Jo LeForce

Okay, everything worked fine as per your instructions If I had known about the Link branded Strada I would have purchased it from Link along with the ECU. Thanks Adam

Actually the dash was purchased from AIM, it's not Link branded.

Hi, I can't seem to have a new plugin Evo8 G4+ to communicate with an AIM MXS 1.2 Strada dash! I connected both the CAN1- & CAN1+ wires to pins 2 & 3 on CAN1/RS232 on the main board. Can someone please list the steps need to configure this under CAN setup in PC-LINK & in the AIM RaceStudio?

I'm using a couple of new HoneyWell 1000kpa pressure sensors for fuel & oil pressure, connected to AN2 & AN8, calibrated as 1000kpa (150psi) TI sensor. The problem is that at idle the sensors fluctuate around 40 kpa but once throttle is applied the reading rapidly drops to zero rather than increasing! Any clues what the problem is, wiring, polarity? Thank you

I appreciate the useful feedback guys. A couple questions: Where is the offset table located? Is it the error values under each analog input? If I set the lambda reader to output 2.50v for voltage testing & if the ECU, as an example sees 3v then how do you suggest I modify the offset based on such theoretical 0.5v difference? Would any such voltage difference stay constant throughout the logging range?

There is a significant difference between actual AFR readings vs logged values via an analog input. I'm using an Innovate LM-1 to log AFR, I have programed both analog outputs on the reader to match the values of the LC-1 (0v = 0.500 Lambda / 5v = 1.523 Lambda) so I could pick the LC-1 from the calibration list. I connected the wire to AN Volt-4, grounding it to the ECU. As an example, if the LM-1 screen reads 12 AFR the logged value would be around 14.4 AFR! Any possible causes to such issue? Thanks

I have a map file for a Toyota 1JZ-VVTi, old blue Storm, I need to adjust it & flash it into a new black Storm, but the problem is that the old file has only 4 fuel & ignition auxiliaries, is there a way to add more auxiliaries or do I have to start from scratch? Thanks

Using an Innovate LM-1 to read AFR I had selected the innovate LC-1 calibration & had programed the LM-1 both output signals to emulate the LC-1s (0V = 0.5 lambda & 5V = 1.523 lambda). Connected the reader to AN-Volt4 via a 3-wire AUX cable, the tip is signal & the bottom is grounded to sensor ground on the ECU. As I use different AUX cables, sometimes AFR readings are spot on, showing identical readings on both the LM-1 screen & PCLink, but often there is a difference in readings with PClink showing leaner AFR value than the reader by 1-1.5 AFR! What could be causing such variation in AFR readings?

I did more testing & non of the base maps seemed to work with the RPM always halting at around 5200-5500RPM, very short of the set RPM limit! Then I went through a long process of elimination changing the following to no avail: Spark plugs, cam, crank, TPS sensors, coils, the entire wiring loom. Dwell table looked conservative enough considering that I'm using gray coils from a Subaru STi. I finally did something that strangely solved the issue & got RPM to hit the set limit with the very normal & distinctive cutoff sound. I decreased master fuel from 12ms to 8ms & that somehow took care of the problem! Although AFR was semi fine at around 12AFR at the point when the rpm halted. Now, at 8ms fuel readings got lean all over & I had to add significant fuel in the main table so the car could idle fine bringing AFR from 19 down to around 14. Any clue what just happened before I proceed & tune the rest of the fuel table with master fuel set at 8ms? Is it possible that the injectors power consumption at higher duty cycles might be preventing the coils from generating enough spark? BTW, the injectors are ID1000 with fuel pressure at 43psi

When using a base map to start a 2JZ VVTi (Storm blue ECU) RPM is cutting at around 5200rpm significantly short of the set RPM limit. The cut sounds different than the normal cutoff sound & it takes place only when TPS is at 100%. If TPS is any less than 100% RPM would reach the set rev limit. I used a different base map & the issue got cured! I ran a compare between the 2 files & among the many differences I suspect two. 1- VVTi cam solenoid is set on AUX2 on both files: Good file: Inlet/LH at 300hz frequency. Bad file: Inlet/RH at 20hz frequency 2-Triggers, trigger 2 VVT offset: Good file: Inlet/LH 657 ATDC. Bad file: Inlet/LH 173 ATDC. Would any of the above differences cause such issue? Should I look for other differences to pinpoint the issue? Thanks

For some reason PClink is not switching reading from Lambda to AFR! AN V4 is set as Lambda1, fuel equation mode is set to 'traditional' units changed to AFR under both metric & imperial, Lambda gauge is set to AN4-Lambda1. Am I missing anything?

Is that the only trigger setting that need to be changed?

I need a 1JZ turbo non-vvti base map, I'd appreciate your help

Got a G4 Extreme plug'n'play Evo 4-8 ECU, the wiring loom is of an Evo 7. I'm not getting any signal out of auxiliaries to operate the fan! I assigned the fan to 3 different auxiliaries to no avail. The fan works fine when fan wire is grounded which eliminates any fuse/fan motor issue. Using a multimeter I found that the ECU is not outputting a signal through the assigned AUX when fan conditions are met! Any suggestions ?

The limit control range by default is 200RPM. But how would lowering the limit help produce bangs/flames? Many tuners have set the rev limit to produce loud bangs, almost as loud as anti lag.

I need to set the RPM limit so it produces bangs/flames when hitting the limit as I've seen it done on many Drift competition cars. I thought that a simple switch from fuel to ignition cut plus maximizing the retard trim to -15 would do it, but it still sounded a like normal rev limit! I'd appreciate your tips

I think that need to optimize the 'enable' TP% & RPM along with timing & ignition cut. As for fuel, I added as little as 2% & it caused some hesitation, so I prefer to keep fuel at 0 since the main fuel table seems to provide enough fuel. How about the rev limit bangs, any tips how to produce it?

I'm attempting to maximize the loudness of anti lag (bangs & flames) without excessively increasing overrun boost levels, I'd appreciate any general tips how to do that. My approach so far was to set a throttle kick at a moderate percentage (around 20%) & decrease -ve timing (around -50) & increase ignition cut numbers (around 60). Do I dare to go further, with more -ve timing & ignition cut values? Also, with the rev limit set at 6500RPM, anti lag starts to kick in only when RPM drops to 4000rpm ! How can set it to start immediately coming out of full throttle? In our region, the louder a drift car the higher the marks it gets from judges, some Link equipped drift cars are set to produce loud bangs as they hit the RPM limit, I wonder how to do that? I tried setting the limit ignition trim to lowest value allowed of -15 degrees to no avail!

How can I assign a switch to kick throttle open, specifying a percentage (30%) on a car with e-throttle?

The immobilizer was turned on! I disabled it Thanks Adam

Okay, I should update to the latest firmware anyway, In regard to the anti theft settings, it has two items: Allow CAN anti theft request (yes by default) & CAN anti theft default state, set to 'immobilized' by default, it can be changed to 'Engine Run'. Should I change both setting? Otherwise what would cause the ECU not to hold power, a wiring issue? Thanks Guys

Got a Nissan 350Z & I just installed a brand new universal G4+ Extreme with a custom loom, firmware 5.4.1.2482 I flashed the 350Z/manual base map into the ECU but I didn't get any spark! Tested all 6 ignition drives & all seem fine. I checked the trigger settings & all seem fine with trigger mode set at 'VQ35'. Then I managed to get a spark by changing triggering mode to any different value other than 'VQ35' & then changing it back to VQ35 & I would get a spark on all 6 coils along with fuel pump signal. The problem is that if I turn the ignition off & then on, I won't get any spark again unless I repeat the above process of changing the trigger mode back & forth! Although the correct trigger settings are stored in the ECU trigger mode = VQ35 with trigger 2 VVT (cam type = right hand inlet). It seems like a software issue, I'd appreciate your suggestions

I'm trying to figure the suitable injection mode for the 2JZ GTE TT, the base map I used (stock injectors) had 'multi-point group' selected. Now, I installed larger 1000cc siemens deka injectors, I wonder if I should change the mode to sequential? I've seen other 2JZ maps that use sequential when large injectors are used.

I need to connect an Innovate LM-1 Lambda kit to my G4+ storm to incorporate AFR reading into the ECU data log. Please list the steps I need to perform in terms of wiring & software configuration.

In the base map, VVT is already assigned to Aux 2, but still I'm not getting an output signal! Which pin is Aux2? Should I try & assign it to a different Aux? I've got Aux 5-8 all off, so, I'll assign Aux 5 to Tacho.