Adamw

I dont see too much ECU influence in your log. The Evo stepper motors are pretty renown for short life/dying, have you tried any testing of the stepper motor? Does the idle speed change at all when you change base position table?

You might actually need 2 XS Looms. Here is the pinout for your expansion connectors: Your pressure sensors need to be connected to AN Volt inputs, you can see above Expansion connector #1 has 2 volt inputs. For the FP relay you need an aux output, there are 3 of those spare but they are all on the other Expansion connector... The aux outputs send out a "ground" so you wire one side of your relay coil to switched +12V, and the other side to the aux. On the GTR plugin there are actually 3 FP related aux outputs already - 1 for the main FP relay, then another 2 are used for the FP speed controller. If you are not wanting to use the speed controller you can possibly use one of those auxes to do your 3rd fuel pump.

All data channels should be turned off. You can try both 250 or 500kbit/s bit rates. Your setup should look something like below:

That didnt really answer my question properly. What I wanted to know is: was the tacho originally connected direct to the ignition coil or did it get its signal from the BMW ECU?

I just done a bit more research on the CE light. It definitely is connected to pin 32/Aux 7 in all the schematics I can find. So if the light stays on when you turn aux 7 off then you most likely have a wiring problem somewhere. The wire that goes to pin 32 has been shorted to ground somewhere.

I have heard some users have trouble with torque on certain phones. It seems to connect ok for most of our users and I just tried it here on a samsung S5 without drama. Can you borrow another phone/tablet off someone to try?

With the Fury you can add our CAN-lambda device and get exactly the same functionality as the internal lambda for your 2nd bank. You can even use a analog wideband controller for the second channel if you dare...

Hopefully you are not in a desperate hurry. @Simon is the man to answer this one but he has been off sick for the last couple of days. If you can wait a little longer he may post a more concrete answer when he's back in action. Looking through our documentation (Simon's brain has far more G1 info than our paper records) I think that sub board may only do "1 tooth per TDC" type triggers and wont do your "multitooth" set up. If that subboard does need changing that is quite an expensive job and is often hard to justify (nearly half the cost of replacing it with a new Atom).

The tacho signal from all Link Ecus is already 12v. Where did the e30 signal originally come from - off the coil or from the ecu?

The "test pulse count" is the number of teeth on the cam seen by the sensor. Up the top of this page i said: You choose the lowest value reported in the cam angle test as the value to input as your offset for the Trig 2 VVT or DI.

As CJ has said, the first step is a log and map. How to: https://www.youtube.com/watch?v=_P1LRANeO4A

You will need a wideband connected if you want to measure/display/use lambda. A narrowband sensor is not capable of giving a valid lambda measurement, it only gives a rich/lean signal.

it needs to be on falling. You will need to do base timing again as swapping edges will change timing.

That layout attached above is just the default link one, it doesnt have your mixture map 2 page or your boost xy plot.

Can one of you guys please attach your log and the layout file. I just played around a bit and it seemed to be working as expected.

Make sure your "dwell edge" is set to falling. Set your whole dwell table to 1.0ms

Please attach your map. What sort of wideband device do you have and how is it connected to the ecu?

Your above photo shows it is working. If you are running a distributor ignition system then you dont have the capability of individual cylinder knock control. As per the help file:

IAT table should always be off unless there is some special need for extra compensation on top of the automatically calculated air density. The ECU uses "charge temp" to calculate the air density. The charge temp approximation table uses a blend of IAT and ECT to approximate the temperature of the air entering the combustion chamber. This approximated temperature is then used to calculate air density based on the idea gas law. The reason you use the charge temp approximation instead of just IAT is that IAT isnt always a good indication of the temperature of the air entering the combustion chamber - after the air passes the IAT sensor it is usually heated more by the manifold and port walls etc, the amount of this heating effect generally varies with load and engine speed. At low speed the charge temp is closer to ECT, at high speed the charge temp is closer to IAT.

Inj 7 & 8 arent available easily. The micro outputs are physically available on the "top board" header but they are only very low power signals not capable of driving anything useful. If you were stuck for outputs and prepared to add some external hardware it wouldnt be impossible to make them work. PM me if you wanted any more info on how to do that.

We have only ever had this reported a couple of times from users with multiple KMS devices. Unfortunately we dont have any here to test ourselves. If any of you want to send us a couple we will gladly do some testing and see if we can find what is upsetting the CAN bus. I think I remember another user I helped sometime ago we got it to be more reliable by powering up one of the devices via an ECU aux, so we could then set up a timer and power up the devices in a specific order, which they seemed to be happier with.

1. Here is the pinout for CAN1 PCB socket. CAN2 is the same except it doesnt have the RS232: 2. Ign7 & 8 should be on the 2nd expansion connector, they are not available on the main header. 3. That will depend on the SSR - they all have different specs. I would guess you really want something capable of at least 500Hz. I have run fuel pumps with the hella SSR's at 1000Hz. 4. That should be ok. 5. The 360 nissan CAS is terrible if there is any backlash or resonance in the drive system. The 24 slot disc will be a big improvement. Resolution of 12 crank teeth is about the minimum you want for good transient ignition control, so that should be reasonable. 6. Yes these pins are joined internally. Some S13's had A/C on pin 6, some have it on pin 9.

JM_S2, I also notice you are on quite old firmware. I suggest you download the latest G4+ software and do a firmware update. Then use only the G4+ software. There have been many improvements and bug fixes since 5.4.1 that you are using. As Cam says, its really just your charge temp table that needs fixing now. You also need to correct the fuel density temp coeff - that wont make a difference now but if it is left wrong and you add a flex fuel sensor later then it will drastically effect your existing tune.

I would expect numbers closer to 50% around idle. Usually if you have un-realistically high VE numbers that means the engine is getting less fuel than the ECU thinks it is supplying. fuel pressure would be the first check. Is the MAP reporting realistic vacuum at idle? Also turn off your IAT trim table, that should normally not be turned on in modeled mode.

Just in case you didnt know, you can click on most settings and the help file will automatically jump to the correct page and either give some suggested values or explain what the setting does. An example below after I clicked on the fuel density setting. This should give you most of the basic values needed. Same with the charge temp table, just copy the example in the help file. In modeled mode you should also turn off the IAT fuel correction, it is still enabled in your map.