Adamw

There will be a "sweet spot" frequency where the motor is happiest. Typically it will sound quieter and you will get a wider dynamic range (for example it may vary speed between say 20-95% DC at a "good" frequency and 30-90% on a less suitable frequency). Probably not too critical in your case, centrifugal pumps generally dont like to vary speed much.

This document here says "Generic Dash 2 on ID2000 and lists a few optional streams: https://www.canchecked.de/wp-content/uploads/connection-guide_LinkECU.pdf There are .lcs files labeled "DASH2PRO Stream#" in the PC Link CAN folder, these are the same as Generic Dash 2 so you can use these. You need to set these 4 streams up as seperate channels - transmit user stream 1-4, and you need to set them up on 4 sequential ID's - so in this case stream 1 will need ID2000, stream 2 ID2001, Stream 3 ID2002, etc.

With PWM motor control the duty cycle changes the the effective voltage and current that the motor receives. 50% DC means the motor will receive 50% of battery voltage and its current draw will be 50% of rated current. Less DC will slow your motor down and give your pump less flow, more DC will do the opposite. Give it whatever DC it needs to achieve the flow you want.

I dont have personal experience with the B18 but I havent heard of anyone having any issues with the factory sensor. Try it and see.

Your proposed wiring is correct. I would remove both 16 & 45 from the ecu so they only connect to the relay. No setting changes needed.

What stream and ID does the CANChecked documentation tell you to use?

Test (PWM) applies 50% duty cycle.

The cam timing is miles out, suspect the belt has lost some teeth or jumped a whole lot of teeth or something. And not just a little bit, like more than 100degs... I suspect that probably means bent valves and all that too... Here is what the trigger pattern should look like, cam trace is on the top. Notice the single cam teeth (pink lines) occur somewhere just left of the center of the widest gap on the crank: Here is yours:

Sorry I missed your last question, looks like you have solved it anyhow. I would use a 5 to 10A fuse on the main relay - EGO is probably around 2A and I have no idea what the slipper solenoid needs. 10A is about the max you want to protect the ecu in the case of a reverse battery hook up or similar.

There is a max of 100 parameters in custom CAN streams. Preconfigured streams such as the generic dash stream which outputs ~50 common parameters are not counted in that limit. You have 10 CAN "channels" which are usually used 1 per device - some devices that send and receive will need 2 channels. These limits are just to minimise the processing required, it is not due to any restriction in the CAN bus bandwidth. At 1Mbit/s you can send a ton of data. There are 8 generic CAN analog inputs that you would use for stuff like the Meth pressure sensor (note it is generally preferable to use flow as a meth safety rather than pressure). If you already have all those devices then you could just connect your pressure sensor to the dash or PDM and send it to the ECU via CAN.

A 1/4 or 1/2w resistor would be fine for the 5k

Yes, it sounds like you may have one with a bad fet, or possibly some damage from jump starting in the past or similar. You can contact [email protected] if you wanted it fixed, it will likely be a warranty repair at no cost. The other option as you suggest is to fit a new relay that is triggered by pin 45, and use its contacts to connect the wire from pin 16 to ground.

No, the 2nd knock input is not connected in that ecu.

I have just made a couple of small changes to the map, but it is not bad now it is back to traditional. Master fuel will likely need a tweak to make it happy. Please check your MAP sensor calibration after loading, it was reading half what it should be when you last saved that map - assuming it come from the car? NissanSkylineR33GTR-Basemap V1.1.pclx

Yes that would be fine, or wire the gear box sensor direct to the ecu. Yes that will work. However, I would also put a 5K resistor in the AN volt wire just as protection from an alternator load dump.

Yeah its not going to work wired like that, you've created a path to back feed. I've attached a video to try to explain better. Backfeed 2.mp4

Still not clear what you mean by Binary. If you mean raw binary then you would need 8 digital inputs just to get 8 bit resolution from a single analog signal. You would be better to use an analog to frequency, analog to pwm or analog to CAN converter.

How were you going to convert it to "binary"?

You have the fuel stoichiometric ratio set to 14.1:1 in your tune and the AEM uses a fixed ratio of 14.65:1. Best to use Lambda on both then you never need to worry about converting between air fuel ratios.

All scope captures and pictures of the trigger wheel I can find for a 6G75 show a 36-2-1 pattern on the crank and the 7 teeth on the cam. This is not supported by the V88.

essb00 is correct. You need to program the spartans with a unique ID each between 950-957, you do this either with USB or bluetooth depending on how old it is. In the ECU you only set one channel to "Link CAN Lambda", it captures all lambda ID's.

You can load the "configurable generic dash stream" and swap the fuel pressure channel with differential fuel pressure.

If you have the stock stepper motor and want it to reset after engine is stopped then you will need to wire it as per one of the ECU hold power options in the help file. Otherwise you can set it to reset at power on or you can change to a solenoid valve.

Yes that should be compatible provided it has the manual gearbox, not DSG.