Scott

It looks like the ECU is functioning as it should be. It could be worth checking at the A/C relay to see what is happening. Perhaps a pressure switch is causing the relay not to turn on. To be honest I do not know what the ATS pin does. I have searched documents to try and find out. I have not come across any information. If the compressor clutch and fan are engaging then it looks like it is not needed by our ECU.

Good morning, What do you have you AN volt fault setting set as? If you breach the upper or lower limit and you have the fault setting at 0 it could explain why PCLink is showing 0. I have tested the oil pressure setting here on my simulator and it seems to be working well. Can you send me your base-map and I can test it for you. [email protected] Scott

Pin 63 on the ECU is the A/C output from the ECU. It would be worth checking this to see if the output is indeed being driven to GND when PCLink is saying it is on. If the output is driven to GND then the ECU is functioning as it should be. If not, then there is a fault of some sort with the configuration or ECU. Let us know what you find. Scott

Hi Brad, Yes, connecting the knock sensor like you described is correct. Make sure to use shielded cable and try to avoid running the cable along side high current wiring like HT, alternator, battery, ignition coil wiring. Cheers, Scott

Good afternoon, When the engine revs drop is the compressor clutch engaging, or are the condensor fans turning on? Scott

Good afternoon, There is indeed a bug with the pressures in PCLink 4.9.3. It has been noted and should be fixed in the next firmware release. Thanks for the feedback, Scott

Hi Adrian, You have a few different options, none of them are ideal: 1) Run the two outer sensors 2) Run the inner sensor 3) Connect all the knock sensor outputs and connect to one knock input. The Knockblock and the Xtreme are both only designed to have two knock inputs. Probably option two is your best option. Regards, Scott.

Hi Markus, Do you see RPM on your tacho? If you see RPM on your tacho then the cam and crank signals are being received correctly by the ECU. Have you checked the power supply and GND to the ignitor/coil? If you have access to an oscilloscope you can check the ignition outputs from the ECU. Regards, Scott

Hi Daniel, Because PCLink is registering RPM I believe your triggers are reading ok. Next time the fault occurs try checking the following: # Voltage to ignition coil # Voltage and GND to ignitor # If spark is coming out of the HT lead from the coil. Hold the distributor end of the lead close to an earth (like your engine block) and see if a spark jumps the gap. If yes, then the problem is in the distributor cap, rotor, other HT leads or spark plugs. If you find no problems in the above you will need to check the ignition output from the ECU, this really needs to be done with an oscilloscope. Good luck, Scott

Hi Ben, If you can set the on-board logging up and record while the problem is occurring we can have a look at the log and it will hopefully help us identify what is happening. The on-board logging only logs certain parameters and only has limited space, so it would be best to clear the logs, then record a good start for reference. Then when the fault occurs next, record that and we can compare the two. Cheers, Scott

Good mornin', Well done, it looks like it drives really well. What were the main obstacles you had, and how did you solve them? Is the Link or factory ECU controlling the E-throttle? Cheers, Scott.

Hi Eric, In this situation there are two important time constraints when it comes to ignition. Spark duration (normally somewhere around 1 ms) and dwell. As RPM increases there is less time for both functions to be performed. On the Link G4 systems when there is not enough time for both, the spark duration remains constant and the dwell time is reduced. The only things that can be changed to improve this is to modify the ignition system or make compromises on dwell, spark duration or RPM. I am unsure whether the MSD coil pack you have is direct spark or wasted spark. Assuming it is running waste fire coils, spark duration of 1ms and dwell of 3ms, each ignition coil will fire every 360 degrees, which means the maximum rpm is 15,000 rpm. It looks like you will be fine, usually when people run into this problem it it trying to run something like a single coil distributed v8. Cheers, Scott

Hi Bruce, So long as your deadtime values are set in the ECU to match the injectors, the lower voltage would taken into consideration in the fuel calculation. The injector deadtime table spans 6 to 15 volts. One possibility is that if the jetski was jump started incorrectly, damage could have been done to the ECU. Normally if this were to happen the injector driver would be fully on or fully off though. If you have access to the ECU it would be worth testing the injector output #2. Another possibility, as you mentioned, is that a fuel system component failed. Let me know if you are able to recover the log from the ECU, it could certainly help diagnose what went wrong. Kind regards, Scott

Hi Evan, Yes the atom would do the job fine and would be a big step up from what you currently have. If your ignition setup is going to be coil on plug you will also require 8 ignitor channels (2 x 4 channel or 4 x 2 channel). Regards, Scott

Hi Ben, Dave's advice is right on. It sounds like you are losing a power supply to the coils or injectors. Is your ignition system setup coils on plugs with built in igniters? Another possibility could be your fuel pump or fuel pump relay. It can be difficult to track down intermittent problems like this, hopefully the problem will play up for you more often or ideally bring you to a complete stop so testing can be carried out. Regards, Scott

Hi Reece, Do you know what sort of signal the factory ECU feeds to the gauge? Unfortunately I think it going to be unlikely that you will be unable to get the G4 driving the gauge. It is an unusual setup. Scott

Hi Brad, It sounds like you have your conditions set up correctly. If you send me your basemap I can test it on the bench. Which firmware version are you running? There was a problem with the value ranges (for some inputs including EGT). I have checked this on the latest firmware and it is allowing me a value between 0 and 60,000 degrees. The AN Volt 4 and 5 < > thing appears to be resolved in the latest version of PCLink also. Thanks for the feedback though. Cheers, Scott

Hi Evan, No, this is not possible. You are going to need a minimum of 4 ignition drives. Could be a good time to upgrade to one of our G4 ECUs? Regards, Scott

Hi Guy, Great that you got your trigger problem sorted! Are you running your low impedance injectors with a ballast resistor pack? Do you have an oxygen sensor to monitor your AFRs? What injector duty cycle are your injectors reaching? If you reply with your basemap attached I can have a look for anything obviously wrong. Cheers, Scott

Hi Steve and Kurt, The G4 ECUs (like all ECUs) have a certain amount of memory. The firmware uses up that memory. In order to add more tables to the firmware we would have to remove other features from the firmware. We are always working on new products including firmware and hardware. I can not say when more information will be available. Best regards, Scott

Hi Steve, Sorry to hear of your problems with the firmware updater and PCLink. We have PCLink and the firmware updater working here with windows 7, windows vista, and windows XP with no problems. There is no regional setting that should influence if it works. If you have your ECU (with ign switch on) connected to your windows 7 machine and go to Device manager > Ports >  and you should see your ECU listed. Which com port is allocated to your ECU? The firmware updater only work with com ports 1 to 10. It is worth trying to change the com port and see if this resolves your problem. You can do this by right clicking on the ECU in device manager. Do you have access to another windows 7 PC you can try? Regards, Scott

Hi Eric, A good starting point would be 3ms dwell right across the table. When you are testing it watch the dwell value in the runtime values and make sure it is not being reduced at high RPM. Cheers, Scott

Hi Mike, It may work, but I do not recommend it. Your best option would be to get another 3 channel ignitor and share the ECU ignition signals to the ignitors. That or swap to wasted spark coils. Cheers, Scott

Hi Michael, Yes, you can group 3 injectors onto 1 injector driver, it has been done successfully before. Cheers, Scott

Hi Mike, Here is the direct link for the manual: http://www.linkecu.com/support/documentation/g2-g3-engine-management-documentation/LEMG3Â It can also be found on the website under Support > Documentation > G2/G3 Engine Management Documentation > Cheers, Scott