU grounding through a main engine loom connector that had been added to allow easy removal of the engine!  Another tuner reported issues where the ECU was grounded to the intake manifold but there was rubber intake manifold insulators! · Check Wiring and Install of Igniter and Coils - This is particularly important where after market igniters or coils are used.  Consider the following points: 1. The igniter must be grounded with an appropriate rated wire to the engine block (and to nowhere else!). 2. Power supply to coils must be fitted with a suppressor. 3. Coils should be positioned to minimise HT lead length. 4. Igniters should be positioned to minimise wiring length to the coils. 5. Igniters designed to ground through their mounting bolts must be mounted to the engine block. 6. If fitting coils from another engine, ensure the mounting frame provides grounding for the metal coil body. 7. Some coils require a ground wire connection from their main connector to the engine block. · If using a rolling road dyno, grounding the vehicle to the dyno chassis may improve the situation.  This can be done using jump starting leads.  Also make sure the dyno is properly grounded (consult an electrician).  Several tuners have reported this as a solution to interference issues.  In some instances the problem is not related to electrical interference but rather to the laptop, windows or driver installation.  The following solutions have been found to improve communications problems: · Check FIFO settings. · If you have a problem where communications fails every minute or so even without the engine running there may be an incompatible USB driver version.  Driver version V5.4.29 was known to cause issues on some Windows installations.  To resolve this issue:  To check the USB Driver version.  In the Device Manager, under Ports (COM & LPT) select Link USB ECU.  Right click and select Properties.  In the Drivers tab, select Uninstall.  Download and install a previous version of PCLink (eg V4.4.3).  When asked to install the USB drivers, check the version and select OK.  contact your Link dealer for further assistance on downgrading your drivers if required. · Check USB Power settings (Windows 7 and Vista).  Go to Control Panel, Hardware and Sound, Power Options.  To the right of your selected power plan select Change Plan Settings.  Select Changed Advanced Power Settings.  Scroll down to USB Settings expand it and select USB selective Suspend Setting.  Change this to disabled.  If USB communication can not be made stable, all Link ECUs are equipped with RS232 (serial) communication port.  This allows direct connection of the ECU to a PCs serial port eliminating USB communications completely.  A lot of modern laptops have no serial port fitted.  A USB-Serial converter can be used, but it is likely that communications will fail as USB communication is still being used between the PC and the adapter. Â

We are consolidating the range as it was sending very mixed messages to the end customer as to which unit to choose. The Vi-PEC will remain for the power-sport applications.

In the screen shot you have there you can see the ECT reading is at 117F is this correct or do you suspect this is out? If this is out then the Artic Cat temp cal is likely incorrect for the sensor.

It will be a function of the Dash we just send the info through to the dash. One thing could be the ECU is seeing temps that are too high which would head through to the Dash.

I would be checking the power and grounds to the TPS when the engine is running. The Distributor grounds in that drawing are sensor grounds.

3 Bar would be the best pick if you are not planning on going to any more than 30Psi of boost. It is also a much more common sensor.

Of that list I don't think any are suitable. You want one that is for either Link G4 or Vi-pec V series AIM should be able to advise.

There will be some initial set up to be done. You can connect via PC on the LinkPlus. You will require a serial link to do this. Also the manual can be found here for download. http://www.linkecu.com/support/documentation/g1-engine-management-documentation/LinkPlus%20V14%20manual.pdf

Hi The G4 only has the ability for the dead times. It does not have the short pulse width option as found in the G4+ ecus. The master fuel figure is the other adjustment to compensate for size / flow difference.