Scott

I don't have a base-map for one of these. But I do have some information which says that the engine should be able to use the 'Holden Alloytec II' trigger mode. Scott

If the output calibration is 0 to 5v being 0 to 1000 degrees C then it will work. If the signal does operate over the full 0.0v to 5.0v range then you may need to disable your fault values for the AN Votl channel used. Scott

Hi Paul, If your EVO 8 engine fan is normally controlled using Pulse Width Modulation (PWM) then the following thread could be useful: If you go to Help ECU Information in PCLink what is your ECU type? Scott

PCLink Help > Wiring Information > Output Wiring > E-Throttle > Specific E-throttle Applications also contains some info on setup information for various e-throttle bodies. Scott

Good, so it looks like it may possible to get it working I learnt something thanks. Scott

Hi, I misunderstood you earlier regarding the external 'rev' lights Normally the pins on the OBD2 port are not for specific data (like engine speed) but are used for different communication protocols. The following link gives an idea of how each pin is used: https://en.wikipedia.org/wiki/On-board_diagnostics#OBD-II I believe the OEM Mini R53 ECU sends data to the OBD2 port using K-line. Attached is a pdf showing how a Link ECU is able to send data over a CAN bus to an OBD2 port: Scott ECU to OBD2 port wiring.pdf

Hi, If the reverse lights have stopped working I'm guessing the OEM ECU must send some CAN data that the Link ECU does not. Although it seems weird for AN ECU to handle this. I'm guessing you have a manual transmission? My understanding is that OBD2 port on a mini R53 does not have a CAN bus connection. This may need to be established (2 wires from ECU to OBD2 port). What are you plugging into the OBD2 port to read RPM? Scott

The inputs and outputs look like a normal e-throttle body, so I can not see any problems with using throttle body. One other thing to check if possible would be the current draw of the motor, the ECU can supply 4 amps on the e-throttle drivers. The only tricky thing I can see with this throttle body will be determining some good PID gain values. Scott

Try setting the A/C clutch output to OFF, as the fans will come on when they see the clutch aux output turned on. Although the settings Adam refereed to should take care of this. Also try setting the AC Clutch Control Mode to OFF and ANV9 to off. Scott

Hi Hans, I googled a picture of the throttle body and it looks to have 6 pins. I would be guessing they are the following: + Motor- Motor+5V supplySensor ground supplyThrottle Position MainThrottle Position SubDo you have access to some pinout or wiring information? Scott

I think if you keep things how Adam suggested but add a 3rd condition to Aux 8 then the scavenge pump will not start running when you turn the key on and rpm is zero. Something like this: Scott

I can ask the engineers to consider this. Scott

Hi, Please attach your base-map and a PCLog of the problem. You may have trouble recording a PCLog if PCLink keeps disconnecting, but do your best. Here is a video showing how to do this: https://youtu.be/_P1LRANeO4A Scott

The Kurofune does not have a dedicated function for sequential turbo control. However if engine speed is what controls the solenoids for the turbos then it may be possible to use open loop boost control for one turbo and a General Purpose PWM table for the other turbo. This is nto something we have tried ourselves. Alternatively you could continue using the stock ECU with HKS EVC. The Kurofune has 8 Analog Volt channels on the main connector, chances are these are not all used by the HKS loom, so an additional pin could be fitted and used for a wideband O2 controller signal. The expansion connector of the Kurofune also has Analog Volt 9 which can be used for a wideband O2 input. Yes it can. A knock sensor will need to be connected to the expansion connector of the Kurofune for this to work. Also the knock control system will need to be configured. Scott

Hi, to answer your questions: 1. The kurofune can operate as a piggyback ECU or a dedicated stand alone ECU, if using it with your HKS loom then it will be operating as a piggyback ECU. The Kurofune can control fuel and ignition. 2. My understanding is that the HKS F-Con doesn't control boost, so I'm guessing the factory ECU or a separate boost controller is currently controlling the boost. The Kurofune can continue this way. 3. Yes, the knock control can work with the stock sensors or with aftermarket wideband knock sensors. If you have changed the bore of your cylinders I recommend fitting wideband knock sensors. Note that the knock inputs of the Kurofune are on the 8 pin expansion connector, so you will need to join these onto the knock signal wires of the ECU loom. 4. It looks like there is a MAP sensor input to the OEM ECU on pin B62, the Kurofune can use this sensor. If you are running more boost than the sensor will support you will need to upgrade the sensor. It looks like there is an IAT sensor input to the OEM ECU on pin B45. 5. Yes you are correct, as the Kurofune will be controlling the fuel and ignition the factory ECU will no longer be able to limit the engine torque. 6. The Kurofune does not have multiple maps, but does have switchable tables. So one switch could be used to change fuel tables, ignition tables, boost tables, and MAP limit tables. So far we have not had a lot of opportunity to use many of the HKS looms with the Kurofune. But the ECU is capable of doing what the HKS can and a lot more. Scott

With the key on and engine off the MAP reading in PCLink should be pretty close to the BAP reading. The value will depend on elevation, but a value of 101 kPa is pretty normal. Scott

If the engine has a nissan 360 opto sensor then you will be ok to run the engine. These normally contain two sensors: The first looks at the 360 slots on the outside of the disc and gets wired to Trig 1 on the ECU. The second looks at the inner ring of slots, I expect there to be 6 slots on the TB48, and this gets wired to Trig 2. If the engine has VVT then it will likely have another cam sensor and this should be wired to DI 1. The actual numbers from the haltech fuel map will probably not be correct due to differences in fuel equations, but the general shape of the map should be similar and the numbers will make as good a starting point as anything else. If the haltech ignition map is actual degrees BTDC then they should make a good starting point, maybe knock a few degrees off the haltech ignition values to start with as it's better to start conservatively. Scott

Hi Dolfo, Good work on the new ECU The problem with using the output shaft instead of the input shaft is that the ratio between the input and output shaft changes depending on the gear you have selected. You could set the clutch/TC slip % to work for a particular gear. Scott

On laptops we have found this issue to be related to running older versions of OpenGL, and often an update of the video drivers will update this. Can you try and update your drivers using files from the manufacturer? If this doesn't help can you tell us the exact model of your thinkpad and also your driver information? If you run dxdiag.exe there is an option to save all information, if you can email it to us that would be appreciated. Scott.

Yes, the PCLogs will need to be manually saved to the hard drive. Once you close the log in the log file manager or close PCLink they will be lost unless manually saved. Scott

Your wiring diagram looks correct. I think this is the datasheet for your fuel pumps: http://www.bosch-motorsport.com/media/catalog_resources/Fuel_Pump_FP_200_Datasheet_51_en_2776426379pdf.pdf According to this the pumps will draw about 15 amps each. I would recommend a 30 amps relay and 20 or 25 amp fuse per pump. Scott

Hi Michael, The advantage of the open loop fuel pressure control is reduced current to the fuel pump, reduced fuel system noise, and reduced circulation of unused fuel (causing heating of the fuel). This fuel pump speed control mode should be used with a fuel pressure regulator. The regulator is what will actually control the maximum fuel pressure. This fuel pump speed control mode is also intended to be used with fuel pump speed controller hardware. To setup the FP Speed table correctly you are going to need to be able to monitor the current fuel pressure, this could be through a fuel pressure sensor or a fuel pressure gauge. You will want to hold the engine at a particular injector duty cycle and then reduce the current cell in the FP speed table until you see a dip in the fuel pressure. You now know the minimum FP Speed DC% required to achieve the fuel pressure that the regulator is set to. I recommend then adding some % to this value as a safety margin, how much you feel comfortable with is up to you. You will need to go through this process for each cell in the FP Speed table. If you do have a fuel pressure sensor you might be better to consider using the close loop fuel pressure mode. Scott

Yes, I believe you are correct, most tablets that have a single USB can only charge or communicate. A tablet with two usb ports would be ideal. It will take some playing around to setup the display as you like it. Often this can be very painful to do on the tablet itself. The tablet will want to running 'proper' windows and not a crippled mobile version of windows. Scott

As you're using the ECU in a piggy back installation there are a couple of potential issues you will want to look out for: Are the crank and cam sensors hall or reluctor? A lot of nissan engines of this era had hall sensors.When the piggyback ECU is connected to the cam and crank sensors will the signal to the OEM ECU be effected? Will this create a problem?What is the trigger pattern of the TB48?Is the piggyback ECU able to have the Analog temp inputs pullup resistors turned off, or able to use Analog volt channels for temp inputs? When sharing temp sensors between ECUs you only want one ECU providing a pullup resistor.Does the piggyback ECU provide sufficient inputs and outputs? Here are some you might end up using:ECT IAT MAP TPS Wideband O2 Injectors Ignition coils I don't have a TB48 base-map to share. One of the tuners on here may have something you could use. Scott

Hi Bram, It would be worthwhile bringing in the 4 wheel speeds. The Thunder has 6 high speed differential wheel speed inputs, these are the ones you want to use for your ABS sensors. You will 'T' into the existing wires between the sensors and the ABS controller. I've never done much with CAT 6 cable, is it multi stranded? If not I would try and use something flexible and multi-stranded that is shielded. The actual current requirement for the speed sensors will be very low. Scott