Adamw

Hi Jar, Sorry for my slow reply. I just tested this on a live Thunder and see the same problem. I suspect this is probably just a firmware oversight and some functions have been missed from the list. I will talk to the engineering team tomorrow to confirm that and post back my findings.

Yes, it appears to have the same guts as the normal nissan CAS so you can continue to use it for engine position. Trigger set up will stay the same. You will need to remove the "ign 1" wire from the 6 pin connector.

The cam teeth look to be the same as our "holden V6 alloytec II" mode, I assume it probably has 60-2 on the crank - this will be inside the crankcase. What we dont know is if the phasing between crank/cam matches the holden mode so we would need to see some sort of scope trace or a drawing of the trigger pattern before confirming. Also note according to google this engine has variable length intake tracts and an electronic thermostat so you might need to research what is needed to control those too.

Hi James, If I remember right you have race type ITB's correct? You will possibly not get it much better - you can only do so much with ignition timing. You dont see race type ITB's on many road engines and most race guys dont mind holding the throttle open a little manually until it warms up... However I think you could possibly rehash that idle ign table to make it a little more effective. I would try something more like this: With a table like this because it will be quite retarded at normal warm idle speeds you will need to open the throttle stop quite a bit more than it currently is. I think having the throttle open more will help when its cold. So to set this up, warm up your engine to normal running temp using your existing idle table. Once warm, change idle table to something like my example. Start the car and adjust the throttle stop so that the normal warm engine idles around the zero target error cell. If it is not happy idling with zero degrees ignition you might have to bump that up a little but the idea is we want to give it the bare minimum it needs when warm.

Normally camshaft angle is closed loop with feedback from a cam position sensor. If you drive one set of camshafts blind with no feedback it is very unlikely they will follow the commanded position very well, at least for any period of time. Maybe for a few minutes they will follow each other but after that variables such friction, clearances, leakage, oil pressure, vibration, solenoid characteristics etc will push the camshafts further and further out of sync.

The tables that have an RPM axis that stops before the normal redline will just hold the same value from the last cell at any higher RPM so none of those listed are part of your problem. The fastest way to get to the bottom of it is to do a PC Log with all parameters recorded, email that and a copy of your .pclr to Please include a link to this thread so we know what its about. How to do PC log: https://www.youtube.com/watch?v=_P1LRANeO4A Also if you can do a trigger scope at idle that might give some clues too.

Oh yeah, I see what you mean about the % in the load table. I will see if I can get that on the fixit list. I havent seen any odd behavior with the ECU logging or had any similar reports recently, can you send me a copy of your .pclr and I will see if I can reproduce it. Include a link to this thread in your email so I know what it is about.

I just done a quick google to learn a little about this engine and I dont think we could support the vanos on this engine. I assume it is like other BMW's that have two solenoids per cam? - one for advance and one for retard. That would need 8 aux outputs and currently the firmware only allows 4 VVT outputs. The trigger pattern is also unknown. Most likely the crank is 60-2 and one of the cam patterns may match one of the other BMW triggers we support so if you were prepared to loose the vanos you could probably run it fine.

Yes, just those two inputs will work fine. One thing I would suggest however, leave the two temp inputs set up just like they have sensors connected (i.e. dont turn these temp inputs off). Make sure the error value is set to some typical running value like I have shown in the example below. That will then make the ECU think air temp is 20°C all the time and engine temp is 90°C. This is just so later when you add these sensors and injection you wont have to re-tune your ignition curve much.

All 5v and gnd out pins are internally connected so you are free to mix and match

Yes this is fine

They are all multipliers. So in your example there will be 25.5 times more fuel added.

DI Value1=On is the correct function you want. You then assign which DI you want this function to watch in the next field down. In the example below my aux out will turn on when DI5 is on:

yes, your problem is the candash cable has the rs232 wires connected so it will drop out pc comms. We normally recommend the #CANF plug instead. the easy fix for you is just move your CANPCB cable to the second CAN port (which doesn't have rs232 pins). Note depending on how old your mates map was that may also cause you some problems. In the latest revision Evo plugin some outputs were shuffled around to allow for ethrottle. Compare his map to our supplied base map. From memory it's mostly the tacho pin is now on ign 5 or 6 (used to be on aux 4 in older versions)

Hi Stu, Yes you certainly can run just ignition only and add injection later. You can email if you need any help.

Hi Paul, If you want your Haltech dash to work with a G4+ then we would certainly like to have a go at setting it up. You can PM me to arrange it.

I can certainly put that suggestion forward. I suspect it's probably more a locale related thing. NZ and AU are our biggest markets and most of us know these engines as "Holdens". The biggest thing that does my head in with our trigger mode list currently is it not being in alphabetical order... I have already asked if we can improve that.

Hi Amin, The unstable RPM suggests you have a trigger error. Has the engine been apart? I have seen this when the chopper disc on the crankshaft has been installed back to front or when the phasing of the cam disc is out due to aftermarket cams, sprockets etc. Can you do a trigger scope at idle and post that and a copy of your .pclr here so I can compare it to the expected pattern. Also, in our latest Evo 9 basemap there is a mistake, the pullup resistor on DI1 is turned off. It is meant to be turned on so please check yours is turned on and if not turn it on (this is not related to your trigger problem but will make it run funny).

Our LS2 trigger mode is for the GM "58X" pattern. For the earlier 24X engine you would use one of our LS1 trigger modes.

In simplistic terms it goes something like: value in fuel table/100 (the 100% TP cell in this case) multiplied by (MAP/100), multiplied by (1/lambda target table), multiplied by fuel master. So a couple of quick examples: Fuel table number in 100% cell = 50, 80KPa MAP, 1.0 lambda target, 10ms master = 0.5 x 0.8 x 1 x 10 = fuel pulsewidth = 4ms Now if we come to a hill or increase boost - same fuel table cell: Fuel table number in 100% cell = 50, 120KPa MAP, 0.8 lambda target, 10ms master = 0.5 x 1.2 x 1.25 x 10 = fuel pulsewidth = 7.5ms So can you now see that even though we are on the same main fuel table number which only references TP, the fuel pulsewidth is still increased with MAP?

If you set the aux output to test mode does the fuel pump run continuous?

Yes it looks like you have Aux 1 on the expansion connector which is capable of PWM.

Hi Guys, Things are way too busy here at the moment for me to give this proper attention but I will take a closer look sometime in the next couple of weeks when some of the other staff are back.

Yes you can use an auxiliary output (assuming you have a PWM capable one spare). Set its function to GP PWM and that will create a table. You can then use whatever axis' you want on that table. I expect probably RPM or Load on one and maybe ECT on the other would be appropriate.

Unfortunately no. The innovate stuff is serial only, not CAN bus.