Scott

Hi Hamish, Removing one tooth from a multi-tooth crank mounted trigger wheel would make the most simple setup, you would then not need your original 2 tooth crank pattern. However do not use a wheel with 26 teeth, as the total number of teeth (including missing ones) needs to divide evenly into 360. So you could have a 12 or 24 tooth wheel and remove one tooth from this. Scott

Hi Cam, We think this should work. One thing to consider is what happens if the device fails. I'm expecting that it will then output 0 Hz, and so it may be worth adding a row on your able for this, or verify that the lowest (17 Hz?) line is used. Scott.

For sequential injection and direct spark ignition you will want a cam sync pulse in addition to the crank mounted multitooth missing pattern. The cam sync pulse should be a signal tooth. Scott.

Code 17 is An Volt 3 at ground. Depending on what is wired to An V3 this could be the cause of your problem. I recommend taking the car back to the tuner to investigate this, or getting the password from the tuner so you can investigate it yourself. The ECU will store any fault codes that have occurred (even if the fault is no longer occurring) until the fault codes are cleared in PCLink. Scott.

It seems like it would be related to one of the changes you made, even though they have nothing to do with knock. After making the changes, how many times did the ECU have the power to it switched on and then back off before your log with low knock values? Scott.

I think a good starting point will be to see what the trigger pattern your engine is producing looks like. You can use the ECU's Trigger Scope function to see this, access it off ECU Controls > Trigger Scope. Upload the image you get and we'll be able to compare it to some trigger information we have. If either of the lines is flat try switching the pull-up resistor to the other option. Scott.

Hi Mohsin, I think Simon has emailed you back about this. For anyone else interested, here is a diagram with some possible solutions: http://www.adaptronic.com.au/forum/index.php?action=dlattach;topic=3590.0;attach=2034;image Scott

Hi Brad, We have not tried running PCLink V3.40 (for G2/3 ECUs) on a tablet. If it is going to work the tablet will need to be a tablet that runs a proper version of windows (not windows CE). What you can display in PLCink will be what you can display on the tablet. Yes, any spare inputs or outputs of the ECU are able to to be used and displayed just like they can on a PC. Scott.

Hi Steve, In terms of actual inputs and outputs not a lot is different between the G4 and G4+ Xtreme. Most of the changes are to do with the ECU firmware. Adam has covered the main ones. Here is the pinout of the G4+ Xtreme ECU: If you are after increased inputs and outputs then our G4+ Thunder ECU will be better suited. Scott

Hi PiK, Simon knows more about the G3 ECUs than I, so will likely be able to give a better answer than me. Attached is the 'new features' up to 1.9.2. Scott G3 New Features.pdf

No problems for the G4+ Atom to accept Lambda over CAN. Scott

The stepper motor needs to reset to it's home position. This can either be done when the ECU shuts down (using ECU hold power) or when the ECU first powers up (ECU hold power not required). The problem with doing it when the ECU powers up is that it takes some time, and so if you turn the key to on, and then start cranking quickly the stepper will likely be too far open and the engine will rev up. For this reason most people do ECU hold power wiring. However, you are going to have a problem, as the Atom can not do stepper motor control. Scott.

Yes, we do recommend this. Although we recommend a different value. Scott.

Yes, I would expect pin D to come from a relay controlled by an ignition switched power supply. Pin C goes to the ignition output of the ECU. The ignition output pulses of the Link ECU are +5V. Scott.

Hi, It may be because you are offline and using older firmware. When I open a V88 base-map offline using firmware version 4.9.6 the injection setup shows up ok. This is a V88 wire-in ECU you have right? If you switch to larger injectors you will want to decrease the master fuel number by the increase in fuel flow. For example, if you had 400cc injectors and a master fuel of 12ms, and then upgraded your injectors to 600cc you would want to change your master fuel number to 8ms. 400cc/600cc = 0.667 0.667*12ms = 8ms. This will get you close to where you need to be. You will then want to run through the tune to confirm things are good or make changes as required. Scott.

For anyone reading this in the future, Tamizi ended up fitting a 36-2 crank trigger pattern and now has the engine running well. Scott

To adjust the peak and hold currents you need to double click where I've drawn the red arrow: Scott

Hi Tony, Thanks for the screenshots. If you disconnect the VVT solenoids, and run the engine in the conditions of VVT being active, does the battery voltage still spike up? Scott

There are two options that I can think of: 1. The ECU is mis-reading the system voltage, and adjusting settings like injector deadtimes and dwell times incorrectly, there-by creating a problem. or 2. The system voltage actually is spiking up to what the ECU is measuring and system components are malfunctioning because of this. A volt meter averages the signal, so may not pick up on voltage spikes. Ideally you would want to check the supply voltage to the ECU at the ECU's wiring connector using an oscilloscope. You could also try taking the belt off the alternator and seeing if the problem continues. A failing alternator regulator could cause a problem like this. Scott.

Hi Reece, There is some risk in driving an engine that has not been tuned. In the end that is your call. Checking the inputs and outputs is a good idea. Also you would want some way to monitor the lambda reading. Make sure the engine cooling system is working correctly. Scott.

Cool project, I'm envisioning a good power to weight ratio. I have a beetle, but stayed with a 1776cc type 1 engine. Looking at the FFE website I think this will be the wiring for your sensor: The wire colours look the same. Scott.

Good spotting!

Certainly worth looking into. The VVT and trigger settings are the same as what we run on our 1UZ dyno engine. Scott

You could swap the injector output pins at the ECU, this will confirm if the fault lies in the ECU (hardware, firmware, or base-map) or if the fault lies beyond this in the wiring or injectors themselves. Scott

Hi Fant, We are talking weeks. Currently it is is out on pre-release testing. Scott.