Adamw
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Posts posted by Adamw
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I suspect the main ground would have to be missing. The ignitor would need to see a high voltage on the ign output pin to start passing current. The ecu would have the ign outputs connected to ground at power up so that would suggest the ground is missing or not actually ground. Try back probing the ground pins 26 & 34 with ecu plugged in & ign on and measure voltage between those pins and batt negative. Anymore than about 0.2V would suggest the ground is bad.
You back probe using a needle or pin pushed down beside the wire until you feel it touch the terminal inside. Something like this:
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Yeah you have caught it in one of those scopes. If you look at the parameter "trigger 1 state" it should change from "counting" to "tooth after sync" once its counted 12T and is expecting to see the sync again. Provided it sees the sync again where it is expected to be then it will go back to counting and do the same 12T later.
In the places where they trigger errors occur however we see the state change to "tooth after sync" after only 10 or 11 teeth, not 12. So this means the ecu must have received a random "spike" on the trigger 1 signal that has met all the criteria to be accepted as a "tooth". The trigger scope is too low res and the sample rate is too low to show this spike.
Do you know anyone with a standalone oscilloscope? What does it have for an ignition system? Do you have resistor spark plugs? If you go to >help>ecu information, what maincode firmware version do you have?
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6 hours ago, Tuns said:
The "cut" can be seen at 2:16.
Did you attach the right log? The engine is idling at 2:16 in that log.
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In G4X Im pretty sure you can use absolutely any runtime you like on a table axis. At least torque request can be used anyhow.
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CAN is not on the expansion loom, there is a separate 5pin socket inside for CAN 1.
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Pull the ecu out of the car and power it up on the bench to see if you can connect to it then. This is the easiest way to isolate any wiring issues. You only need 12V on pin 5 and ground on pin 34.
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GND = Sensor ground. +5V = Sensor supply. DI* = digital input. Volt* = 0-5 volt Analog input. Inj4/5/6 = injector drives for upgrading to sequential injection. Aux 9&10 = Aux outputs or E-throttle motor drive. Temp* = Temp sensor inputs.
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1 minute ago, Quixrep said:
i showed you many times why i thought that, i m watching link changing the documents as i type.
Nobody's changing anything, the whole of NZ (head office) is on holiday at the moment, and I dont have access to the website or even have a clue how to modify it, in fact im not even sure if anyone at Link can or if its done by a 3rd party.
Both the G4X and G4+ manuals are still on the website now unchanged just as they have been for the last 2 years or more. We have PC Link and manuals on the website for all of our ECU generations all the way back to G1 which is ~30years old.
You keep referring to a G4+ manual so im trying to understand why in case we do actually need to change something? You have a G4X, it would have come in a G4X box, with a G4X manual, its even got G4X printed on the ECU itself. I cant see how a G4+ manual would have been shipped with the ecu as we would have had to especially get it printed to do so. Did you buy the ecu new from a Link dealer? Do you have a paper copy of the G4+ manual or did you download it?
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You dont have a G4+ ECU!!!! Why do you think you have a G4+ ECU?
Of course the G4+ manual says to use the G4+ software because it is written for a G4+ ECU - which you dont have.
What is the reason you keep mentioning G4+?
13 minutes ago, Quixrep said:here is some clips from the G4+ install manual, for my G4x ecu
But that is not for your G4X ecu - that is for an old G4+ ecu. The correct G4X manual came in the box with the ecu and is also available on our website which I linked to in a previous post.
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Again, you have a G4X, not a G4+. You even said yourself you have a G4X HC92X:
10 hours ago, Quixrep said:it is the G4X HC92X
So, you need to use the G4X PC Link that I showed above and the G4X manual which is on the G4X manual page: https://linkecu.com/software-support/g4x-manuals/
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13 minutes ago, Quixrep said:
why does the package and even the website say 4g+. very confusing that the ecu product description says G4x but the download for this unit says 4g+.
Where are you getting this info from? We havent sold G4+ plug-in ecus for a couple of years now?
The G4X software is very first one at the top of our downloads page here: https://linkecu.com/software-support/pc-link-downloads/
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I thought it would be obvious that you would need G4X software to connect to a G4X ecu. So you will need to install G4X PC Link.
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Either would work fine in this case but typically the falling edge will be slightly sharper. So I would set trig 1 edge to falling, for trig 2 I would set the sync mode to "cam level" and either rising or falling would be fine (offset will change by 360 depending which one you choose).
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On 12/27/2022 at 9:33 AM, Adamw said:
If you could back probe at a coil connector and measure voltage between pin A&B with just ign on, and also when cranking that will give us some clues.
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Both can work very well and can acheive smooth and fast arrest of wheel slip.
The G4+ was a lot more basic, it could only apply retard and cut proportionally with each other at the same time for torque reduction. G4X torque reduction is more sophisticated with a dedicated torque management function. So the ecu can estimate how much torque the engine is making and achieve the required reduction using a mixture of retard, cuts, e-throttle & closed loop boost control. It will initially use retard, then cut to arrest slip since these have immediate effect on torque, but also initiate reduction of throttle and boost at the same time, when these slower moving torque reduction methods catch up the cuts and retard will be removed or reduced. This allows less reliance on cuts and retard which can be quite hard on the engine especially in cases such as a wet endurance race where your TC may be working hard for hours.
G4+ only had 2 slip tables, G4X has 2 slip tables and an overlay table, and you can also add a GP PWM to one axis of one of the tables if you want to add further control dimensions.
G4X has further improvements to the slip sources also - for example it can be set up to use the "outside wheel" (uses the on board acclerometers to determine which way the car is cornering) for the driving wheel speed source which works better for some types of diffs. It can also switch between two different wheel speed calibrations if for example you have different sized wet and dry tyres or drag/road tyres etc.
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7 hours ago, curly said:
why are you using the MAP switch
Map, not MAP. "Map Switch" is a term I mostly hear from English/UK users - it refers to a switch which changes the tune/tables/config/map or whatever the ecu can do, that may be high octane/low octane, high boost/low boost, economy/power for example.
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On 12/26/2022 at 9:33 PM, My5t3ryM4nN said:
I do believe I also have the purge valve available from the evaporator (Ign 8, Pin 36)
I would not use an ignition drive for the boost valve, the ign drives dont have flywheel diodes so you will get slower response than a proper aux since the magnetic field will be slower to collapse and the high flyback voltage possibly wont do the driver much good in the long term.
How about aux 4/pin46?
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2 hours ago, Quixrep said:
i am having the same exact issue. same codes ect. i have a g4+ ecu brand new out of the box. the laptop sees it is a link ecu but wont install the drivers. i have read all the forms and no solutions work. please help i have win10 64x
What is your ECU serial number and what software are you installing?
What device shows in windows device manager when you plug the ecu in?
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What coil pin are you referring to as "REF"? Pin B?
Is your B137-24 pin in position 16 in the link pinout?
If both of those questions above are "yes" then it sounds like possibly a ground offset between engine and ecu. These coils use TTL so quite low voltage switching point. If you could back probe at a coil connector and measure voltage between pin A&B with just ign on, and also when cranking that will give us some clues.
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The CAN Lambda receive stream is just a single frame so you dont need a row counter/frame ID. Just use the static value function to insert an "85" in byte 0.
Example:
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It is possible but you will use up quite a few resources. The G4 can only take 0-5V analog EGT signals, so you are going to need 6 spare analog inputs to start with.
For the fuel trim you can assign a table to each cylinder - but remember there are only 12GP tables available in G4 so if you use 6 of them for just EGT then it may limit what you can do with other functions.
Also, fuel trims for controlling EGT often arent particularly useful in my experience, especially if its only petrol.
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"Frame ID" is called "Row Counter" in RS3.
CLL - Minimum lockout parameters & LTFT table setup
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You can just put zeros in your 3D trim limit tables where you dont want CLL to operate.
Not possible as the LTFT table uses a GP table which has a max cell count of 16 x 11, whereas the main fuel table cell count is 22 x 20. If your Fuel table is 16 x 11 or less then you can use the import/export tool to copy it to the LTFT to get the same axes.