Adamw

A clutch switch will not be suitable to activate a downshift blip since you will also use clutch for upshifts, stops, etc. a brake switch is not suitable either as you often brake without shifting. Even if you wired them in series so both clutch and brake need to be depressed together then you would get a blip on start line and every time you engage a gear from neutral etc.

Sorry, no. Distance parameters are not something we have in the firmware at present and I can’t think of any other incrementing type parameter that we could use as a workaround in this case.

You will need some means of indicating a downshift event. This is difficult with an H pattern gearbox as the direction of gearlever force can be in either direction. The ecu can’t tell whether you are doing an upshift or downshift. Downshift Blip really needs a sequential shift pattern to work.

I believe there is a problem with OpenGL that the surface graphs use (3D maps) when running xp. Unfortunately I don’t know the workaround of the top of my head and am overseas on holiday. If you have another pc that has something newer than xp something you could try would be open up pclink, delete the surface view then save the layout. copy that layout to the laptop with XP and I think it would work. As for your other question, a G4 cannot run the G4+ firmware.

Hi Yuto, Have you already completed the TP and AP calibration procedures? Does the throttle blade move when you run the TP calibration? When in "ON" mode, the ECU will shut down the Ethrottle power (aux 6) if there are any significant errors, so the fault 74 is just caused by this and it is normal behaviour.

Hi Brad, I haven't been able to download your log, not sure if I have an internet problem here or if your attachment isn't working but never mind. could you try sharing them via OneDrive or google drive etc? Wasted spark ignition often creates a lot of electrical noise so with low resistance leads I would defiantly have some suspicions of this. Have you still got your old leads to try?

Timmy has it correct.

If you are wanting to run dedicated E85 full time (not a variable blend or flex fuel) then I see no reason why you could not achieve just as good drivability as petrol. Consumption may need to be considered if you do 4 hrs of driving a day.

You need to explain better what the problem is. Are you saying the ecu is staying alive after you turn the key off?

Link is closed for holiday until 3rd Jan. Send an email to tech @ linkecu.com. I’m presently lying by a pool in Thailand with a cocktail in hand. I only have cell phone access so can’t help with pinouts from here.

Polarity would be low for a fuel pump with a normally open relay if wired as above

I assume we are talking Evo 9 Mivec? If so the mivec cam position is done by a separate sensor to the trigger “sync” so you are free to change the trigger. Note you will need to remove one tooth from the exhaust cam if you are changing to a generic multi tooth or missing tooth crank. Benefits of a higher tooth count is more correct/stable ignition timing during fast transient conditions so if retuned you can often run more timing before the knock limit is reached.

Aux outputs are “low side drives”, this means they switch to ground when “on”. 86 needs to go to ignition switched +12V.

Yes, sounds odd, but it’s due to capacitance of the wire. By making it shorter you reduce the capacitance to a level that the RS232 chip can’t detect.

Another option is to cut the CANDASH cable shorter than about 200mm and then run only the can h/can l from there. If the rs232 wires are shorter than 200mm they won’t interrupt pc comms

If you are using a Motec pdm along with a keypad then as far as I can see you already have full compatibility as the pdm handles most of the keypad logic such as flip flops, multi stage presses etc. If you give us a list of what you want to configure I will be happy to take a look and setup some examples.

Who made the cable? Are you sure it only has two wires inside?

For the CAN problem it sounds like you must have more than just the two CAN wires connected to the plug. If there is a wire connected to the RS232 pins (even if not connected to anything at other end) it will interrupt PC comms. For the Ethrottle, there is a pinout for the Toyota clutched TB in the help file, (common 3SGE or 2JZ) I’m not sure if the 1JZ is the same.

Engine speed is an easy one, it is sent as a 16bit number with a resolution of 1 and a smallest value of 0. So: 0x0000 would be 0RPM 0xffff would be 65535RPM Some other parameters get a little more tricky to allow finer resolution or negative values, there is a handy tool called the test calculator on the CAN setup utility that allows you to look up resolution and offset for any parameter.

Spark edge should be set to falling when using a conventional ignitor, the “signal” gets inverted by the ignitor so the coil sees the opposite. Wiring sounds correct. Note you will need to check base timing again as it will probably move a bit.

No a stock idle valve will not bypass enough air for any worthwhile antilag effect. You will need either a much larger solenoid valve (about 25mm dia ports) or jack the throttle open permanently group n style, or a throttle kicker

Sounds to me like maybe a trigger error caused by ignition noise. Can you try to capture the misfire in a log: https://www.youtube.com/watch?v=_P1LRANeO4A

To do this you would need some sort of hardware CAN interface, most of them have a software package that allows you to set up a broadcast stream.

Yeah I would think sensor ground would be the best choice since it's a low power device. Labelled "gnd out" in our pinouts.

Correct it refers to cylinder number. The software takes account of the of the firing order.