Adamw

If either of you guys have any decent information on how the alternator works and what it needs to control it I will take a closer look at if we can do it.

You are limited to 30 tables in the G4+ ECU's (It is usually quite difficult to use them all up!) , but you have already used up all 30, that's why it wont allow you to add the last. When I loaded your map into an ecu here PCLink popped up a warning saying that too many tables were allocated so it should have been clear. You can see what your tables have been assigned to by viewing the "table allocation" item at the bottom of the ECU settings tree I will paste a copy of yours below. You dont really need all individual cylinder trims active unless you have individual lambda probes in each primary to be able to tune individual cylinders. A Typical install wouldnt use them at all but some tuners might turn on one or two to add a little extra fuel to the hottest cylinder if they know the engine is prone to damaging certain cylinders. You also have 4 individual cylinder trims enabled which is unlikely needed.

Unfortunately no sorry. The next firmware release is still a few months away, I have been pushing to have this function fixed for release so hopefully it will be.

The cable you are missing has part number #CANPCB. This is what it looks like: http://dealers.linkecu.com/CANPCB_2 You can search for a local dealer here: http://www.linkecu.com/dealer-network/ Most dealers would not have this part in stock but our UK warehouse has them in stock so it wont need to travel too far.

Here is where you adjust that:

The logging will still be limited to the 100Hz or 40Hz limit regardless of the data source. Although the ECU can still receive, process and use the data much faster if it is used for internal calculations - it will only be time stamped and written to the logging memory chip 100 times per sec. The maximum rate for transmitting CAN messages out of the ecu (for say an external logger) is limited to 200Hz.

He said originally that it had "external boost control" so I assume that means independent of the ECU but maybe that was a bad assumption...

I would say with the overly rich mixture and overly retarded ignition timing you are probably finding the limit of your single coil/distributor ignition system. Everything will need to be tuned fairly well for a low energy ignition system to be able to effectively spark at the boost level you are looking for. The power FC probably just has a better tune in it.

There are too many possibilities to even guess. Please attach a log and map so we have some data to help narrow down the possibilities.

Can you attach the map you are using? I will start by looking at that. Did the seller suggest any wiring needed to be changed? It appears there are at least 4 different pinouts for the GTO/3000GT so it may be a wiring problem too. Does yours look like it matches the file I have attached? 3s_1991-1993_ecu_pins.pdf

Simon asked for a map earlier, can you attach that please.

Deadtime can make quite a difference to Afr at low rpm where it is a significant proportion of the injector pulsewidth but if you are seeing afr changing at high rpm/load then it is unlikely related to deadtime as it is then a much smaller proportion of total pulsewidth. You can log actual pulsewidth, effective pulsewidth and deadtime if you want to see what has been applied. I would also suggest you log fuel pressure.

4kHz Narrow generally works best on rotaries.

Im working with Ken in the background to get a triggercapture done on his car. We will update this thread for anyone's interest once we have done that.

The aux outputs already have an internal pull up to 12V. I have run the common W30 "MRS" pumps speed input directly without issue.

Possibly. You can always change the thresholds back to what they were originally then if it improves you know that is the problem.

We will need a log and map please. https://www.youtube.com/watch?v=_P1LRANeO4A&t=5s

Yes, you can do this - assuming you have a VSS or wheel speed sensor already connected to the ecu. The easiest option would be to set an aux output up as "speedo out", this gives you some basic scaling settings that I think will be enough to give you decent steering feel Vs speed. You could also do something more complex if you wanted using a GP PWM set to frequency table, this would give you a 3D table for powersteer effect, so you could for instance not only have a speed input but also add say a knob on the dash to vary steering effort.

Mark, we have a few of these engines out there running now. The trigger mode will be in the next firmware release provided we get no reports of trigger issues in the meantime from those presently testing (including Daniel above). I dont have a base map to share but have a pretty good idea of most trigger and VVT settings to get it running. You can email tech support when you are ready if you want a firmware with the HR trigger mode to test.

For a drag race type launch control you wouldnt normally use wheel speed. More commonly a clutch switch or transbrake switch etc. Do you have either of these connected? We could make it work with wheel speed but it possibly wont work as well as a switch input.

No it is obviously the trigger so I want to see a trigger scope but If my memory serves me correctly you only have an atom which doesnt have a trigger scope. Thats why I asked about borrowing one that has a trigger scope. So where abouts are you?

So did you only get trigger errors since changing to the new coil? From memory you have an Atom with no triggerscope function, do you know anyone with a storm or higher ECU that you can borrow to do a triggerscope (your dealer may do this)? Or maybe someone with a standalone oscilloscope? Where abouts are you in the world?

What is your application of launch control - do you want drag race type where the intention is to build stable boost on the start line to prevent bogging or do you want circuit race type where the intention is to optimise traction?

Your triggerscopes look like they would work ok with your current settings but I would probably make a small change to the trigger 2 arming threshold table just to give us a little more margin of error. Try it like this: I suggest for the next little while that you carry your laptop around with you, then if it ever doesnt start again you can connect laptop and do a quick triggerscope which may show us what the problem is.

There should be a fairly complete instruction document installed on your PC with the AEM dash software (My documents>AEM>Dash Design>CAN) but I will attach a copy below. Let me know if you still cant get it to work after reading this. Link_G4+.pdf