Scott

Thanks for the base-map and log file. I can't see any problems with the engine speed or trigger inputs in this log file. I did notice in the Trig 2 Arming Threshold Table that the 4000 and 5000 rpm cells may need some attention. You should use the ECUs TriggerScope to determine what the peak positive voltage is, and then set the cells to half this value. The G4+ Xtreme Black ECU does not have an onboard wideband O2 controller, so if the factory O2 sensor is a wideband one you will not be able to wire it direct to the ECU. However, if the factory O2 sensor is a narrowband type sensor you can wire it direct to one of the ECUs An Volt channels. The narrowband sensors are of fairly limited use though. Scott

If you look at the CAN tab of the Runtime Values window do you have any errors present? Scott

A couple of weeks ago when I tried the kiwi3 for the first time I was unable to get my phone to connect to the Kiwi3 until I did a firmware update. Have you done this yet? http://www.plxdevices.com/category-s/192.htm Scott

The main things to check will be the 'Polarity' setting on the Aux Outputs the engine fans are assigned to Another thing to check is that the Engine Fan Settings are appropriate If either of the engine fans is set to come on with Air Conditioning check if the Air Conditioning request (on a Digital Input) is active. For the Knock control, have you gone and set this up? The standard base-map will not have this enabled. Scott.

Hi, Is this the transmission you are talking about? http://osgiken.net/c-1280291-transmission-os-88-sequential-transmission.html The page doesn't give much detail on the sensors. Hopefully the transmission comes with a strain gauge lever and a rotary gear position sensor. If it has these then the Link G4+ Gear Shift Control will be capable of working with the transmission. Scott.

Hi Andy, The engineers have agreed to add 'Ignition switch' to the list of control conditions for a GP Output. I do not know when this change will be released. Scott.

My guess would be that the wheel speed data being sent out from the ABS module will match the Audi CAN mode in our ECUs. All the 1.8T vehicles (four of them) I've used had the wheel speed data in the same place on the CAN bus, and even the Mk5 Golf GTI has the wheel speed data in the same place. Scott

The ABS controller sends the 4 wheel speeds onto the CAN bus, so it is worth keeping this if possible as there are multiple uses for this in the ECU (Traction control [not on Storm], launch control, logging, etc). Scott.

We don't have a list of hardware requirements. Windows XP onwards work and for the 3D graphs in later versions of PCLink you will want OpenGLV2.1 or later. Scott

Hi Hyperblade, in my experience the performance has been fairly slow, but I have only used it for testing on a short term basis. Here is a video made by one of our Link dealers, Jonathon Pace. In the video he is taking the data from the Link G4+ ECU using a kiwi3 device and is using an app for his phone called Trackaddict. Scott.

Yes, dealers should provide customers with unlock codes. Scott.

If you click Help > ECU Information and look at the 'ECU Enabled' line it will read Enabled if it has been unlocked. If it reads Disabled then you will not get the engine to run until the ECU has been unlocked. Scott

Yes, having the base-map would be helpful. One thing I noticed between your low speed and high speed trigger scope images is that on Trigger 1 the lower edge of the tooth after the gap seems to be moving up towards the zero volts line. If this trend continues then the ECU will not count the tooth. Scott.

I'm not sure how the sensor mounts into the tank, is it through the skin of the tank somewhere? Or is it on the fuel pump assembly that hangs inside the tank? I think the easiest way to do the calibration would be to use a T piece and connector another pressure sensor (MAP?) that you have a known calibration for. You would then compare the fuel tank pressure sensor voltage against the other pressure sensor reading and start to build a calibration. Ideally you want some way to manipulate the pressure in the tank, but it would be worth considering the safety implications of any chosen method. Scott.

Hi powerboy, The axis on the ignition table are able to have custom column and row values entered, this will allow you to enter different ignition timing for cranking/engine startup. Scott.

Scott

Another thing to be sure of is that the ECU has been unlocked by the dealer as the triggers are disabled until this is done. Scott.

Hi, this is not required by our ECU for running the engine. The only reason you might connect it is if you have a spare An Volt channel and are interested in how the pressure changes under certain conditions (temperature?). Scott

Hi TCE, We originally added the Coyote trigger mode for Blaine Carmena. Since then I've known a few other dealers to successfully use this trigger mode also. Could be best to contact Blaine: http://carmenaperformance.blogspot.co.nz/ Scott

Hi Panos, I recommend using the base-map from our Audi 1.8T plug-in ECU as a starting point. You will need to enter the deadtimes for your 870cc injectors and reduce the master fuel number so that the AFR/Lambda is close to where you want it to be. You can then tune the tables. Our Audi 1.8T plug-in ECU is intended for 1.8T e-throttle engines, but the Storm ECU does not have the e-throttle hardware. No problem to use the Audi CAN mode, it will already be on in the base-map. Scott.

Hi, are you talking about setting the trigger offset using a timing light and the 'Base Timing' setting under ECU Settings > Triggers > Calibrate? Or have you done this already? Scott

Hi Nettlez, If you can not find any short pulse width data for your injectors then you are best to have a value of 0.000 everywhere in the short pulse width adder table. Some larger injectors can have high minimum effective pulse-widths, what this means is that the ECU is unable to reduce the pulse-width (fueling) to achieve the desired AFR/Lambda. Adam's suggestion of lowering the fuel pressure will mean the ECU needs to use a longer pulse-width under the same engine conditions to achieve the same AFR/Lambda. This means the pulsewidth can then be reduced to lean out the AFR/Lambda. It is hard to know for certain this is what is happening in your situation, but could be worth a go. If this is not possible can you look at uplaoding a PClog and matching base-map where you have the idle oscillating due to the reduced fuel table number? Scott

Hi in your earlier video, where the tacho needle would jump up, this indicates that some sort of trigger error could be occurring. This is because when a trigger error occurs the ECU is unsure about the current engine speed and position. Does the hand controller show any engine speed when you are cranking? Scott

Hi Paul, The info I have says that Aux Output 1 (Pin 21) should be set to GP PWM. Here is a video I made for another customer previously showing how you could set the FAN control up. https://vdoubleyou-scott.tinytake.com/sf/Mzc0NTYwXzIxMjE0NTU Scott

Another option would be to run the 2nd ECT sensor as a 'GP Temp' and then allocate a 4D/5D fuel table axis to it. Scott