Adamw

The i88 was replaced with the G4+ and development continued under G4+ branding. You can use the G4+ PC Link and load the latest G4+ firmware into the i88 for all updates.

I havent personally tested one but it should do provided the controller has at least 2.03 firmware. Set up just like a Link CAN lambda in the software. https://www.haltech.com/haltech-wideband-controllers-now-compatible-with-link-ecus/

The serial number in your signature is for a G4+ was why I was asking.

Is it a G4 or G4+? Adjust the master fuel number until the mixture is in the ballpark.

You would generally do a custom setup at both ends for a PDM. Typically there is not much needed, usually just things like a fan and fuel pump request and maybe a button status or two from the keypad.

The log shows it is working correctly. The fan wont run unless the engine is running - is that what you mean? The log shows the fan is on when the engine is started the 2nd time.

Several old nissans and mitsubishis in late '80s/early 90's used used a similar system also but it disappeared from most cars mid 90's. I assume it was something to do with the crude ecu they were using but dont really know. Possibly needed in some extreme climates but I have never needed it with an aftermarket ECU.

You should have 0 in the top row of your E-throttle target table. But there should be non-zero values in the idle base position table, so throttle is not sitting hard against the stop.

So voltage on AN V 2 & 3 doesnt change even if you move the throttle blade by hand? If so then you have an issue with your wiring/pinout.

The F40 has just 4 teeth on the crank and 2 on the cam. 144 on the flywheel is not going to work with a cam sensor. The problem is there is only 2.5deg of space between each crank tooth. So if you center the cam tooth exactly half way between two crank teeth then it would only take 1.25deg of cam movement either way due to drive backlash (cam belt/chain/tension/keyways etc), then the cam tooth would would suddenly occur 1 crank tooth earlier or later than expected so this would cause a trigger error. Usually engines with a high tooth count flywheel trigger would have an extra sensor with a single "TDC peg" somewhere on the flywheel to sync - but they are typically not capable of direct spark or sequential. You are probably best to fit a missing tooth trigger wheel at the front.

>Engine protection>speed limiter. >Fuel corrections>dual fuel table. Similarly >Ignition corrections>dual ign table. You can also use the same switch or conditions to swap between up to 3 boost tables and 3 E-throttle tables at the same time.

Attach the tune and a log

Are they wire-in silver boxes?

Password protection is absolutely required for many different reasons. There are plans to allow more granular protection of some features in future but it is complicated and not being worked on at present. In some regions the tuner has to certify compliance with emissions laws as part of the tune. Some engine builders that give guaranteed engine life lock the tune so that the safeties cant be removed. In some regions the consumers are very "sue happy" if something fails so the tuner may lock the tune to protect himself from any changes that could cause failure. Sometimes the tuner just isnt happy with the customers level of competence. I have for example had one of my customers at the race track wipe the whole tune out trying to get the car to start when he forgot to turn the fuel pump switch on. Sometimes the tuner may have significant IP invested in the tune that he doesnt want shared. It may be OEM CAN bus work or for example he may have developed a charge temp table for that specific engine over several months. Security/valet mode/different driver levels etc. Scrutineering/single model series.

Ok, try this. I dont see any mention on the CANchecked documentation what the bitrate is, so it may not be 1M/bit, but the ID and frame should now be set up correctly. camaro11-3-22rev1cansetup150psi V2.pclr

I dont see anything wrong. Can you import and load this config into the dash as a test. I have seen the configs get messed up before. MXG 1.2 Strada Test.zconfig

Can you do a log with the engine running and fan 1 set to say 20°C. Set up looks like it should work ok to me. I loaded your map into a Thunder here and it works correctly. A PC log would be better than a ECU log.

Can you move the sensors to AIN 0-3, or AIN 4-7. They use different frames for these groups so right now you would need to set up 2 different streams to receive AIN 3 & 4. Also, what is the pressure rating on the sensors?

It could be many things, but most likely acceleration enrichment settings.

Yes. You will need to set up the multiple boost tables etc, but the tuner will need to do that.

There is no difference between these two maps. They are identical except for the stored statistics which get updated everytime the ecu is shut off. As I suggested above we need to see a log to see if there are any clues as to the reason it is not running correctly, it is not a difference in the tune.

You've got AN Volt 2 & 3 set up as pedal sensors, these are the the TP sensors. You have the TP sensors set up as AN Volt 9 & 10, these are your pedal sensors. So you need to swap these. Copy the correct settings from our WRX V10 base map.

Aux 9 & 10 arent available on that ECU. You will need to use the External E-throttle module, or another option is to return the ECU to Link to be modified.

I would suggest connecting the 12 tooth wheel signal to trig 1 and the single tooth cam to trig 2. Setup like below.

It’s an antistatic wrist strap to ground you when you are handling the ecu.