Ken Dunkley

Hi- My engine suffers badly from heat soak and i have done the same as cj suggested and have managed to get the problem sorted to the point where im happy with it .

Hi- Thanks for the reply - I see in the 4L80 post your question about TP sensor being used to control line pressure - Hope this works out . Please keep us informed with how youre going with the project - My only alternative is to buy a stand alone controller for about $500US . Plus frieght plus gst . Itll work out about $1000 bucks !!!! .

Hi- Are any of the G4+ range capable of controlling the GM 4L60e trans as well as the engine { not a chev } . Or does anyone know if i can use the LT1 computer to work the trans and the Link will run the motor ?

What about having the ability to ask for additional ecu features off a "Menu" with a list of costs . For example i have a G4+ atom but would love - CLL wide band mode auto - . As an added feature . Or add more injector drives etc etc . Pay for the base ecu plus additional costs for additional features . Possible .?

Some old school cars supply different components from the ignition between the " start" position and the "run " position - i wonder if this is at least part of your problem ?? Maybe coils not receiving power on crank ?? Just a thought .

Hi - I had a similar problem with trying to set the base timing on my engine when initially setting it up . Timing would not hold and advance uncontrolled when reving the engine - Turned out to be " spark edge " was set wrong in my case . I had it set to " falling " and needed "rising " . Not saying yours needs to be rising but you could swap what you have entered and try it .

So im far from being a tuner having only done my own car . But on those logs there is no iat compensation being applied that i can see . You should imo look up HP Academy - see what they have got with regard to learning how to tune . At least you can learn the basics through the courses they offer . But yeah the Charge temp approximation could be your issue . HP academy do a webinar on tuning this function . Or you can carefully go through it yourself by trial and error with logging results . This assumes of course that your main fuel table is correct to start with . And all other things such as what Adam said with your idle control function correctly .

Sorry . My bad - i added it to the parameter list that came up and it showed it so all good now . Yeah it shows it lean at readings up to 1.3 lambda .

So on those logs is lambda recorded ? I cant see it - am i missing something ? I dont see it on the parameter list or the time plot ? In any case the IATs are in the 80s from the start and even after a minute of running dont cool down much . Sorry if i missed the lambda reading but it still could be heat soak imo .

Could the intake manifold and IATs be hot after heat soak leaning out the mixture ? Then when you start it and fast idle for a few mins it normalizes? Just a thought - This can be easily compensated for if you find thats the problem.

Forgive me if im not following but cant you just use a map sensor - feed it 5volts and use the output voltage ?

Chris - The pairing follows the correct firing order 18436572 . The injector drive 1 is wired to cylinders 1&8 . Drive number 2 is wired to 4&3 . And so on . If you enter the firing order i suggested injector drive 1 will fire first - injecting fuel in ports 1&8 . Cylinder 1 receives the fuel at the correct time - cylinder 8 gets its fuel 90 crank degrees early . The ecu ignores the number 5 in the weird firing order and moves on to drive number 2 . Which injects fuel for cylinder 4 at the correct time and cylinder 3 - 90 crank degrees early . And on it goes . With the input firing order of 15263748 the ecu ( Atom G4+ ) only sees the 1234 and because theyre evenly spaced you get well timed semi sequential . The distributor leads still are wired and go to the plugs in the true order 18436572 . As it receives 8 signals to fire per 720 degrees it " distributes " the sparks to the correct plugs . Ive read this a couple of times so i hope it makes sense to you

Just to give you another option with your injector pairing - As opposed to the link instructions . With the distributor its easy to get the semi sequential as good as it can be . IE every second injector of the pair is only 90degrees out . So the way i did it ( remember not technically as per the manual) Is wire the injectors - Injector 1 - 1&8 . Injector 2 - 4&3 . Injector 3 - 6&5 . Injector 4 - 7&2 . Then input the firing order 15263748 . The ecu will then evenly space the injection events . Just wire the HT leads on the dizzy as normal . It just made sense to me to not leave fuel puddling in the port any longer than need be .

Hi- Did you get this sorted ?

Cool - Thanks Dave

Hi- Is there a way with logging to bring up the whole fuel map and scroll along a time bar to see which cells were accessed over the time period logged ?

Thanks Clint. Thats a plan . Are there any parameters or compensations that you log to help with this process or if i log the basics is it fairly straight forward to see where i need to make changes ?

Ok - i want to be able to set up mixture map to correct the fuel map the same way CLL does . So at the moment with CLL active as i drive it continually corrects based on my AFR target - . Is there a way i can turn off CLL and set up mixture map to apply the same correction strategy ? Hope this is clearer ? Its just ive been unsuccessful with using mixture map as i dont know how to set it up with out it making my fuel map worse - But CLL seems to correct pretty much the right amount as i drive .

So i cant set up mixture map to correct the fuel map the same as CLL wide band stoich mode does ?

Hi- Ive finally got my fuel map (Atom G4+) pretty good over a long period of street driving/logging and tweeking . But it still runs better with closed loop WB stoich mode enabled . I never had much success with mixture map because of over corrections going on . More than likely from bad set up . Anyway- What i want to know is - Can mixture map be set up with the same strategy or set up to work the same as closed loop WB stoich does ? At the mo im +/- 10 % and it smooths out any VE problems on my map . Any suggestions ?

Hi - When i originally set my Dodge V8 up i used the dizzy with group fire injection . The dizzy is a 2 wire magnetic reluctor type so sounds similar to your set up . I used the reluctor to trigger 1 and set it to - 1 tooth per TDC .The polarity of the wiring is important . Unfortunately the difference between our set ups is i used an MSD box to fire my coil and the timing was through the ECU . I dont know if you can piggy back your reluctor wiring to trigger 1 and your ignition ? Does the dizzy trigger a separate ignition box ?

Hey Brad - Just asking -Are you running true semi sequential ? With injectors firing in 4 groups of 2 ? If you are can i suggest you run maybe 4 smaller sized injectors at the blower inlet - That way you are getting a more consistent flow of cooling fuel through the rotors .

I believe with high impedance injectors - Each drive can power 3 injectors ..

Can anyone help with this - I want fuel pressure to build in the rails so as to get a consistent prime every time ?

Never assume - It makes an ASS out of U and ME . LOL . I thought id bring it up as it was running before and its one thing you have changed . I dont know if its positioned identically to the original but worth checking since you are have trigger probs .