Adamw
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Posts posted by Adamw
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Email tech@linkecu with a brief note that you wish to return a plug-in ECU for an e-throttle mod with your location and they will get you to fill out a service request form and will give instructions on where to send it etc.
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You need to use ign 1-4 for the coil signals. The 12V should be from a source capable of ~15A. Ground needs to go to the cyl head.
Boost solenoid needs to be connected to an aux output, ethanol sensor needs to be connected to a DI.
If you have a wideband capable of CAN bus comms, then yes you can connect to CAN 1 or 2 using a CANJST cable.
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That is definitely a trigger issue. The scope will be the best way to see what is wrong.
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Contact [email protected] and they will advise where it needs to go for the update.
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I suspect this car would want a "V4" ecu, check that your existing ecu has the same 3 plug header as this one: https://dealers.linkecu.com/WRX4X_2
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Yes, leave them at 1. G4+ was hard coded to use sync tooth 1 and anything more than 1 gap would need a custom trigger mode written. G4X is a little more flexible.
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The main issue is your trigger set up is wrong.
G4+ is set up with multi-tooth/missing, 24-1, reluctor on crank, hall on cam.
G4X is set up with multi-tooth, 24, no missing, reluctor on crank, reluctor on cam.
A couple of other comments:
Injector deadtimes are different.
Lambda target table doesnt look good in either ecu.
Dwell table is wrong in both ecus. Dwell should reduce as battery voltage increases.
Put 5.0 right across the sens table in accel enrichment.
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No, the max for a cal table is 16. 16 Vs 24 is not going to prevent the engine from running, so you have some other issue. Note the axis breakpoints are free so that means you can close up the increments at the zero end of the calibration where the resolution is needed then open up the breakpoints at higher air flows where the "curve" is closer to a straight line.
Personally I would say to not even bother with a MAF, your life will be a whole lot easier if you stick with speed density. There is not proper MAF support in Link ecu's, you can make them work but it will be a lot more work with fuel control that is not as good as SD.
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All your drive links are restricted, you need to go back to the sharing settings and change it to something like "anyone with link".
Im not sure where the advice that 19V was bad and add resistors to a trigger circuit, all that has done is reduced the SNR and noise rejection. 19V is normal for a VR crank sensor, it is not uncommon to see over 50V for high tooth count wheels at high RPM. The filter should generally be on level 1 for a 36T wheel, I dont like level 2 on anything more than 24T as I have seen it filter out actual teeth before.
Can you give us a PC log with a trigger error also.
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There is no MAF signal sent out on the CAN bus with the stock ecu as far as I remember, but there are several torque related channels sent from the ecu to the DCCD, and the factory ECU uses the MAF as one of the inputs to approximate engine torque. The Link ecu instead uses the "torque management" function to generate the approximated engine torque, (air mass is already calculated in modelled fuel equation). All of the torque related channels that are generated by the link ecu are very similar to the OEM ecu and I tested this for quite a few months in a large range of operating conditions. Our base map will be close enough for most mild road engines. Even with the stock engine and ecu the engine I found the torque variable is already maxed out at less than WOT so increasing engine torque or power above stock should not make a lot of difference to how the DCCD behaves either.
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Can you attach your tune and a log of it idling. Your idle PW is longer than it should be but I dont think it is wrong enough to need the master at 48ms, so I suspect you probably have multiple issues.
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You dont have a firmware problem. It sounds like you potentially have two issues.
Firstly I would contact [email protected] to confirm whether your ecu has the updated USB circuit, if it is an old one then sending it back for the USB update may help.
Losing connection at high loads is generally due to EMI interfering with the USB coms. As cylinder pressure increases the spark voltage increases dramatically, as an example on a modern COP engine you may have say 1-2000V at idle, compared to 20-40000V at peak torque. So there is a lot more potential to generate EMI at high loads. There are many strategies the factory uses to minimise EMI, it typically it involves keeping the return path back to the secondary coil as direct as possible, often some type of suppressor on the power supply and things like resistor spark plugs etc. So these are the first things to check, make sure spark plugs are resistor type, check all engine grounds are present and clean with low resistance/voltage drop, if there is a factory suppressor then test it or replace it. Check all the terminals on the coils are tight - the terminals on subaru coils are well known for losing their spring tension and making bad contact.
For the low "communication speed" - the "Hz" at the top right of the screen is actually the screen redraw rate. It will be effected by bad coms, but it is typically more related to the laptop power and graphics drivers. It should typically be around 45-60Hz depending on how much stuff you have set up on the page. If yours is always low - even with the engine not running then I would consider it more a laptop problem. If it is fast/normal with the engine not running but drops to 7Hz only when the engine is running then we would lean more towards a coms issue. Do you know anyone with a completely different laptop you can try?
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If you get no spark with the ign test it would suggest a wiring issue, but first please do a log of it cranking and attach that and a copy of you tune here.
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@duncan351You would be best to start your own thread with scopes etc, unlikely related to the OP that was getting trigger errors at all RPM's, even during cranking etc.
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Ok, if it was a link ECU you wouldnt need to change the ecu at all if you were keeping the vvti loom, you would only need to change a couple of wires at the engine end of the loom and some settings in the ecu. So we would not have any need for such an adapter.
Try Mark panic at Panicmade.com, he knows his Toyotas well and does lots of adapter harnesses for a huge range of them, far more than you see on his website.
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It looks like it has never been calibrated or tuned as it just has our base map offset values in there. Go to VVT>cam angle test, set it to calibrate and it should do an automated calibration and turn itself back to off when done. Then check if the VVT is working. Your exhaust target table only has zeros in it so you will need to put some negative numbers in it to confirm it is working. Then both targets will need to be tuned.
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That gauge only works with a specific AEM CAN protocol, in our newer ecu's with configurable CAN you could make the ecu duplicate the AEM messages to make that gauge work, but the older G4 (non-plus) ecu did not have configurable CAN so you wont be able to make that gauge work.
The Link CAN gauge will work, as will CANchecked, BTI and the perfect tuning gauges. Your ECU if the serial number is less than 10000 will need the CAN hardware update if not already done.
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Video attached to explain.
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I dont see any throttle related issue in any of those logs. You can see in the pic below the TPS is already closed where my yellow cursor is, yet RPM still increases for a long time after that. You have vey good throttle response with the TPS following APS with little delay.
So Im not sure where the increase in RPM is coming from. If you are sure it doesnt happen with the factory ecu then that rules out all the mechanical ideas I have such as a leaking brake booster diaphram or similar, and only leaves tune related factors.
I notice your VVT is not working so I would fix that as a start. The next thing I would try is make the idle base position table 3D with RPM on one axis so at RPM's above idle you can have base position set to say 0.5% so the throttle closes more when you first lift off rather than the 3% that it is going to now. Note this will put a lot more mechanical impact on the throttle body gears etc so be aware of that. My only other thought is try a lot of retard in the high vacuum area in the ignition table (or use a transient retard table), that would be pretty unusual to need to do that though.
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Yeah that should be correct. The only thing I can think of is check that the Error high and error low settings are set correctly. I have seen some cases where they had been set reversed - ie they had error low at 5V and error high at 0V so the input was always in error mode.
Temporarily set error low to 0.00 and error high to 5.00 to disable fault detection.
If still no good from there I would connect a multimeter instead of the ecu to see what that shows.
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For the non VVT engine, assuming it has a proper 60-2 pattern and not the original weird Renault 60-1-1, then you can connect a MAP sensor to one intake port and use the MAP level sync function to get full sequential and direct spark.
For the VVT engine you will need a cam sensor (on a part of the cam, not the sprocket). Clio 3 flywheel and cam would be the easiest if that is possible. Otherwise if it again has a proper 60-2 pattern and not the weird Renault 60-1-1 then you are pretty free what you can do on the cam. It will need 2 teeth or more and some non-symmetrical pattern that is different on one crank rev compared to the other so the ecu can determine phase. So you could do something like toyota - 3 evenly spaced teeth all the same size, or in a 4-1 pattern, or the common "2 long, 2 short" like the clio 3 had.
G4+ JZX Link plugin Installation manual - link on website wrong + base map?
in G4+
Posted
There were very few G4+ JZX plug-ins as they were released just around the time we changed over to G4X. However the pinout is identical and the G4X manual has a more complete pinout so its probably better to use that anyhow.
I will attach the map and G4+ manual.
Toyota JZX100 G4+ Xtreme Plugin.pclr JZX100.pdf