Simon

Yep that is a match for your distributor. Check your sync cyl ratio is set to 4. If it is and you are still getting cyl errors then it is likely an issue with the signals from the distributor. We are expecting the 24 teeth to go to the trigger 1 signal and the single tooth (only using one of the 2 sensors) to the trigger 2 input.

You will need to get the unlock code to enable the ECU. Once enabled the ECU will then be able to show / register RPM. Currently the ECU is not able to run an engine. The unlock code should be provided through the dealer that supplied the unit to you.

Is this using a plugin ECU or a wire in one? I would start by running the cam test function and confirming the CAM VVT offset figure is correct. If this is not correct you can get the situation where it will count errors.

We had a V10 2.5L ethrottle as our test car for a number of years this map should be spot on for a totally stock STi

Check the ignition timing is correct and stable. Also check the dwell is stable in the runtimes menu.

Not too likely to be the ECU as there is not a lot in those old units to go wrong. But happy to check it out at a cost. I would be checking the cranking voltage to the ECU is good it needs to stay above 10V at all times. Also check the distributor is in the correct factory spot so that the rotor is aligned correctly. The fact that the triggers come right once cranking is stopped I would also be checking the starter is in good condition and you are not getting electrical noise from it on to the trigger wires.

You can only have one Aux set to be fuel pump. If you want two pumps to activate under the sames set of conditions you only need the one drive to switch them. However you could set the second pump to be driven off a GP output configured to switch on whenever the fuel pump Aux is on. The third can be fuel pump speed.

Yes that is the same as F4 I have tried your file in an Atom on the bench and it seems happy. The biggest difference is the firmware I am testing on the latest 4.10.2 I would suggest you should look at doing a upgrade as what you currently are running will have a number of bugs that have been resolved in the latest.

We haven't done a K20/24 plugin so don't have a base map we have developed. Some of the dealers might have one. However if you start with the default map in the ECU and configure the triggers and other initial configuration it should only take a quick adjustment of the master fuel to get the engine running.

Best bet will be talking with the dealers. Some would be able to make up a loom if you were to supply them the engine harness. If you are NZ based then try STMÂ (Wellington), WireLink (Christchurch)Â or Auckland Performance (Auckland).

You should be able to control this engine by using the subaru EJ20 quad vvt for the trigger mode. And then set the cam control vvt mode to 2GRFE (this also has 3 teeth spaced as per your pictures)

Hi Steve if you can post you MAP/PCL file we can take a look. If you turn the idle control to off is the RPM stable when the engine load is constant?

Firmware Version 4.10.2 (Rev 2046) - 24-06-14 Fixes · Rotary hard limit fuel cut would switch off injection drives 5 and 6 (Fuel pump on Link plug in ECUs). Firmware Version 4.10.1 (Rev 1847) - 29-01-13 New Features · Ford Raptor VVT Mode Changes · RS500 Trigger Decoding mode has been changed so can work with engines other than four cylinders (eg Ferrari F40). Firmware Version 4.10.0 (Rev 1817) - 17-12-13 New Features · A new staged injection mode setting has been added. This allows selecting if staged injection works by sharing the fuel flow between the primary and secondary injectors or by just adding additional fuel on the secondary injectors. WARNING: If using staged injection you MUST set this setting to Sec/Pri Ratio to keep the same fuel tuning as previous firmware versions

Need to check you are getting a stable ~200-250rpm at crank and no trigger errors.

Launch Control is designed to allow for more consistent stationary launches.  This mode of Launch Control controls the rate at which engine RPM increases to minimise wheel spin.  To do this, the ECU needs vehicle speed information.   This mode of Launch Control employs a vehicle speed dependent RPM limit to reduce wheel spin.  The required RPM limit at each vehicle speed will only be found by testing.  This means that in all cases, a vehicle speed sensor (on a non driven wheel) must be installed and configured.  A Digital Input must be set up as Vehicle Speed.  The Digital Input used for Vehicle Speed must be specified under DI Speed Channel.  The following adjustments apply to Launch Control Mode #1:  · Activation Control - This is the number of the Digital Input used to arm/disarm the Launch Control function. · DI Speed Channel - This is the number of the Digital Input used for vehicle speed measurement. · Disarming Speed - Launch Control will be disabled when the vehicle speed is above this value. · Launch RPM Table - This table specifies the RPM limit value used at a given vehicle speed.  Refer to the Limit Mode adjustment for information on how the RPM limit is applied.  The following adjustments apply to all Launch Control modes:  · Ign Retard Mode - This specifies the way ignition retard is applied to the current ignition timing value.  Options are: o Degrees - Ignition timing is altered from its normal value by the number of degrees specified in the Launch Ign Trim setting.  E.g. If the normal ignition timing is 12 degrees BTDC, -30 degrees Launch Ign Trim will make the ignition timing 18 degrees ATDC while launch control ignition trim is active. o Percent - Ignition timing is altered from its normal value by the percent specified in the Launch Ign Trim setting.  E.g. 300% will alter the timing from 10 deg BTDC to 20 deg ATDC while launch control ignition trim is active. o Degrees Absolute - Ignition timing is altered to the value specified in the Launch Ign Trim setting.  E.g. -35 degrees will make the ignition timing 35 degrees ATDC while launch control ignition trim is active. · Ignition Retard Table Mode - This specifies whether the ignition retard value is a single value, or is a 3D retard table. · Activation Control - This specifies the control channel to arm launch control. · Fuel Trim Table - This activates a 3d fuel trim table, this is useful for injecting extra fuel to keep exhaust gas temperatures down. · Launch Ign Trim - The amount the ignition is altered when Launch control is active.  The way this value is applied depends on the Ign Retard Mode. · Ign Trim Activation %TP - Ignition Trim is applied when the throttle is opened past this value AND the RPM is greater than the Ignition Trim Activation RPM. · Ign Trim Activation RPM - Ignition Trim is applied when the RPM is greater than this value AND the throttle is open further than the Ignition Trim Activation %TP.  Further more, there are adjustments relating to the limiting system used by launch control.  Link G4 ECUs use a progressive limiting system.  The limiting systems progressively cuts fuel and/or ignition over a specified limiting control range.  Throttle position is also taken into consideration to provide more aggressive limiting at high throttle positions.  Limit Mode The limit mode is used to turn the system on and off. When turning the system on, there are four available limit methods. · OFF - Limiting is turned off. · Ign % Cut - An ignition only progressive cut. · Fuel % Cut - A fuel only progressive cut. · Ign+Fuel (Rotary ONLY) - A special ECU controlled fuel and ignition limit for rotary engines only. MUST use Sequential Staged Injection Mode.  Note: In a setup using Staged Group Injection, ALL fuel limiting is locked out, the only limiting option available is ignition. Note: In a setup using Group Injection it is recommended for smooth limiting that ignition cutting is used. A hard fuel cut can be applied if required. Note: In a setup using Auxiliary Injection only use Ign % Cut limiting. Â

The Aux drives will read 12V unless the switching conditions are meet. ie while the fan or fuel pump are running the drive will then be at ground. When you turn the key off do you still have connection to the PC software? If you do you have a back feed causing the ECU to stay powered. This will stop the fuel pump from priming.

Areas to look and check would be the wiring of the cam and crank sensors, polarity will be critical. Arming voltages will need to be correct the arming voltage should be 50-70% of the peak voltage from the sensor at the given RPM. You will need a Scope to check this. If you have non resistive plugs fitted try a set of resistive plugs.

Yes the race technology options should be no problem.

hmmm thats an interesting adapter. The bad news is its not one we have made so I have no info to really assist.

You can send it to us in Christchurch. See here for details. http://www.linkecu.com/support/returns-policy Check that you have calibrated the TPS span and the MAP sensor is reading correctly.

If you get 1 deg then the trigger 1 and 2 need to be swapped. Then run the test again. Widest slot will be much wider than 1 deg.

Hi Armin The V88s wern't talk to the KMS units. We are only able to support them on the later i series units.

Do you have a photo of the adapter? Pinout for the Linkplus can be found in the manual found here http://www.linkecu.com/support/documentation/g1-engine-management-documentation/LinkPlus%20V14%20manual.pdf

Previously Autodream wrote: we need to have a 6 injector driver ECU, because the Atom and the stom can't run 6 injectors using 3 outputs. who is with me on this? Â The Atom or storm can do a 6 cylinder no problem you just have to run group fire fuel and run the injectors batched up in two groups of 3. Â

That is one of the first G1 LEMs, Currently it would suit a distributor application using an optical or hall sensor with one tooth per TDC. It is only able to be tuned with a hand control. To get it to talk to a PC it would need a V5 upgrade at $375nz + tax Â