Simon

Finally after far to long we have some recordings off the G4+ KnockBlock
These recordings are off our well abused 1UZFE VVT test engine.
 
 
Engine background noise.m4a
Mild Knock with bad tune.m4a
Severe Knock with bad tune.m4a

As far as I'm aware it has always been the case that it had to be manually saved.

Finally after far to long we have some recordings off the G4+ KnockBlock
These recordings are off our well abused 1UZFE VVT test engine.
 
 
Engine background noise.m4a
Mild Knock with bad tune.m4a
Severe Knock with bad tune.m4a

Next step is to check the power and ground supplies to the solenoid. You can also check the output of the ECU with a test light. If you put the ISC output to test on the light should turn on.

Does the adapter look like the one attached?
 
 

Hmmm that is most odd.
In theory when you read the config from the Vnet module they are the only inputs you can then assign to the Display.
So when you right click on the IQ3 tab and go to set the inputs these have to be form the available list the Vnet gives you.
Its almost like the Vnet module is not programed correctly. Im not sure if you can reprogram the pre configured modules.

Doing a bit more looking and it seems you might be able to reprogram each channel of the Vnet.
If you right click on a channel it will give set up options as highlighted in the attached image.
 

Only unusual thing with that sensor is you will not require the pullup on the Di to be turned on.
You will need to set the speed calibration number to make sure the ECU is reading the correct speed.
Once the ECU is seeing speed you should then be able to add EFI speed on one of the racepak channels.

If running the Serial adapter as pictured above you will need to have this disconnected to allow USB connection.
If running the later G4+ CAN adapter then you will be able to have both connected. However you might need to make a slight modification to the ECU by removing the RS232 wires from the short loom inside the ECU.
 

Yep the Xtreme will go up to 10 peak and 3 hold. Anything under that is mint.

Manual attached.
TPS wise any that you make fit will be fine.
MX5+.pdf

Hi Marty
I would be reasonably confident that there will be no more changes to the logging or amount available.
 

Will have a fix for the group fire bug in the next firmware release.
On the M3 trigger mode, group fuel  it would only fire the odd numbered injector drives.

Any MAP with a 0-5V output can be used. You will just need to know the calibration to be able to enter it into the ECU.

Yes that is no problem to do.
For high impedance injectors only change needed will be to reduce the fuel master to get the mixtures correct.
If using low impedance the peak and hold currents will need to be adjusted to suit the currents required for the paired injectors.

Depending on the age of the Atom it could be one of the early units that did have injector drives more prone to failure. But generally when the drives failed they wend to a short to ground causing the injector to be stuck on.
I would certainly confirm all the loom is 100%. Swapping over to the second ECU will be a big step to proving this.
Just make sure there is no short to 12V on that drive before connecting the replacement unit.
 

Hi Rampant
It can do but it is not intended to be used this way. Its intended purpose is to keep the fueling as close as possible under cruise conditions. And in situations where emissions might be tested.

Left to right with locking catch at top.
1 GND
2 CAN L
3 CAN H
4 RX
5 TX

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.

Hi Guys
I was running the above setup about 6 months ago, Had the same problem the VE fuel tables values were very small. So compared air per cyl values and found by reducing the engine capacity from 1752 to 250 cc was able to have VE table around 70% WOT.
What setting makes this happen is "Equation Load Source:  Load = BAP"
Have since changed to Load = MAP  and all is good.
Solution for you is wait for correction from Link, or change your engine capacity value,  or if possible switch to "Load = MAP".
Hope this helps and best of luck.
Cheers
Andy
 

Andy, yes I think you are right with a factor of 10 being at play in the mix somewhere...
Fant, another work-around you could use to get you running with realistic numbers and settings would be to switch your equation load source to MAP. Then just set up one of the analog inputs as a MAP (but you don't need to have a MAP sensor connected), just set up the error value to 100Kpa so the ecu sees a MAP of 100 all the time.

No it should not be wired in firing order. 1>1, 2>2, etc as you already have it is correct.  You need to put a timing light on it now to check your trigger offset. The reason is before when it had a distributor the offset could be out by 180 or 360 deg and it would still run fine, now with COP it will only run when you have that setting correct.  

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

You can wire the first 6 injectors in sequential and then the second set in two groups of 3 and fire these in a group mode.
ECU setting is sequential staged, the staged injectors are on drives 7 and 8.