Scott

Hi, We don't have a base-map for this ECU. Probably the first step is to work out what the trigger pattern is on the engine. Your ECU has trigger scope, so if you can do a capture of the triggers and upload the image we can give some guidance on the trigger mode to use. TriggerScope is off the ECU Controls menu. PCLink help is fairly comprehensive, but I'm not aware of it containing any information for your engine. Scott

Hi Bram, To answer your questions: Q1. Yes, here is how we do it in our WRX V10 (2.5L e-throttle) plug-in ECU: Aux Output 6 (FP Speed) goes to pin B27. Pin D30 is not used by our plug-in ECU. Q2. Left hand is as your are sitting in the car. I'm not sure why the engineers chose that cam for the Trig 2, the pattern on both cams look to be the same, but offset. Maybe it is something to do with how the cam patterns are offset in comparison to the crank pattern. Q3. Pin C17 is An Volt 10 which is Accelerator Pedal Sensor - MainPin C28 is An Volt 9 which is Accelerator Pedal Sensor - SubPin C15 and/or C16 should be +5V to the sensorPin C34 and/or C35 should be sensor ground to the sensorQ4, This may be possible, but I don't know anyone who has done it before. Q5. Yes, this should be possible, you will need to use the ECU's Hold Power function to keep the ECU alive after the key gets shut off. See PCLink Help > Wiring Information > Power and Ground Wiring > ECU Hold Power Wiring. Scroll towards the bottom of the page and you will see two diagrams for wiring the Thunder for ECU hold power. You will want the ECU hold power timer to be set to longer than you want to run the oil scavenger pump for. You will also need to think about what condition you want to activate the scavenger pump under, maybe engine speed = 0 and ignition switch = off. You will have these conditions activate one of the ECUs timers and then have the timer activate an aux output that controls the pump. Scott

In your base-map you have digital input 4 receiving the AC request signal. Next time the A/C system will not working open the Runtime Values window (F12 key), look at the Digital Inputs tab, and see if DI 4 is active. If DI 4 is active, then change to the Aux Outputs tab and see if 'AF5 - AC Clutch' is active. If DI 4 and AF5 are both both off then the ECU is not receiving the signal from the A/C controller. This could be because the A/C controller is protecting the A/C system due to low pressure, high pressure, or sufficiently cool evaporator core.If DI4 is active, but AF5 is not then the ECU is stopping the A/C clutch being engaged for some reason.If DI 4 is active and AF5 is also active then the problem lies after the ECU. It could be a faulty compressor clutch, a faulty A/C clutch relay, an inline pressure switch.Scott

Given the age of the e30 I expect that most functions on the dash would be able to use ECU functions to drive them, i.e: Aux output from ECU for Speedo Aux output from ECU for Tacho However these are just assumptions, as I've not installed an ECU on e30 before. I recommend using the G4+ Black Storm ECU: http://www.linkecu.com/products/wirein-ecus/storm-g4-ecu/ This ECU can do open and closed loop boost control, can accept the output of a wideband O2 controller, and has plenty of inputs and outputs for your install. Scott

Not direct to us here at Link. When the G4+ ECUs were first released some of our dealers would buy back G4 ECUs when the customer was purchasing a G4+ ECU, but I'm not aware of any still doing this. One alternative is to buy a G4+ ECU and then sell your G4 Xtreme. You might even find someone here on the forum willing to purchase it. They are still good ECUs. The G4+ ECUs have different hardware (including processor) so there is no hardware upgrade available. Scott.

Hi Staffan, Unfortunately not. Development on the Link G4/Vi-PEC V-Series ECUs finished some years ago. Scott

Here is the information on wiring rotary ignition coils from PCLink help: In PCLink you will want to change the Ignition Mode to 'Rotary - Leading Direct'. This setting is under ECU Settings > Ignition > Ignition setup > Ignition Main. Scott

One advantage of the Monsoon over the other G4+ wire-in ECUs is the onboard 4 bar MAP sensor. Scott

Well done! Thanks for letting us know. Scott

The cable to a knock sensor should be standard automotive cable that is shielded. If you have a 2 pin knock sensor the shielded cable should contain two wires. The narrowband sensor fitted to the engine from the factory is selected to match the expected frequency that knock will occur at in the engine. Engine modifications can shift the frequency that knock will occur at, especially modifications that change the bore of the cylinder. For this reason it is often better to use a wideband (donut) type knock sensor, and then use the ECUs selectable frequency filters. In terms of setting up knock control, apart from selecting the frequency filter the process is the same for a narrowband or wideband type sensor. So I wouldn't say one is more user friendly than the other. Here is some guidance on knock sensor location from the G4 KnockBlock manual: Scott

The base-map Simon posted is from an Altezza that is using modelled fuel and has all the CAN-BEAN working correctly. If your CAN-BEAN doesn't work when using this base-map it indicates a hardware problem in the Link ECU or in the vehicle. What is strange is that you said the fuel gauge is working correctly, which would indicate that the CAN-BEAN hardware on the Link ECU is ok. Scott.

Here is another thread where people are talking about the AEM EPM: Scott

Normally the ECU should register an error if the established crank and cam position patterns do not show up. In the Runtime Values Window (Trigger tab) does the Trig 1 and Trig 2 status show OK when the engine won't start? If you can do a short PCLog it should grab all parameters available. We have a video showing how to do this on a G4+ ECU, the process is very similar on a G4: How to record a PCLog and Base-map to send to Link Tech Support How Cyclic Idle has an affect is strange, maybe the log will help reveal why. Scott

We will have pre-release testing available, but are still working on the next PCLink and firmware release, so will still be a while yet. Send us as email on [email protected] if you are interested in helping with the pre-release testing. Scott.

Hi, Sorry, I was using a pre-release PCLink to test it before. It works in this as the engineers have fixed it. When this is released it will be available for you to use. Scott.

Hi, The ECU will be using sequential (using crank and cam sensor) when cyclic idle is on or off. If you can upload a short PC Log and your base-map we can take a look. Scott

Hi, Looking through the firmware and PCLink revision notes I cant find any changes on this, but when testing my ECU with 5.6.4 firmware both the TPS Delta and MAP Delta can go negative. Scott

I don't know what the outcome was on this one. Which ECU are you using? Scott

Thanks David! All well where we are thanks. Scott

Hi, yes, if you could upload a PCLog file of the problem occurring that would be helpful. Scott

Yep, we're all well thanks! Did wake me up last night though Scott

Great

A/C compressor clutch relay is controlled by Aux-Ign 6 on pin C9. A/C switch input signal is on Digital Input 3, and could be on pin C23 or C24 depending on the jumper position on the bottom board of the ECU. It sounds like you may not be receiving the signal from the A/C controller. Was the A/C working on the factory ECU? Scott

The ECU is normally controlling the VVT solenoids. I recommend having at a look at the VVT tab of the runtime values window while the solenoid is ticking and see what the status says. Scott

Here is a similar image I have for the VQ37: As you mentioned, the phasing looks to be different and also the signals appear to be inverted. This could be a problem on the cams when the ECU is looking for a rising or falling edge. None of our other Nissan trigger modes are even close to the VQ37. Scott