AbbeyMS

Aux 5 to 8 can high side drive to turn the pump on or off, although if you want to use a variable speed, and are using the Aux out as a GP PWM, 0% duty cycle will be 12 Volts and so turn your pump on and 100% duty cycle will output 0V and turn the pump off, just set your PWM table up with the temperature versus duty cycle axis upside down.  
HTH,
 Richard.
 

The aux outputs have a pull up resistor to 12V, so they are 12V when "off" and ground when on.  These can be directly connected to an aux out with nothing extra.  As Richard says though, the logic may be inverted ie 0% = max flow 100% = min flow, I have set one up before but cant remember if they work that way or not.  
What is important though is they need a 3ms "wake up" pulse, so to do this you have a cell in one corner of your PWM table that it will always pass through during at startup (say 500RPM), then you can drop back to normal numbers after that.  Use 150Hz frequency and 50%DC to give the 3ms.
Read this for the min/max DC:  https://www.tecomotive.com/download/PWMinfo_EN.pdf

hi all,
ive recently completed a new build and can't get the car to start.
Its a nissan 300zx with nismo 740cc injectors.
I can crank the car but it wont start.
One thing i noticed is that the green light on the ecu goes off and i loose connection to the ecu when i crank it.
The battery is new, i have plenty of fuel but i'm not sure i get spark if the ecu is resetting each time.
Any ideas ?

Looking at the log file posted for the speed, there seems to be a frequency doubling artifact.  This might be caused by a double edge on each transition causing the ECU to randomly see twice the frequency.  possible issues could be compromised grounding (old loom with oxidised ground rings maybe?), a low pass RC filter might help.
HTH,
  RIchard.
 

AGT Engineering has all the data for them, he made his own boxes of tricks for engine conversions: https://www.facebook.com/AGTEngineering/

E-throttle is generally too slow to be the primary torque reduction to control slip.  I believe there are some ECU's that use DBW as part of the TC strategy but it gets far more complicated - basically they will still use a traditional fuel/ignition cut as the primary torque reduction to get the slip under control quickly, then only reduce throttle if the cut has to be applied for a sustained period of time.  
I have played with it a little before (you can put slip on one axis of your E-throttle target table if you want to experiment) but found it to be pretty useless. 
To reduce torque by say 20% with an ignition cut you only need to cut 2 out of every 10 sparks.  To reduce torque by 20% using throttle only on a typical turbo car you need to close the throttle by something more like 50%.  What's worse is if you suddenly regain traction you then have to move that throttle all the way open again and wait for the turbo to come back to speed before you have full torque recovery.

You are fine.  For those that do have problems it is very obvious, ecu will be disabled/locked and engine wont run.

My 2 pence worth , 0.65 on Meths is super rich but the difference between 0.8 and 0.65 lambda is safety the power difference will be very small from what I have found.
We we was running a methanol drag car we was running NTK sensors but was only using the lambda's as a reference we looked upon the EGT's to get an better idea on how the car was running.
Running CLL on full throttle on the Link is something that I would like to do but we dont have the ability to change the closed loop control from low load to high load like Syvecs. I.e have a much smaller adjustment parameter when on high load parameters and it would be good to have the ability to change the CLL % to a different figure from +(add) to -(minus) again like Syvecs.
 
 
 

My 2 pence worth , 0.65 on Meths is super rich but the difference between 0.8 and 0.65 lambda is safety the power difference will be very small from what I have found.
We we was running a methanol drag car we was running NTK sensors but was only using the lambda's as a reference we looked upon the EGT's to get an better idea on how the car was running.
Running CLL on full throttle on the Link is something that I would like to do but we dont have the ability to change the closed loop control from low load to high load like Syvecs. I.e have a much smaller adjustment parameter when on high load parameters and it would be good to have the ability to change the CLL % to a different figure from +(add) to -(minus) again like Syvecs.
 
 
 

You have to hit enter after changing them

Will the new Firmware come with a fix for idle control with DBW? I have to convert a few LINK equipped cars in the coming months and i dont like to install an external idle controll valve. I even have to less aux available on a car. 

On a Link G4+ ECU no not yet. Luckily the cars we run Thunders in both have Motec dashes with SLM shift lights fitted so we flag a warning before there is a cut from a GP limit.
It does need some more work I agree but the guys are moving forward but they need a little kick sometimes to hep them long the way...
 

Did this change ever get looked into? Maybe we will see it on the next firmware upgrade?

We have used the latest Ecumaster unit with very good results.
Honda Civic Drag car running Plug and Play Link ECU together with link canbus lambda and ECUmaster Can EGT.
Making some good numbers so far
 
 
IMG_0283.TRIM.MOV

Send me a PM with a contact number I will endeavour to help you out

Does the DI3 AC request runtime turn green when you switch on the AC switch?

as per my previous post we already have it working. I will pm you the instructions later.

Simon,
Here is the data log and the map.
Ray.
GT86_V6_36L_ver3.pclr
CruiseControlOvershoot.llg

Around 4A continuous for Aux9/10.
 
We reports from a couple of users driving the S54 system reliably after removing 3 of the 7 springs.  There is one spring on the motor & six on the ITBs. 

I would suggest, if you don't know the correct parameters for the injectors to use traditional equation mode.
Have you already tried to change the master fuel ?

Thats usuall. What I've seen, on most cars pressure drops by 0,25 bar at higher injector duty cycles. Even with new fuel pressure regulator and big fuel Pumps. 
If you setup modelled fuel, you can choise FP as a load source, so pressure is compensated by the fuel modell.

Okay will get my track car in the workshop and get a scope image.
The crank signal should be the same between the HR and VHR motor as the flywheel is the same part and the block is the same part so the crank trigger is in the same position.
The main difference between the 2 motors is the top end.
350Z HR has variable inlet/exhaust cam and the 370Z has only variable intake but also variable lift. The intake cam/phase sensors are in a different position between the 2 motors.
Generic scope from Nissan workshop manual.

 
 
 
 
 
 

I really really give you a good tip, it's about the most risky thing you can do on a SR20det! DON't use any ignition cut or similary thing which pops and bangs. You are going to pop out rocker arms which can lead to a huge engine damage!

We use Syvecs (Life) ECU's and within the closed loop set up we can you can set up different trim conditions
different % limits for  adding fuel + and removing fuel - so you can remove a small percentage and add a large percentage
different % limits for full throttle and part throttle ( uses a throttle percentage number to set up low load/high load condition)
This will allow you to run closed loop 100% with different trim levels for low and high load.
 
Thanks