Adamw

The drivers on most of our plug in ecus are saturated and can supply 5A max. If you drive a low impedance injector with a saturated injector driver (i.e. without P&H type current limiting) then you need a resistor to limit current flow through the injector. Without the resistor the injector coil will eventually overheat, melt, then consequently fry the injector driver. The ECU will not be covered by warranty in this case. The problem with the 220lb Siemens is they need quite a lot of current to open so limiting the current using a resistor is not an ideal fix. You will have to choose resistor value carefully for it to work. I would expect a 2.2ohm resistor should work ok with these.

Hi Damo, You should only need 12V on A5 & gnd A25 or A34 as it sounds you have already done. I have replied to your Tech support case with a couple of further questions so we will keep the discussion going via that platform initially and see where that leads us.

Provided the ignition outputs were assigned as "ignition" and the spark edge was set to falling then when you are sitting there with ECU on/eng off the ECU should have just been outputting a ground to the coils full time. Normal falling edge coils should only charge when the high dwell signal is received i.e coils should have been off the whole time). I looked at quite a few "K20" maps from customers in our database (same coil I believe) and all have spark edge set to falling so I'm fairly sure this is the correct setting for these. Sparkplugs and grounds and all the other stuff you mentioned shouldnt matter as coils should have been off. Maybe you can start with this basic test to confirm if ECU is doing what it should be: With coils unplugged, ignition turned on, engine not running (lol good luck running it with coils unplugged!), check with volt meter between ignition output pin and ground. It should read close to 0V. if it is showing 6V or something we have a problem. Report back what you see when doing this test. I will ask Simon to have a look at this thread tomorrow and see if he has any different thoughts to me or suggestions.

Did you have the spark edge set to falling? Were you running a firmware update or anything when this happened? You're not using an external ignitor or anything?

Instead of connecting the pullup resistor to 5V, you connect it to 12V Edit: actually I would first try it without an external pullup. The ECU has a 1.5Kohm pullup to 12V built in so that might be enough depending on how much power that idl input needs.

A quick n dirty option: If you temporarily set Injection mode to Multipoint group, you can then swap injection rate between 1 eng cycle and 1/2 eng cycle. Lambda shouldnt change when you swap rate if deadtime is correct. If lambda changes bump the deadtime either way and try again. That will get it right at normal running battery voltage. You can then do the same at a lower voltage by pulling the alternator fuse. After you have a couple of points around normal running voltage you can change the deadtime table to graph view and interpolate it to create something rough enough.

Two things in your set up are not quite right. Normally the top row of your E-throttle target table would not have zeros, but instead a small opening closer to what the engine needs to idle. 1.5-2% would be common. You also need to change your Idle speed control to one of the E-throttle control modes so then you get a base position table to command Throttle at idle. Correct, there are still plenty of safeties but you are throwing one out the window. As a bare minimum I would ensure the error settings on both analog inputs are set up with a reasonably small tolerance over normal voltages so it catches any changes early. How you have it working now is correct (it must be able to drive fully closed). Changing the target table as mentioned above will help reduce some of this effect and you might still need to experiment with PID a little more if it is still not right.

Yes updated pinouts will be in the next release of PCLink which I believe is not far away.

Is your wiring like this?: If it were more like this then that may cause what you are seeing:

The tuning cable part number is "CUSB", you can order from any Link dealer. Download VTS V4.10.2 from here: http://www.vi-pec.com/software

Falling as far as I know. 4ms sounds too much for a coil like this. 1.8-2.0@14V would be more typical for a coil like this.

http://www.highliftmedia.com/guides-technical-info/honda-k-series-coil-on-plug-cop-wiring-diagram-pinout-how-to/ Ignition drives should look like below, if not you either have an ignition setting wrong or your not connected to a live ECU. Easiest way to test coils/wiring is go to >ecu settings>ignition setup>ignition test.

Note, if you are not using a cam trigger with this then trigger 2 sync mode will also need to be set to "none" for it to work.

Aux 4 is no longer wastegate solenoid in the Evo4-8, maybe you have got caught by loading an old "pre-ethrottle" map into the newer "e-throttle" capable plugin. Ign 6 is the Aux connected to pin 11/waste gate. Aux 2 can go to either Pin 55 or pin 57 depending on the position of Jumper #2. If its in Evo4-7 position then it should drive pin 55, if it is Evo 8 position then it will drive pin 57.

The last log is looking mostly alright now. Can you do another similar log but with Ethrottle set to "on" mode rather than setup mode. We need it in on mode to see what is triggering the error condition.

Also for everyone's interest, I'm pasting my reply to the same question George sent to Tech support: Hi George, Below is a time plot of the 0:33-0:59 area. You will see at 0:40 the Engine fan trim of 0.5ms is applied, this accounts for most of the change in effective pulse width that you are looking for. It is not quite 0.5ms because as the RPM lifts you can see the main fuel table number has reduced a little from 24% to 22%.

I wouldnt jump to that conclusion. If you want to diagnose a fuel mixture problem then you will need a lambda connected. Without that we are shooting in the dark. It might be more obvious to you as you can hear and see the engine running, but a log without that feedback is not very helpful. The S54 Ethrottle has 6 ITB's (return spring on each), the linkage is very non-linear at the initial opening and Engine vacuum seems to have a large effect on them (I suspect the butterfly shaft isnt centered so vacuum pulls them closed, maybe a safety feature?) It takes a lot of grunt to get open when there is high manifold vacuum. Our E-throttle hardware is a bit borderline for driving these and some guys have trouble even after removing some springs. This is normally the amount of throttle that the closed loop system is trimming the "E-throttle 1 target" to maintain the idle RPM target. In this log however it appears Idle speed control is not even working - the idle status shows "speed not selected", which usually means a speed lockout is set up but there is no speed source. I dont know if he has changed the map after the log was taken or whether there is something odd going on.

There is a Flex fuel map included in the PC Link base maps folder. Take a look at "G4+ Xtreme Black Multi Fuel Sample.pclr".

M-9593-LU80 is the Ford racing part number for the common Deka 80lb/875cc blue tip injector. The generic part number is FI114991 or FI114992

https://performanceparts.ford.com/parts/ics/m-9593-lu80.pdf FNPW_OFFSET is the "deadtimes" at 39psi differential. If you are running some different fuel pressure then look up the multiplier in the FNPW-OFFCOMP table and multiply those deadtime numbers.

Also please click the "add all" button when setting up the logging, many of the important parameters are still missing. Watch the video again up on post#3 shows you how to set it up. I just noticed the reason why your PID's are all very odd - You have Aux 9 frequency set to 115Hz, this should be at least 500Hz. Please change it to 500 and retune your PID. Make the TP adjustments that CJ suggests. Do another log with all parameters recorded. You are getting close.

Firmware is still some time off, I suspect early next year. There will likely be a PC Link update before then.

It is correct that in theory you shouldn’t have more than the two terminators at each end of the bus, but in real life most OEM buses will still run happily with the extra termination resistor, so try if first. Some of the CAN messages may match the 350z but that is unknown.

Ignition drives only get assigned when loaded into an ecu. Load your map, store, then power cycle. Drives will then be assigned correctly according to your ignition mode.

Correct, DI9 & 10 just need to be set to off to allow CAN through.