Adamw

Generic dash is what is referred to as a compound message - or sometimes called a multiplexed or row counter. So with this technique you send multiple frames all with the same ID, typically we use ID 1000 or 0x3E8. One of the bytes in each frame is used as a further ID so that the receiving device knows what data is in each frame. This further identifier is called the Compound ID/Frame ID/Multiplexor or row counter. Example from Generic dash below, Byte 0 is the frame ID. So if the receiving device receives a frame with a value of 2 in byte 0, then it knows this frame has Inj DC, Inj PW & ECT in the 6 data bytes. Generic Dash 2 is what is referred to as a sequential message. With this technique even though you still only set one ID in the software, the ECU will send out only one frame on that base ID, then each further frame is sent with an ID that increments by 1. In generic Dash 2 there are 4 frames of data, so the first frame gets sent on ID 1000, the second frame on 1001, 3rd on ID 1002 etc.

The G4 does have internal logging.

Unfortunately not. The firmware engineer that does the trigger code has just gone on holiday for a month and he has many other high priority tasks to get through upon his return. I will put it on the list of feature requests but unfortunately it wont be in the near future. You best option will be to fit a more conventional trigger disc on the front pulley and use that with the existing cam sensor.

Correct, it uses decimal. We have added a small note above the ID field to make that clearer in the next release. 0x700 would be 1792 and 0x702 would be 1794.

Load is usually not relevant since you are just trying to compensate for the change in air density. If it is going lean only after a hot restart that would suggest the sensor is reading hotter than the air actually is. As you say this might be an air flow issue or sometimes the mass of hot metal around the sensor can cause it. A temp sensor in the intercooler plumbing just before the throttle body often works well as the pipework doesnt have a lot of mass and it is hard to not have the sensor in the air stream. The other cause of lean hot restarts I have come across occasionally is with fuel systems with surge tanks with the return going back to the surge tank. After a hot restart the rail will be 100deg C or so and depending on how the plumbing is oriented etc you can end up with the very hot fuel (low density) just circulating between rail and surge tank and it takes a long time for that to come back down to normal. If you wanted to try a 3D IAT, out of the MAP/TPS/RPM options you suggested I would go for TP or MAP as those are more indicative of how much fuel and air are moving through the system which would cover both the possible causes mentioned above. Another axis option to consider on the 3D IAT table is engine run time. So at high IAT's you add some extra fuel for the first couple of minutes or whatever it needs before it fades back to a more typical IAT compensation.

No, cant see the raw data at this time. Can you give us some more info about what you are trying to do, along with your tune and a pic of your sniffer data.

Logging status is for the internal (ecu log), not PC Logging. There is no way the ecu knows if PC Link is logging or not.

All CAN lambda's are programmed as Lambda 1 by default. To change this, go to >ECU Controls>CAN set up>CAN devices. Select the correct CAN port/module that the lambda is wired to, then hit find devices. Once found change the parameter to Lambda 2 and click send. You will then need to power cycle the lambda and it will show as Lambda 2 next power up.

I dont but I could possibly set up a starting point. Does this one have the 18-2-2-2 flywheel trigger and the half moon thing in the distributor/CAS? What size injectors? Is that a ford idle valve? is it going to be boosted or NA? What does it have for a MAP sensor, ECT and IAT sensors? Maybe give us a list of what inputs and outputs you have stuff connected too.

I think the black plug in the 05-06 model. Picture below is looking into from the wire side of the connector housing. Pin 1 = 12V or 5V should work Pin 2 = signal Pin 3 = Gnd

Yes trigger 2 is wrong polarity, you will need to switch the +/- wires at the sensor connector. As I said at the start, this trigger mode can only work with distributor ignition, it is not capable of direct spark. The cam sensor on DI1 is not considered using this trigger mode. We dont currently have a trigger mode that can use 2 x flywheel sensors and a cam sensor.

What G3 ECU do you have? Just a G3LEM (26pin connector) or G3 Link plus?

So what is the problem? Is it displaying moving values but they dont match the gauge? Or is it just a static value not moving? Or is it zero? Attach a copy of your tune.

The layout is not saved in the ecu, it is the screen layout for PC Link to display on your laptop. It will be the same no matter which ECU you connect to the ecu. Note you cant use G4+ layouts in the old G4 PC Link.

I havent come across that one before so dont have a lot of advice to offer. But I would try a different laptop if you havent already. I would also disconnect CAN bus or unplug ECU, and any other inputs that are connected to the dash if any. There is also Aim support office in AU that you could call to see if they have any advice.

There are no units settings in the old G4. For some such as oil or fuel press you can just change the units in the cal table to psi then use the parameter "AN V2 - Oil press" instead of the channel "oil press". For some of the special channels like MGP there are seperate Kpa and PSI parameters. Logging Status works for me. Check you are using "Logging Status" and not "Logging Status - Old"

I have heard of any need to change anything for the common OBD2 hondas. Does your fan work if you set inj6 to Test (ON) mode?

Hmm, dont think so. No known issues with the G4+ Polaris trigger mode. We used to make the Vipec plug-in for the RZR so it was very common and well tested. At least I see no cases related to it in our support ticket system, and certainly no contact from any USA dealer in our system recently that I can see. G4X will definitely help with having the MAP sensor on the scope so we have something to help set it up right.

You could either enable multiple boost tables and switch between the tables with the DI. Or you can stick with a single table and just put the DI on one axis that table. Depends how complicated you want to get.

Issue one usually means the main power supply to the ecu is missing (pin A5). If there is no 12V supplied to this pin the ecu will still power up via a backfeed through an aux, but a backfeed generally can only supply very little current. So as soon as you try a processor intensive operation such as firmware update or sometimes even a store the ecu will brown out. So unplug ecu and confirm there is actually full battery voltage on pin A5 in the loom. Issue 2 - will need to see a log. In G4X the idle valve does the integral component (long term error), while the idle ignition does the P & I component (immediate error correction). If the oscillation is due to the idle valve position then it would suggest your integral is too high. Issue 3 - I dont have any experience with the 2 wire LS alternators, I have only used the 4 wire ones. Looking at diagrams on the web one pin is sense and one is the lamp. Sense pin would usually be connected straight to battery positive. The Lamp pin would be connected via a bulb to ign switched +12V - and this pin would certainly ground at times but shouldnt above 2500.

Both the oil press and MAP sensor inputs show zero volts. This means those inputs are in fault state and using the error value (100kpa for MAP). Did the oil pressure used to work? I would start by confirming you have 5V and ground at those sensors before replacing them. It would be unlikely for two sensors to fail at the same time.

Try something more like below. Usually you want a lot of retard so that restoration of full torque from zero torque is more gradual. Deactivation RPM I usually find more like 1500RPM works ok from me but I dont normally need to experiment with that too much. Also, make sure the VVT isnt activating/deactivating right on the same RPM as that will make a big jump in torque too.

I wouldnt worry about the idle valve postion, that will have no effect. For the stumble I suspect possibly too much fuel. When you stab the trhottle the active cell moves from the green cell in the picture below to the red cell so this adds quite a bit more fuel. Usually I find most engines the low RPM columns are similar numbers all the way from low MAP to high MAP. So when you consider MAP has been increased by 2.5X, fuel table number has increased by 1.8X, accel fuel is multplying by 1.35X, you have a total of 600% more fuel going in when you stab the throttle. Have you tuned the red area of the fuel table steady state?

Use the map below as a starting point. You will have to assign all IO to match your wiring. New 4age20v.pclx