Scott

Those thin blue lines on Trig 2 are actually not present. This was a bug that only affected the Thunder, if you upgrade PCLink and Firmware you'll find them gone. Scott.

Hi Grant, I have not had any news on this. If anyone others tuners reading this would like to see this higher up in priority then let us know. Scott

I would say that if there is a difference between what the ECU reads and what the gauge reads, and the voltage on the AN Volt channel has been checked, then the fault will either lie in the calibration from the data sheet or in the gauge (or data to the gauge from the controller). Scott.

Hi liang, Here are the calibrations for the two sensors you mentioned: You will see that your test results do not match either calibration exactly. However You are able to enter your test data into a custom calibration table. I suggest using Cal 7, 8, 9 or 10 as they are the most adjustable. You will want to extrapolate the data down and up so you can cover all temp conditions then engine will operate in. As Adam mentioned, most Toyota's use the Std Bosch calibration. Scott

Hi Ben, If you have this firmware in your ECU then you've obtained it from one of our pre-release testing group. They will have the PCLink to tune this. We expect to have the public release within the next couple of weeks. Cheers, Scott.

If you do not know what peak and hold settings to use for your particular injectors then I recommend using the ballast resistors with the injectors and using saturated injection mode. When using the saturated injection mode the peak and hold current values are not used. Here is the guidance for your injectors and ballast resistors: The 'Toyota Supra IV V88 Plugin.pcl' base-map is actually for our Toyota Supra NON-VVT plug-in ECU. This is the reason the peak and hold settings did not show up as it does not use the V88 wire-in ECU like your adaptor does. Scott.

Hi Hyperblade. Whether you need a terminating resistor will depend on the OBD2 device you are using and the wiring distance the OBD2 port is from the ECU. I suspect the OBD2 device does not have a terminating resistor, and that the distance is not sufficient for you to need to install one. Torque will work with the 'ISO 15764-4' output of the Link G4+ ECU, I tested this last week using Torque. I did find that I could not get this working at a bit rate of 1 MBPS, but 500 KBPS worked well. I let Torque auto detect the protocol. The device will not show up in PCLink. Scott

Hi Jeff, When using the correct MAP sensor the calibration the MAP reading with key on engine off should be pretty close to your local barometric pressure (BAP). You can see the ECUs current MAP and BAP reading by looking at the General tab of the Runtime Values Window (F12 key to open). Once you have the correct calibration selected you can use the MAP calibration function to get the MAP and BAP matching exactly. Scott.

The Link G4+ ECU talks to the Microtech dash over the CAN bus. We have some setup instructions for the ECU under PCLink Help > G4+ ECU Tuning Functions > CAN > Device Specific CAN Information. Scott

The TriggerScope attempts to capture 720 degrees of crankshaft revolution, so will automatically change the time base to achieve this. After the capture you can then use the time base menu to zoom in on the signal. The TriggerScope can be useful when trying to diagnose a Trigger fault, but won't actually tell you if you have one. Scott.

One possibility is that the throttle cable or plate is sticky. This could be causing the throttle plate to not return to the throttle stop position, and so extra engine flows into the engine causing a high idle. Scott

Hi Patches, It depends on how long the wires will be between the CAN-Lambda and the ECU, we have found that the ECUs terminating resistor is sufficient if the wire length is 1.5m or less. Scott

It could be worth trying the manual TP calibration process: Manual Calibration - Type the sensor open and closed voltages into the TPS (Main) Closed, TPS (Main) Open, TPS (Sub) Closed and TPS (Sub) Open settings. The TP(sub) 100 setting must be set to the TP (Main) percent that TP (Sub) stops changing if a non linear sensor is used. If the TP (Sub) signal changes over the entire range of throttle plate movement (most common) then set TP(sub) 100 to 100%. Note: the sensor pin voltages can be seen in the Analog Inputs tab of the Runtime Values Window (press F12). I don't have any information on the FG E-throttle voltages for the open/closed positions, but do have some for the BF e-throttle body and these appear to be quite different to what you have. Scott

Yes, the ECU should switch on the fuel pump when the ignition switch comes on. The fuel pump will stay on for however long the prime time is set for. I see you have Aux-Inj 7 currently set to GP Output, normally do you have it set to Fuel Pump? It will need to be this for the prime to work. Are you doing the TP calibration using the automated process, or entering the values when you manually move the throttle plate from closed position to open position? Scott.

Hi Antoine, Thanks for the log files. Looking through them I can see the engine speed is jumping up to 19000 RPM at times. Despite no trigger errors being logged this indicates that there is a problem with the trigger setup. Looking through our trigger mode information it looks like the 'Holden V6 Alloytec II VVT' trigger mode could be worth trying. You will need to re-check the base timing after switching to this mode. Scott

Hi guys, I've just checked this using my engine simulator and could find no problem. Here is the datasheet for the AEM X-Series: http://aemelectronics.com/files/instructions/30-0310 X-Series Inline Wideband UEGO Sensor Controller.pdf Page 6 has the volts vs Lambda table. Here is a video of me showing the calibration at 0.50v and 4.50v. You can see how the voltage lines up with the calibration table in the datasheet. AEM XSeries.mp4 Scott.

Hi Brayden, Looking at the logs I suspect that there is a problem with the cam and crank triggers into the ECU, they show up as present occasionally, but most of the time time they are not present. The G4+ Xtreme has a functions called Trigger Scope, I recommend looking at the trigger signals using this while cranking. This will allow you to see if the signals are present and also to set up the Trig 1 arming threshold table. The ECUs fuel pump output will not work correctly until the ECU is calculating engine speed correctly, which will only happen if the ECU is detecting the trigger correctly. What is the e-throttle off? There could be a target/TP error is the PID values are not appropriate. Scott

Hi, Can you upload a photo of your Help > ECU Information screen. Also can you attach your base-map. Scott

Is that the 'Maximum Advance'? Maybe post a picture of your ignition table. You can monitor the current ignition angle being applied by looking at the Ignition tab of the Runtime Values Window. Have you set the engines base timing using a timing light? Scott

Hi Orlando, Welcome back. We used the calibration info from the AEM data sheet, but never had access to an actual unit for testing. You can verify if the problem lies in the ECU or the wiring/AEM unit by setting the AN Volt channel to 'Voltage 0-5v' and then checking if the voltage matches the lambda/afr the unit is reporting. The G4+ Black Storm no longer has the 6 pin round communications port, but the main 'B' wiring loom contains CAN 2H and CAN 2 L. Scott.

These are some thing you might consider: Install a wideband O2 sensor so you can keep an eye on the AFR/Lambda.Set up some engine limits based upon engine speed. You could also do one based on oil pressure if you have an oil pressure sensor or switch wired to the ECU.Keep an eye on ECT at all times and be very conservative with the ignition angles you apply.Scott.

That is odd. Would be good to get to the bottom of it. Can you upload the PCLog and your base-map? Alternatively send them to [email protected] with a link to this thread. Scott.

That ECU should have peak and hold injection. Scott

Hi, I'm here, just having a very busy day Yes, crank sensor polarity looks to be reversed. I once had a similar problem on an E36 and found that the factory loom had got hot and brittle over time (under intake manifold) and was shorting intermittently. It is likely a trigger error is occurring. Keep a eye on the Triggers tab of the run time values window (F12 key to open). Does the Trig 1 Err Counter increment? Scott.

Hi, I belive Simon covered your questions on the webchat today. However I'll answer them here also as they could be useful for others in the future. This table can be switched ON or OFF by the tuner after the firmware update. For your setup I recommend turning it off as you are happy with your current base-map. This function allows every second cylinder in the Firing Order to have its injection timing trimmed. This is designed to help prevent "charge robbing" that occurs on some Siamese port and irregular timed engines. This function only applies to Sequential and Sequential Staged Injection Modes. Set this to OFF for your setup. I think this was to do with triggering problems when trigger 1 or 2 would see a high tooth count and high engine speed. Use a timing light to check the timing is stable after the firmware update. I have not heard of anyone having problems when updating to this firmware version. Save your base-map before you update. This way you can always return to where you were by installing your old firmware and loading your base-map into the ECU. Then I would try updating directly to 4.9.1. Scott