Scott

Hi Grant,
Something like that would be quite cool. I'll pass this onto the engineers. I'm unsure where this would fit in their priority queue.
Scott
 

The nice thing about using one of the e-throttle bodies in our help file is we have wiring information and settings there to use, which makes things easy. Look at where your throttle body currently bolts on and look at how your current accel pedal assembly attaches then go to an automotive wreckers and look for some options. For my car the accel pedal assembly mounts on the floor rather than the firewall, and I found a MkV golf GTi pedal worked well.
Scott

Okay will get my track car in the workshop and get a scope image.
The crank signal should be the same between the HR and VHR motor as the flywheel is the same part and the block is the same part so the crank trigger is in the same position.
The main difference between the 2 motors is the top end.
350Z HR has variable inlet/exhaust cam and the 370Z has only variable intake but also variable lift. The intake cam/phase sensors are in a different position between the 2 motors.
Generic scope from Nissan workshop manual.

 
 
 
 
 
 

I don't have any information on what the usual value is. The best way to know is to use a timing light.
Scott

Hi mapper,
One possible solution is to set the ECU logging up so that it is logging all the time. When the customer detects a fault they can turn off a switch, which turns off the ECU logging.
This won't suit every install, as putting a switch in is extra work, but could be good for customers trying to track down intermittent problems.
Scott

I will ask the engineers if they can add this to the Options > Colour Theme . This way you can choose the colour you would like to use.
Scott.

In case anyone is trying to do the same or something similar. AiM released a new feature. Now you can build your own CAN message.
CAN DRIVER BUILDER The CAN Driver Builder is a utility included in RaceStudio3, intended for developing a software driver capable to read a CAN datastream coming from an ECU or a different device. The driver produced can be used on one of the following devices: MXG, MXS, MXL2, EVO4S, EVO5.
http://www.aim-sportline.com/download/software/doc/CANDriverBuilder_100_eng.pdf

Scott,
      This dash was previously run on a Haltech Sport 2000. It should be configured for the V2 CAN protocol. I do not have the comms cable at the moment but I know you have to scan the vnet for channels. May have to try that. Other than that I may be able to get a dash to you guys. I will talk to the owner of the other dash. He is going to be running a thunder so its in his best interest.

I will ask the engineers if they can add this to the Options > Colour Theme . This way you can choose the colour you would like to use.
Scott.

On the SR it will pay to do a Fuel cut for the limiting. If an ignition cut is used there is a good chance of rocker / valve damage
Below would be a starting point RPM and ignition retard you might want to start softer.
 

We completed our first evo 8 pnp here at the shop on a car we built. Its a 2.0L 4g63 with oliver rods and wiseco HD pistons mated to our head with GSC s3 cams. T4 TS S364.5 SXE turbo with FIC 2150cc injectors and a Walbro 450 pump. We ran about 33psi to achieve the numbers. The ecu is awesome. Setup knock control, oil pressure safety, coolant temp safety(which already saved the car! The new fan took a crap on him when he was out for a cruise and hit the 225* 500rpm rev limit!!!).

Here is a vid with dyno sheet at the end.

I'm a VIP member on HPA and have learnt alot, I recommend Andre and the team . A lot of there webinars are using the LINK so there's not much more you could ask for. 

Adam is correct, changing the VE value (fuel table 1) or the charge temp value (charge temp approximation table) will have an effect on the value of 'Air per Cyl Estimated'. 

Scott
 

Hi Dan,
I've referred this on to the engineers, here is what they had to say:
The "Air per cylinder measured" parameter is a value only from a MAF input.
The "Air per cylinder Estimated" parameter is calculated from the MAP sensor. 
The engineers are happy to add "Air per cylinder Estimated" to the table axis options and will put it on the list.
Scott

It lives! 
 
Thanks for all your help guys, ended up being a combination of the newer map and adjusting a few settings and fault finding a couple of bits on the car (front to rear cam sensor etc). Runs now, and nearly ready to go off for mapping. 

I hope so - it's what I plan to do. When I look at the help file it looks like it does:

That worked, well at least for these warmer cold starts. Which was better than before.
See how we go as the temp starts to drop for winter.

all ready solved thank you 

Also curious which air valve you used from the CA18. There is the actual IAC valve which is pulse width modulated and there is an auxiliary air valve which is simply a bimetallic valve which slowly closes the longer constant 12v is applied to it similar to a carb choke. The IAC actually bolts to the side of the upper manifold where the AACV has a barb on each side and is plumbed to the manifold with hose. The AACV will not work for idle control as it is not fast enough to react to changes in RPM. 

With high impedance injectors I would not expect any problems with being compatible the Monsoon. 
Have you tried increasing the master fuel number? 
Have you verified fuel pump operation and good fuel pressure?
If you can record a PCLog of you trying to start the engine and attach it with your base-map we can take a look. Here is a video on how to do this:
https://youtu.be/_P1LRANeO4A
Scott

Ok the reason is because on a LC1 the YELLOW WIRE IS THE 0-1V narrow band by default.
Get a USB to serial (RS232) converter (a decent one) and download the logworks software and LM-programmer and re-program the analog 1 (YELLOW) to be
0v =7.35, 5v=22.39
http://www.innovatemotorsports.com/support.php
OR just plug the BROWN WIRE into the ecu lambda 1.
http://www.innovatemotorsports.com/support/manual/LC-1_Manual.pdf 
 
Make sure you have wired the SENSOR ground to the SENSOR ground of the link.
DO NOT just join the power ground and sensor ground wires together from the LC-1.
 
P.S Do a free air calibration with the sensor pulled out of the exhaust

I would use the Link MAP sensor. You will be able to see how stable the signal is once you're ready to run the engine. The fuel pressure regulator is going to be seeing the same MAP reading as the ECU.
Scott

The mixture will be richest when the engine is burning the most fuel. As the injector timing is being adjusted (and not the volume of fuel) when the reading is richest the engine is burning the most fuel, and not wasting it by passing it through unburnt.
Scott

The engine fan system does vary across the Evo 4 to 9 models.
Most Evo 4 to 6's will have the engine fan work by grounding pins 20, 32, and 34 through Aux-Ignition 4.
Some Evo 7 and 8's and all Evo 9's will control the engine fan by applying a PWM signal to pin 21 via Aux output 1. I believe 100% in the duty cycle table will give 0% fan and 0% in the table will give 100% fan. The relationship is inverse.
Scott

I'm happy to ask the engineers if it is possible. Do you have some examples of motorbike engines and what trigger patterns are found on them?
Yes, this is possible. Here is a video showing how to do this, and some other cool functions of the 3D table view:
https://youtu.be/Eo9zBcIkacs
Scott