Brad Burnett
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Posts posted by Brad Burnett
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Just to get an idea of what you are after, I would look in the help file under "engine specific information". Click around in there and look at some of the trigger threshold levels to get an idea.
I sometimes have to add a 500 rpm column to get what I'm after.
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Have you tried increasing the arming threshold on the Trig 1? Could possibly weed out some of the noise by bumping the low rpm values by about .2-.5.
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Could you post a copy of you calibration?
There are a variety of things that will cause kickback on the starter. Including but not limited to cranking timing, fueling, trigger threshold levels, poor grounds, etc.
As for the shield on the cable, I always run that to a sensor ground at the ecu.
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Mapper,
Yes on the GTR that we did that had the pressure drop we set up a 3d gp limiter for both fuel and oil pressure.
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Sam,
Are you positive that it is a G4+ unit?
The software wont cross. But it will typically detect the ecu and just tell you that either the ecu is too old or not the correct software.
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I would still 100% try to address the mechanical problem as best you can before just letting the ecu make the necessary compensations to be right.
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I wouldn't think its a silly mistake. Its weird that some of the cal tables will allow further fine adjustment than others. Also some cal tables will put the input on the x axis and some will put the output. you actually have to be on your toes to notice.
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your calibration for the diff temp sensor is backwards. Its just from using cal table 9. it doesn't have as much configuration available.
You have temp on the axis and ohms in the output.
I have revised this and put the diff temp in cal table 1.
Give it a shot.
nettlez rolling launch added - fan adjusted - diff oil added - fan adjusted Brad Mod.pclr
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Thats usuall. What I've seen, on most cars pressure drops by 0,25 bar at higher injector duty cycles. Even with new fuel pressure regulator and big fuel Pumps.
If you setup modelled fuel, you can choise FP as a load source, so pressure is compensated by the fuel modell.
I can attest to this.
Recently calibrated a R32 GTR. Was running a nismo pump that couldn't keep up with the required supply. Had fuel pressure dropping by more than 50kpa. But with the Fuel pressure sensor wired to the ecu with the correct settings in the modelled equation, you could look at the lambda and wouldn't even notice that the fuel pressure was falling.
I have even had my own car melt the fuel pump completely fail on my own personal car and the ecu was able to compensate enough just based on fuel pressure to keep the car running for about 3-5 mins after all the warning lights on the dash came on with less than a bar of fuel pressure.
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Typically on a four stroke engine, regardless of number of cylinders, when I set up multipoint group I use an injection rate of 1 engine cycle or 720deg.
Just curious why you are not running full sequential with the extreme on the 1j. The ecu has enough I/O and has both a crank and cam sensor to suit the task.
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Just to confirm. There's no problem sending the dash stream through the CAN on the main connector?
That's correct sir.
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2 ways to fix it: We sell the bare connector (part #CANF) so that you can connect only the 2 can wires. (You can also probably buy these LTW connectors locally from Mouser or similar) Or you can use the 2nd CAN bus that is available in the main connectors.
Mouser part # 523-BD-06BFFA-LL7001
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There are 2 can modules in the ecu.
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Pretty much any NTC thermistor will work for that application.A standard coolant temp sensor would work even.
I wouldn't expect the rear diff to heat up much past 130 deg C so you should be fine.
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There were 2 different products. There was a G4 and a G4+ product lines.
The G4 xtreme did not have ethrottle on board and needed an external ethrottle controller to use ethrottle. (I believe I still have at least one of the external controllers available.)
The G4+ xtreme has ethrottle on board and no external controller is needed.
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If it is a G4+ then yes it can do ethrottle.
The red G4 extremes do not have the ethrottle on board.
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There is a difference in the sensor location as well as what the sensor is measuring.
Most cars will have the coolant temp sensor(CTS) in the cylinder head or the thermostat housing to measure coolant temp of the water coming out of the motor.
Some cars and bikes actually have a cylinder head temp(CHT) sensor. This sensor doesn't go into the coolant but merely measures the temperature of the material of the head.
There are quite a few cars that will have a CTS in the head or thermos housing, and then also have a fan switch in the radiator end tank.
Easiest way to tell if the sensor in the head is a CTS or CHT is to remove it and see if there is coolant in the port where it goes.
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If you are in the software and click on any parameter then hit the F1 key, it will take you straight to the description of that parameter in the help file.
Or while in the software, you can click on the help menu at the top, then select contents.
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Aux 9 on the expansion connector is available.
Aux 10 is controlling the purge solenoid, you could use this if you eliminated that.
Aux Inj 7 is controlling the O2 sensor heater for the stock narrow band. Could use this if not using the sensor.
Aux Ign 8 is controlling the fuel pressure increase solenoid. Could use this if you just run the vac line from the manifold straight to the FPR.
All this information is in the help file under G4+ plug in installation manual> pin functions> supralink
ISC Solenoid RB26 (R33 GTR) Not controlled by ECU
in G4+
Posted
Could you post a copy of your current calibration please?