Scott

The reason I recommend a wire-in ECU as there are quite a few unknowns with the plug-in ECU: Will the wiring loom connector keying line up with the Link E36 ECU connector?If the pins are re-arranged in the ECU wiring loom will there be sufficient inputs and outputs?Can the plug-in ECU support my future modification plans?These questions are either simple or a lot easier to answer with a wire-in ECU. Attached is a quick hash together of the information I have comparing the Link/Vi-PEC E36 plug-in and the Ms41.1 pinouts. The V88 column contains the important inputs and outputs. The V88 is a good ECU. It doesn't have some of the technology that the latest Vi-PEC iSeries and Link G4+ ECUs have, but you'd also (hopefully) be paying a reduced price to reflect this. Scott

I've just had a look and it looks like you need to use An Volt 1 to 12 for TPS inputs. I'm happy to ask the engineering team to make it possible to use any An volt channel, but I can't say when this would be done by. Scott

Looking at the schematic for the Link WRX V5-6 ECU the Fuel pump relay output from the ECU can be on pin B134-1 or pin B134-21. Both the pins are joined internally in the ECU. The ECU will apply a ground on this output when the fuel pump is required, the ground will then activate the fuel pump relay. I'm pretty confident the fuel pump relay will be supplying +12v to the pump. Scott.

Your setup sounds similar (or even the same) as the base-map for the Link E36 plug-in ECU. This is for the M50TUB25 and is included with PCLink. Scott

Yes, I have a chart comparing various E36 ECU pinouts and our E36 ECU looks to have the same pinout as the Bosch M3.3.1 ECU. The chart has the Siemens MS41.1 on it and the pinout is different enough that swapping pins would be required. The chart does not show the MS41.2. Scott

Is the OEM ECU the Siemens MS 41.1? Scott

From what I can see from looking at the 2012 Arctic Cat M800 wiring diagram the original ECU never had CAN bus. However on the Vi-PEC M800 ECU we put CAN H and CAN L on some unused pins. Here is the manual for the Vi-PEC M800 ECU: http://www.vi-pec.com/techdata/ecu-manuals-iseries/arctic-cat-m800-plugin-manual/view Page 8 has the pinout diagram. If you have the V44 wire-in ECU then you can access the CAN bus on the 6 pin round communication port on the front of the ECU: Scott

In the degrees mode the ECU's Antilag function will trim the current ignition angle. If you have no other trims active then this will be the current value from Ignition table 1. So if you put a value of 0 the anti-lag will have no effect upon the ignition angle. Scott.

Hi, yes, this is painful. In the short term a solution is to right click in some spare space and add a 'Logged Values List'. This will give you the full width of the status text. Scott

Thanks for coming back and posting an update. I'm glad you've managed to get the idle working well and have taken advantage of the changes the engineering team made. I'll forward your suggestion for a 2nd Idle Target RPM Trim Table' on to the engineers. Scott.

Hi Rob, The travel sounds nice, hopefully for pleasure rather than for work. VTS V4.10.2 will run on windows XP to windows 10. On the V88 ECU you will use a 4D fuel table that will look at the current % ethanol reading from the ethanol content sensor, and then trim the fueling as configured. The ethanol sensors are normally installed in the return line of the fuel system, so changes in ethanol content can take a few seconds depending on how fast the fuel is travelling through the tank and rest of fuel system. Although there have been a few iterations of ethanol sensors on the market, they all pretty much work the same way and use the same calibration. Here are ones that people have used with our ECUs in the past: http://dealers.linkecu.com/ECS_2 If not using the OEM knock sensor that came with your engine, or if you have changed the piston diameter, I recommend using the 'donut' style knock sensor. The reason for this is that it is a 'widebad' type sensor that will pick up a wide range of frequencies, so is more likely to work with any engine. http://dealers.linkecu.com/KNS_2 I'm sure the Zeitronix 0 to 5v output will work fine with our ECU. You will want to be sure you know the calibration of the output so you can enter it into one of the V88's custom calibration tables. Scott

Hi, Tidy looking engine bay Some answers for your questions: 1. You should use the ECU sensor ground. 2. Yes it is possible to use an AN Volt channel for a single wire temp sensor. You will likely have to figure out the calibration and use one of the ECUs custom calibration tables. You will need to use a pullup resistor, this is how you would wire it: The grey box represents your single terminal temp sensor. As your sensor grounds through the engine oil filter bracket, it is possible for high resistance in the ground path to the ECU to create distortions in the sensor readings, so be sure to have good clean ground connections. 3. The wideband O2 controller should normally have two wires, one that goes to the ECU's 'Sensor ground' and the other wire that goes to one of the ECU's AN Volt channels. The wideband controller also probably has a power ground, they probably give advice on where to install this, my guess would be to chassis or engine ground. 4. Yes you can use the +12V hall sensor for a cam sensor, connect the sensor output to Trig 2. Some hall sensor's will require the pullup resistor, and other's will not. I would leave it off and use an oscilloscope (or ECU's TriggerScope) to check the sensor output, if there is none try turning the Trig 2 pullup resistor on. Scott

Hi, Although the pin layout on the ECU connector may be the same, I'm not sure the 'keying' that allows the wiring connector and ECU connector to mate is the same. We have found some differences in this in the past. Previously I have looked into the pinout of the S50B32 and compared it to our E36 plug-in ECU. In my opinion a better ECU for the S50B32 would be a wire-in ECU. I'm unsure how the S52B32 and S50B32 pinouts differ. Scott

Hi guys, Unfortunately we (Link) have not done a VR6, so do not have a base-map to offer. Scott

Hi, The following page from PCLink, although slightly out of date when it comes to the G4+ EUC line-up, has the info you're after: Scott

Hi Rob, Correct me if I'm wrong, but I believe the BEAMS 3SGE is the 4th generation one, as found in the ST215 Caldina? If yes then we do not have a base-map to offer off this engine. But we do have one for our RS200 Altezza plug-in ECU. This is included with PCLink and uses the same trigger mode. This would make a good starting point. If you get the V88 you will want VTS V4.10.2, this will run on windows from XP to 10. Scott

If the G4+ Black Storm will do everything you require this is probably a better option as you have access to updated firmware. The main benefits the V88 has over the G4+ Black Storm is more inputs and outputs and E-throttle control. Scott.

Hi, The knock sensor will require connection to: 'Sensor Ground' . You could use the GND pin from the expansion connector, or pin B65 or pin B28.'Knock 1'. You need to use pin B50. The oil pressure sensor will require connection to: +5VSensor GroundAn Volt 7 or An Volt 6.These are all available on the expansion connector. Scott.

If you use the Bosch EV14 injectors you will use Saturated injection mode, this does not require setting any current levels. The only thing to be careful of is exceeding the maximum current the injector drive can supply. Each 12.5 Ohms injector will draw 0.96 amps (at 12volts), so close to 2 amps per injector drive, this is well within what the drive can deliver. Scott

Thanks for reporting back to let us know how it works. Scott

Ok, cool, hopefully you are correct. then the Link may be able to replicate this. Scott

I think this page has info on the idle solenoid you are using: http://www.hondacivicforum.com/forum/mechanical-problems-technical-chat-8/iacv-harness-2-wire-motor-3-a-81865/ Looking at the schematic image it appears that the idle solenoid might need +12V(ign switched), an ECU postive control, and an ECU negative control. If this is the case I think our ECU will not be able to control it, as our ECU outputs ground on aux 1 and ground aux 2 to move the solenoid in opposite directions. Scott

Here is how the tacho output from a G4+ ECU looks when the 'Tacho Duty Cycle' is set to 20%: Looks pretty similar to the image you posted. Scott

Good work, the trigger 1 signal does look a lot better. The noise on Trig 2 should be ok so long as you set the Trig 2 Arming Threshold Table value to suit. You want the level to be above the noise, but below the lowest peak voltage. Scott

Hi Sutkale, I've just gone to test this and see the problem you're coming up against, the staged cylinder trim tables do not show. I then read the help and see that this is intentional. I will pass your request on to the engineers. Scott