Scott

Hi Tony, Having things more controllable by the user is a good suggestion, there could be a number of times having the ignition test customisable could be useful. I will ask the engineers to consider adding this to the wishlist. One difference that could have an effect between testing the ignition system at high frequency and actual running is the in cylinder pressure. Maybe some other tuners on the forum will add their thoughts on this. Scott.

The micro-switches or strain gauge can be used for telling the ECU when the start the gear shift control, but the ECU also needs some way to know when to finish the cut. One option is to use time and then the ECU will do the cut for the time specified. A nicer solution is if the gearbox has a sensor that is able to say which gear is currently selected. Does the LED gear indicator have an LED for each gear? If yes, does it use one wire to control this or a wire for each gear? Scott

Hi Tony, the Ignition Test function occurs at 10 Hz and the pulse is 5mS. Scott.

Can you confirm you are using Sequential/Staged mode and not Group/Staged? To be honest I don't remember testing that combination before. Scott

I think 30 to 40cm will be fine just using the terminating resistor in the ECU. Scott

Yes the e-throttle will still be able to work. Scott

Do the coils have ignitors internally? If not, is there ignitors between the ECU and the coils? Glad to see Trig 2 is showing up on the trigger scope. The triggerscope image shows both triggers not being real high in voltage, is there any way to physically reduce the gap between sensors and teeth? Scott

It depends on whether you have sufficient spare outputs. See page 7 and 8 of: http://forums.linkecu.com/applications/core/interface/file/attachment.php?id=2524 Scott

Response looks good. What about something like this? Scott

Depending on the distance between your ECU and the Kiwi 3 you may need to add a terminating resistor at the OBD2 socket end. The ECU already has a terminating resistor in it. Scott

You could check the voltage output from the TPS (into the ECU) and see if it changes when the throttle moves. If it does not then the fault is in the TPS or wiring. Scott

Hi Rory, The 24 tooth and 1 tooth pattern from a distributor is very common on Toyota engines. As well as following Brad's recommendation to lower the Trig 1 arming voltages you might want to consider raising the Trig 2 arming voltage as the signal looks very furry and could be causing false triggers. Try setting the tables like this: Scott

You want to disconnect the Grey and Yellow wires from the 5 pin connector on the circuit board. Make sure you are doing this to the communication port and not the tuning port (orange o-ring). Scott

Hi Marc, Another forum user may have some information on this that I do not. Otherwise I suggest contact Mark Queen of Queen Racing: http://www.vi-pec.com/news/queen-racing-fun-utv-industry-ride Scott

Hi Elia, You could do it, but would need to open the ECU case an attach a wire onto the bottom board of the ECU to connect to Aux 8. Modifying the ECU like this would void the warranty of the ECU. If you're not concerned about this then email us on [email protected] and I can give you some more information that you will require. Scott.

Hi Jesse, My understanding is that there is no factory MAP or IAT sensor. You will need to run a vacuum line from the on-board MAP sensor to the inlet manifold. An IAT sensor is recommended for a proper install, this can be connected to the ECU's expansion connector or you can use pin 36, which is the factory fuel temp sensor. Scott

Hi Jesse, PCLink for G4+ comes with a base-map for our Nissan 300ZX plug-in ECU. This will make a good starting point for you. Scott

Hi, we still do repairs and testing on ECUs. See: http://www.linkecu.com/contact/ecu-service-requests/ Scott

Aux 8 is not connected to any of the wiring loom connectors on the ECU as it is used to control an 'e-throttle relay' circuit on the bottom board (PCB) of the ECU. Normally you would use e-throttle for idle control instead of an idle stepper motor. Is the stepper motor for some other purpose? Scott

Hi, Please upload a copy of your trigger signals (from oscilloscope or ECU's TriggerScope). You may want to do this on a new forum thread/topic. Scott

Hi Tony, Yes, you are correct, when using the Fuel Equation Mode of 'Load=BAP' it is recommended to set the fuel table axis to TP(Main). Often the reason tuners will use this setup is because the engine has unstable manifold pressure due to mechanical setup (i.e individual throttle bodies, camshafts, etc). You do not need a MAP sensor. Make sure you are on our latest firmware (V5.6.3). Is this for a naturally aspirated engine? Scott.

The trigger offset that is required depends on the engine, position of sensors and trigger wheels, and trigger mode used. The range of values that can be used goes from -360 to +360, and often the number is positive rather than negative. Using a distributor or wasted spark setup will have an effect on this also. Scott

Hi Josh, I'm not familiar enough with GPS outputs to understand the relevance of the ppk levels. However if starting the engine makes the reading change while the GPS is stationary all I think that could be happening is a problem in the electrical interference or power supply to the GPS. Monitoring the DI channel frequency would likely give some clues here. Using PCLogging and the time plot would give a good view for analysis of the input frequency. Scott.

Hi, Well done on resolving the issue. Most likely although your engine speed was reading a stable number, the Trig 1 Err counter would have been incrementing as the relationship between the cam and crank was not what was expected. Therefore the ECU did not know what the engine position was, and so did not correctly control the ignition outputs. Scott

Yes the Link ECUs can support the Toucan display: http://www.jti.uk.com/toucan-available-for-link-g4g4-and-vi-pec/ Scott.