Gsab

I am running the PRP 36-2 setup. I would suggest you lower your trigger filtering to 1. I had a Cherry hall from PRP fail on me. Replaced it and all was well again. The failure was within a few days of getting the engine started. You running the 12 tooth setup ? Funnily enough, also RB26 in a S14..... *Just to add-PRP 36-2 trigger offset is 284 deg.*

Hylt, you still using the old VW wasted spark factory coil setup ? Internal igniters ?

I went and read ALL 206 pages and all the topics in this forum. Yes, it is a lot ! What I found was that most of the questions asked are pretty much the same issues, just in a different format. Same problems. Adam, you are a Trojan mate ! Putting up with the same stuff ad infinitum.. I really learnt a sh*tload of how the ecu works and how the features inner working are interlinked. I am sure I still now very little but was able to help myself. I also discovered that Adam no longer works for Link, that's a double kudos to you for handling a large part of this forum bud. The biggest thing I saw was that there was no acknowledgement for Adams or any other persons input, advice and problem solving. Once the answer was given, hardly a reply or thanks. An eye opener. I have solved all my immediate issues( I hope) and thanks for your input Adam , CJ , Vaughn and others ! Thanks guys, it is appreciated greatly .

Know this is an old topic but HTG Gcu in Poland do a full stand alone gcu for most popular DCT and auto boxes.

Mmmm,,,then something`s the fk the matter...Thanks, will find it.

Thanks, I rewired everything to run off Can 1 on plug D, all is good. It is one of the old Link display cables. Can you confirm that I need to supply 12v to Plug D for the fuel pump Aux 14 to work properly ?

Yea, sorry. Aux 14. I am using my old Aim dash which has the round can plug fitted. Just beneath the comms plug. I am not using the dedicated can hi and low on plug D. If this is connected, I lose comms to laptop ie: disconnect. I take it then that I should rather use the dedicated Plug D can Hi and Low ? Thanks.

Adam, I was under the impression that Thunder can do ecu/laptop comms at the same time Can is active ? I know my Vipec could only do one at a time. I am using An14 for fuel pump control, could not get it to activate, do I need to supply Plug D with 14V separately for this function to work ? I will still post Log files , I am re checking all my hardware first.

Yup, agree totally. I seem to have a Honeywell 0-16 Bar fuel pressure sensor fitted !! Always worked well with my ViPEC V88.I think a big problem here is is related to this sensor as well. Thanks for the info though, enlightenment when you cannot see the trees for the woods anymore....Ill load logfile this evening.

In the modeled fuel setup, the DW injector data size setup-what would you input ? 1000cc ? As a point of interest, what would the link injector driver be classified as, Type A or Type B drivers ?

Thank you Sir, I shall try this today. Will also load a log file soonest.

Yes, latest Firmware update installed. I shall look at GD, thanks.

What t/b new or used and what a/p, new or used ? I would also think that An t/b relay voltage is monitored by ecu to operate in a "green" state ? Is your PDM supplying t/b direct ? Bypassing ecu completely ?

Firstly, my first attempt at modeled fueling . I am having to input ridiculously small fuel numbers for the engine to even start and idle. I am sure something is not correct somewhere . RB motor, 3.4 l stroker from Spool. DW1000 cc injectors, base fuel pressure of 3 bar. DBW (Thunder ecu) Doubt this should influence anything but running a Kinsler mech fuel pump , see no fpr creep due to volume back pressure at idle or medium revs. (2x separate returns for surge tank and fpr) Inj dead times as per DW spec sheet. Modeled info may or may not be correct - I do not know what some of the specs of our fuel is here and I have taken Link data semi assuming that fuel-95 octane-should be pretty much the same. I have dropped the fuel cooling effect down to 8 deg at this stage as I really need to get the motor running before doing the whole fuel cooling exercise thing . Not going duel fuel at this time. One issue I have is that DW injector sheet shows testing flow is 711cc/min @ 3bar test pressure. I have set this up at 711cc and tried 1000cc . Not much difference in results. Attached my file . And a small log file......mmm, exceeding 6.02 M file. COVID APRIL S14 RB 34 new Layout 2.pclr

Hiya, was your 017 025 sensor a 5 or 6 wire ? Missing the green wire ? I see this is the trimming resistor, how super critical is that ?

Got an Opel Astra power steering pump fitted to my car, need to figure a strategy to control the thing. Main power always connected via fuse circuitry. It has 2x additional inputs that get 12v simultaneously to make it active. One stays connected to 12v. The other needs 12v only when the steering input is changed , this spins it up to full power. Once the input stops, need to disconnect this 12v source until the next input. I would need some sort of column activation sensor, input to the Thunder with an appropriate output. Any ideas?

Had the same problem and simply gave an + Ve via my main relay. I have a single main relay making 6 other "hot" the moment the key is on. Perhaps Adam can advise on a different method. On my ViPEC instal I had 2x relays wired up working the fan.

Its select able switching high or switching low. Remember not to exceed current limitation of the output should you switch high. A single automotive relay will be fine, draws about 50% of the outputs max.

Mike, did you ever find PID settings for the 82mm Bosch t/b ?

Also asked the same question on the Link Facebook page, interesting feedback there. Adam, if you would, Once I am ready for the HTG Gcu to Link pairing if I could knock on your door for advise.....pretty much in over my head here...

Aah, I shall do so. Thank you. Edit: Bingo !! All good. Thanks Adam/Vaughan.

Your deduction is spot on Adam, I have just changed the Target table to table # 3 and it all works perfectly. I have not yet looked at the contents of table # 3. Target table 1 and 2 do not work. I am attaching both my pcl and log file. Learning long and hard here..... Thank you.

A simple fuel temp adapter. You could use a straight through log type setup as well. 20200930_114613.heic

Hi Vaughn, thanks for the response. As requested, Logfile. Changes made as per your suggestion. Please note that I have changes e-throttle relay form a high to a low activation as well. Wired in changes. As mentioned, AP and T/B calibrate perfectly, 500hz buzzing heard from t/b. Switching e-throttle off and manually deflecting the plate, reads t/p high and low as required.

Started my install as you can see by the naming of it in April. Got the above Mercedes AP module working great, calibrated, I used Adams generic settings as per the new Layout files he so graciously supplied.(Thanks for those) Throttle wired in, calibrates, and then it sits and buzzes. Cannot get the AP to activate the t/b at all. Not in on mode nor in setup made. Switch dbw off and manually activate the throttle body blade and the Tps voltages work as expected. Relay wired in as required, working as intended. 2 days of checking why sure makes that cable t/b look attractive ! :-) I have attached the PCL file that I am using, please note the the relay has been moved from AUX 16 to AUX 8 and worked as intended. Any help as to why the t/b will not activate would be most welcome.