Scott

Hi John, When using multi-group fuel the injection timing is fixed relative to the trigger offset. Here is an image of Inj 1 (Dark blue), Inj 2 (Pink), Ignition 1 (light blue) and Trigger 1 (yellow). My engine simulator didn't have 16-2, so I'm running 24-1. The ignition timing is set to 0 degrees. The trigger offset is 0 degrees When I adjust the trigger offset to 180 degrees I get the following image: The problem for you is that to adjust your trigger offset you are going to have to physically rotate your crank trigger wheel. Scott

The only special hardware we have on the RX7 S6 plug-in ECU is for the A/C request. This comes in on pin 79 and comes in on Digital Input 3. The signal from the A/C controller only drops down to 1.5-2.5v (depending on blower fan speed), this is not enough to always trigger the digital input channel. Both the Kurofune and RX7 S6 plug-in ECU work with the standard sensors and triggers. Something will likely need to be done for the A/C request signal if you use the Kurofune. Both ECUs will run the Oil Metering Pump. Scott

Adam has given a really good summary of the differences. One thing I want to mention is that the G4+ Xtreme, G4+ Fury, and G4+ Thunder have DBW (E-throttle) controllers onboard, but the G4+ Storm ECUs do not. Scott

Support for the G4+ Xtreme Black was added in firmware 5.4.1. So if you download a PCLink from before this version then the help files will all be referring to the G4+ Xtreme Red. http://www.linkecu.com/software-support/pc-link-downloads/ Brad is right, mainly the changes were to do with the peak and drive injection hardware and the relay for making CAN 2 available on the pins for DI 9/10 (this was first available on PCB V1.4) Scott

Thanks for uploading the base-map. The engineers will work on fixing the FP Speed problem on channels that can't do PWM. I've had a quick look over your base-map and didn't spot anything strange. Most engines running on modelled fuel mode seem to need a value of 60 to 70 in the idle area of Fuel table 1, so you could try setting cells in this area to this value. You will want to use a timing light to check/set the base timing. The higher numbered aux channel labelleling will be included on our next main firmware release. Scott

The ignition outputs of the ECU should have pulses of 4.0 to 5.0v.

Hi, Have you considered using our RX7 S6 plug-in ECU? The Kurofune does have 3 sockets that match the 3 largest plugs of the RX7 S6 ECU wiring loom. Scott.

Hi John, What is your trigger setup? Multitooth or multi-tooth missing? How many teeth? Scott

Use the quick start guide that came with the ECU to identify how you will allocate the ECUs inputs and outputs. You could also consult out Supra plug-in ECU base-map that comes with PCLink to see how we have done it. You will want to find a wiring diagram for the engine. Is it a 2JZ-GTE Non-VVT, or a 2JZ-GTE with VVT? Scott

You will want to connect the 'Analog Out 1 + (Lime Green)' to the ECU's AN Volt channel, and the 'Analog Out 1 - (Yellow)' to the ECUs Gnd Out or Sensor Ground. Configure the An Volt channel as Lambda and select the Innovate LC-1 calibration (it is the same as the LM-2). Scott

As Brad has said, the modelled fuel mode is able to take advantage of a fuel pressure sensor, it is able to adjust the injector time based upon changes in fuel pressure. If you are using traditional fuel mode then you could still use the fuel pressure to adjust your injector deadtimes. Regardless of fuel mode you could also use the fuel pressure data on a General Purpose RPM Limit table to help protect the engine from low fuel pressure. Which plug-in ECU do you have? And what version is the bottom board of the ECU? This will normally be written on the board. Scott

The G4+ Atom does have a CAN connection through the main wiring connector. An open loop boost controller will have a table (or tables) that control the wastegate solenoid duty cycle. It will look at the duty cycle it has been configured to deliver it regardless of conditions or changes. A closed loop boost controller has the tables of the open loop boost controller, but also has 'Target boost' tables that allow you to specify the desired boost for certain conditions. The ECU will then manipulate the wastegate duty cycle to achieve the desired boost level. Provided conditions don't change then an open loop boost controller will do a good job. However it does not have the adaptive ability of a closed loop boost controller. Scott

The '%FF' is something that was implemented a long time ago, you're correct, it stands for fuel flow. It uses the injector duty cycle parameter. The injector duty cycle parameter is still visible when using modelled fuel equation. You can view it on the Fuel tab of the Runtime values Window (F12 to open) or create a digital gauge on some spare screen space in PCLink (right click on empty space). Scott

CamB is right when he says that the closed loop boost control system should not be relying too heavily on making changes from the values in the wastegate DC% table. It may be worth saving your base-map to your hard drive, and then turning the boost control system to open loop and see how the performance of the system is. Scott

Hi, The ideal way to check this is to check the duty cycle being applied to the wastegate solenoid by the ECU. To do this you will need access to an oscilloscope. However, not everyone has an oscilloscope. It sounds like you have already changed to another aux output channel and the problem is still happening. This makes it seem likely that the problem is external to the ECU. Would you mind recording a short PCLog and uploading it along with your base-map? Here is a video showing how to do this: https://youtu.be/_P1LRANeO4A Scott

The G4+ Blue Storm has 4 ignition and 4 injection channels. It also has an inbuilt 4.0 bar MAP sensor. The G4+ Black Storm has 8 ignition and 8 injection channels. It does not have a built in MAP sensor. Both ECUs are capable of doing sequential injection so long as adequate engine position information is given to the ECU and the number of injectors does not exceed the number of injector drives. Scott

Some of the VWAG wasted spark coil assemblies don't have igniters internally. If yours does not you will need an external igniter with two channels between the ECU and the coil pack. Are the wasted spark coils in one pack? How many pins do (does) the coilpack(s) have? Scott.

Hi Tony, Can you also post a screenshot showing how you have the gear voltages settings? Thanks, Scott

The G4+ software comes with two base-maps, one for the earlier G4+ blue case ("G4+ Storm Sample") and one for the later G4+ black case ("G4+ Storm Black Sample"). You will want version 5.6.4. http://www.linkecu.com/software-support/pc-link-downloads/ Scott

Make sure that you have the Trig 2 sync set to off. I'm assuming you're not using an input on Trigger 2. Scott

Looking at that image it sure looks like it is an on/off (2 position) type system. That's kind of surprising given that the TB48 came out in 2001 (according to Wikipedia at least). But it does make things more simple, our ECUs are easily able to do a control system like this. I also doubt the factory ECU is going to care if the Vi-PEC take control of this. If the factory ECU is still running the engine then you could look at the conditions under which it enables the solenoid (engine speed and throttle position at least). Scott

Yes Code 35 is for AN Volt 9, which was your AC pressure sensor. Now you've turned the volt channel off it will not cause any future faults. Code 46 (An Temp 2) is your IAT sensor. Possibly this has been disconnected at some point to cause this problem? Here is how you clear the fault codes: 1. Start PCLink and go online with the ECU 2. Click the red error message text at the top of PCLink: 3. This will open the Event Log window. Click 'Clr ECU Fault Codes' and then 'Clr Event Log'. 4. Perform a Store on the ECU (F4 key) If any fault codes come back this means the fault still exists. Scott

The ECU will do oil pressure and fuel pressure in absolute values. If I enter the following calibration into the ECU: And set an Analog Volt channel to MAP (using Cal Table 4) and feed the channel 0.9v I get a reading of 100 kPa. If I then leave the channel at 0.9v and change the function to Oil Pressure using Cal Table 4 I get a reading of 101 kPa. If I then leave the channel at 0.9v and change the function to Fuel Pressure using Cal Table 4 I get a reading of 101 kPa. Scott.

There are a few unknowns with this. The first thing is to try and get an oscilloscope capture of the cam signals with the crank signal as a reference. This way we can see if the V88 has a mode it can use to control the cams. It is also unknown about how the factory ECU will behave. It may be ok with not having the cam sensors or cam solenoids connected. Or it may not even work with resistors fitted to simulate the solenoids, as it may be expecting to see a certain cam position when it applies a certain duty cycle. Hopefully someone else will have done one of these and comment. Scott

You will want a hose with a 3 mm internal diameter. Often the hose used is made from silicone. Scott