Simon

One thing to note on the plugin ECU is that all the grounds are to the same ground plane in the ECU meaning all ground pins are connected together.
On the Gen2/3 ecu the following pins are ground pins.
1, 14, 23, 26, and 46

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The narrow band setting will be the one to go for.
This will give the clearest noise increase if knock should occur.
Frequencies outside will be suppressed but if they were loud enough can still get through to some extent.

Trigger two polarity is incorrect. Signal and ground connection need to be swapped.
What are you triggers settings set as?
I have seen a 0RPM reading when the trigger 2 mode is set to cam level. This would be incorrect for this application.
Triggers should be set as below.
 

Hi Charles, Thanks for the photo. That trigger sub-board is our 'single reluctor' type sub-board. To run the RB CAS with a changed trigger disc you will need a different trigger sub-board. We have these in stock and can change them over for NZ$150.

Few things to check.
Make sure the fault settings on the AN volt inputs are clear of the voltages being seen from the throttle.
On the Toyotas the TP sub will only span to about 70% of the main which will cause issues so will need to use the TP main signal to feed both inputs. (G4+ fixes this)
Check throttle moves in correct direction when doing the calibrate it should close then open fully.
IF you start with lowish PID figures it should be enough to do the cal process and then you can refine them later.

Would have to check inside the ECU but very likely its set for the stock 1gg
If you were able to post a photo inside the ECU we can confirm.

Thought I would fire this release PDF up.
Storm reinvented - Dealer Product Release.pdf

One trick that can help when doing the calibration is to lower the PID gain values to give a slightly less sensitive response.
Also need to be sure the voltages track nicely. There should be no dips or spikes as you progressively open the throttle.

Hi amvegeta,
Sorry forgot to follow up and redo for you.
Please find attached HOPEFULLY a screen shot of how to setup Dual Fuel, Dual Ignition, Dual Boost.
Regards
Dave.

You can turn it off or set the error / fault settings to be Error Low 0V Error high 5V it will no longer bring up the fault.
You might have to do the same for the wideband as these also often read 0V at key on engine not running.

Hi Rbmadhead,
FIRSTLY NOT A DOUBLE POST, AS I WAS TYPING MY REPLY SIMON ANSWERED YOU ALSO.
So you are referring to resigning the factory CAS and using standalone crank trigger and cam sensor.
The choice of triggers is up to you.
Mag reluctor type sensors are easier to wire (2 wires) one wire the positive goes to Trigger 1 ECU PIN A8 if it is the crank trigger and the other to sensor ground / shielded ECU PIN A 7
The same for the CAM sensor.
Positive goes to ECU PIN A9 and negative to ECU PIN A7.
If you choose HALL EFFECT SENSORS such as GT101's then the positive to the sensor should come from ECU PIN A6 8volt output.
This wire will be BLK/RED = 8 VOLT PIN A6
BLK/WH = TRIGGER SIGNAL = ECU PIN A8 if crank , ECU PIN A9 if CAM.
BLK = SENSOR GROUND = ECU PIN A7
I personally prefer MAGNETIC RELUCTOR TYPE SENSORS.
So that is just the sensor side.
Then you have trigger wheels and cam trigger lug to worry about.
Has your CAS died or are you simply wanting more accurate trigger inputs.
You also have the option of removing the 360 x1 and 6 x 60 trigger disc and fitting a 6 x 60 and single sync chopper disc for the factory CAS for high rpm use.
Google RB 26 CRANK TRIGGER KITS, I am sure there are a few around and one is made by a Harmonic balancer company Ross or the likes.
Regards
Dave.
Simon,
you answered while I was typing, ha ha, what are you doing up early.
The lil man didn't sleep again I take it.
Regards
Dave
 

Yes the race technology options should be no problem.

Hi Armin

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

We dropped it as most of our range now offer onboard knock.
We are considering a rework to make it more of a dedicated tuning tool.

The Knock sensor is a bit like a microphone listening to the noise of the engine.
Knock is normally a massive spike in the noise.
The G4+ Storm is able to take one knock signal in  as an upgrade option.

The 'Transmit Generic Dash' mode sends out a range of common parameters, it is useful for dashes that are able to have a custom configuration. The parameters that are sent are in the table below.
 
Setting up the Link ECU:
1.Open the CAN Setup window (PCLink > ECU Controls > CAN Setup)2.Select the CAN module to be used3.Set the Mode to 'User Defined'.4.Configure the Bit Rate to match what the dash requires.5.Select a spare CAN channel.6.Select 'Transmit Generic Dash' from the Mode drop-down menu.7.Set the CAN ID to match what the dash expects.8.Set the Transmit Rate to 20Hz or what the dash expects.9.Make sure no other CAN channels are configured on the same CAN ID as the Generic Dash channel.10.Click Apply and then OK.11.Make sure a Store (F4) is performed. 
Setting up the Generic Dash:
1.The dash will need to be configured to match the data layout in the tables below. 
All parameters are sent as 16 bit unsigned numbers, with low byte first.  Some parameters must be multiplied or offset (constant value added) to get the correct calibrated value.  The limits flags are sent through as a bit field (described below).
 
 Data 0
Data 1
Data 2-3
Data 4-5
Data 6-7
Frame 1
0
0
Engine Speed
Display (RPM) = Raw
Range = 0 - 15000 RPM
MAP
Display (kPa) = Raw
Range = 0 - 650 kPa
MGP
Display (kPa) = Raw -100
Range = -100 - 550 kPa
Frame 2
1
0
Barometric Pressure
Display (kPa) = Raw * 0.1
Range = 0 - 200 kPa
TPS
Display (%) = Raw * 0.1
Range = 0-100%
Injector DC
Display(%) = Raw * 0.1
Range = 0-100 %
Frame 3
2
0
Injector DC (Sec)
Display (%) = Raw * 0.1
Range = 0 - 100%
Injector Pulse Width (Actual)
Display (ms) = Raw * 0.001
Range = 0 - 65 ms
ECT
Display (deg C) = Raw - 50
Range = -50 - 205 deg C
Frame 4
3
0
IAT
Display (deg C) = Raw - 50
Range = -20 - 205 deg C
ECU Volts
Display (V) = Raw * 0.01
Range = 0 - 65 V
MAF
Display (g/s) = Raw * 0.1
Range = 0 - 6500 g/s
Frame 5
4
0
Gear Position
Display (gear) = Raw
Range = 0 - 6
Injector Timing
Display (deg) = Raw
Range = 0 - 719 deg
Ignition Timing
Display (deg) = (Raw * 0.1) - 100
Range = -100 - 100 deg
Frame 6
5
0
Cam Inlet Position L
Display (deg) = Raw * 0.1
Range = 0 - 60 deg
Cam Inlet Position R
Display (deg) = Raw * 0.1
Range = 0 - 60 deg
Cam Exhaust Position L
Display (deg) = Raw * -0.1
Range = -60 - 0 deg
Frame 7
6
0
Cam Exhaust Position R
Display (deg) = Raw * -0.1
Range = -60 - 0 deg
Lambda 1
Display (Lambda) = Raw * 0.001
Range  = 0 - 3.000 Lambda
Lambda 2
Display (Lambda) = Raw * 0.001
Range  = 0 - 3.000 Lambda
Frame 8
7
0
Trig 1 Error Counter
Display (counts) = Raw
Range = 0 - 255
Fault Codes
Display (code) = Raw
Range = 0 - 255
Fuel Pressure
Display (kPa) = Raw
Range = 0 - 6550 kPa
Frame 9
8
0
Oil Temp
Display (deg C) = Raw - 50
Range = -50 - 205 deg C
Oil Pressure
Display (kPa) = Raw
Range = 0 - 6550 kPa
LF Wheel Speed
Display (kph) = Raw * 0.1
Range  = 0 - 1000 kph
Frame 10
9
0
LR Wheel Speed
Display (kph) = Raw * 0.1
Range  = 0 - 1000 kph
RF Wheel Speed
Display (kph) = Raw * 0.1
Range  = 0 - 1000 kph
RR Wheel Speed
Display (kph) = Raw * 0.1
Range  = 0 - 1000 kph
Frame 11
10
0
Knock Level 1
Display (units) = Raw * 5
Range = 0 - 1000 units
Knock Level 2
Display (units) = Raw * 5
Range = 0 - 1000 units
Knock Level 3
Display (units) = Raw * 5
Range = 0 - 1000 units
Frame 12
11
0
Knock Level 4
Display (units) = Raw * 5
Range = 0 - 1000 units
Knock Level 5
Display (units) = Raw * 5
Range = 0 - 1000 units
Knock Level 6
Display (units) = Raw * 5
Range = 0 - 1000 units
Frame 13
12
0
Knock Level 7
Display (units) = Raw * 5
Range = 0 - 1000 units
Knock Level 8
Display (units) = Raw * 5
Range = 0 - 1000 units
Limits Flags - Refer bit field definition below.
 
Limits Flags Definition
Bit
 0
RPM Limit
1
MAP Limit
2
Speed Limit
3
Maximum Ignition Flag
4
Anti-lag Ignition Cut
5
High Supply Voltage Limit
6
Overrun Flag
7
Traction Limit
8
Low Supply Voltage Flag
9
Launch RPM Limit
10
Wakeup Flag
11
GP RPM Limit 1
12
CL Stepper Limit
13
GP RPM Limit 2
14
EThrottle Limit
15
Cyclic Idle Active
The attached file is a screen shot of this set up in PC link  

Simon,
get back to bed, your too sick to be on here
Regards
Dave.

We are hoping to have a CAN Vnet module soon once we have this we will do up a set of instructions which should make it all easier.
 

Hi Muzzy
It the TP signals that are not tracking or the FP?
On the Toyotas its common to have to adjust the FP sub 100 value to around 65%
TP on the other hand is normally ok.
You have the e throttle clutch engaged and the plate is moving through the full travel?
 

The ECU would be capable of out putting out I suspect some of the information the unit would need like TPS and RPM but is also really easy to connect these without can.
Its likely easier to wire for no can as a custom CAN configuration is not easy if the required stream data is not available.

Hi
 
Im assuming its a R34 GTT not the GTR R34?
 
On the R34 there is a speed input from the gearbox on Di4
The wheel speed sensor are not wired directly to the ECU so if you want traction control you will need to add wheel speed inputs via the XS connectors.
 
The Narrow band sensor is wired to AN Volt 2 on pin 50. The sensor when the engine is not running will often read 0V to stop the errors you will need to set the error low value to 0V.
 
The Di inputs can accept either a 12V or a ground input. If switching to 12V the internal pullup on the Di will need to be set to off.
 
The stock knock sensors are able to be used if you wish. You will just need to configure the knock control.
 
The closed loop fuelling should work so this is likely to be a configuration issue. We can look at your map to see the set up of this if you wish.

Software changes
Version 5.x.x.2627 (DLL Rev 2495) - 22-05-15
 
New Features
· The user can now start and stop logging by clicking on the logging status in the top right hand corner of the PCLink window.  
Changes
· ECU serial number input in file encryption system will only accept up to 5 characters now. · PCLink now requires the user to save all basemaps as .pclr files. · Continued improvement of new graphical interface. · Axes in the Axis Setup of a table now display two decimal places. · Trigger Scope voltage now displays whether it is AC or DC coupling. · When opening a damaged log file, PCLink now opens any data it is able to retrieve.  
Fixes
· Continued improvement of font visibility. · Restored log file marking and clearing on tables. · Stopped the focus from shifting away from a recently opened table or settings view. · Stopped the table/setting view history from becoming corrupt on ECU reconnect. · Parameter List scroll bar now resets its position when the scrollbar is no longer required.. · Time plot sliders are now always visible. · Increased fidelity of time plot traces.  
Version 5.x.x.2540 (DLL Rev 2495) - 20-05-15
 
Changes
· Improvement in the accuracy of time plot traces. · PCLink shows busy cursor while attempting connection to an ECU. · Font sizes in windows adjusted where necessary. · Colour theme settings now displayed alphabetically. · Clear statistics now prompts for conformation before clearing. · Tidied up settings view, time plot and runtime value list. · Trigger scope and runtime value parameters window now share focus more conveniently. · Layout tabs now wrap around when scrolling with keyboard.  
Fixes
· Fixed table chart from displaying 1D and 2D maps incorrectly. · Fixed CAN frame allocation indicator showing frame ID incorrectly. · Fixed mixture map from selecting the wrong cell when clicked. · Fixed view borders from not drawing properly. · Fixed the runtime value list window so the user cannot alter the order of tabs. · Fixed settings made offline from displaying an incorrect status colour.  
 
G4+ Firmware Version 5.4.3.2623 - 22-06-15
 
New Features
· Toyota 1FZ trigger decoding mode. · RiDE braking control for Yamaha FZ plug in ECUs.  Added RPS Analog Input options.  
Fixes
· Improvements to internal ECU self test commands used during production testing. · G4+ Fury ECUs could report incorrect error codes for internal wideband control.  This was not an issue during normal sensor operation. · DI 11 did not work on G4+ Plug In ECUs.  Also requires support processor firmware revision 3.

Hi Aaron
You need to use the Di input if you want the ecu to use the sensor.
This will also give you fuel temp off the single input.
The signal from the sensor can be shared all you need to different with the ECU set up is make sure the DI pullup is turned off.