Brad Burnett
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Posts posted by Brad Burnett
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Coupe-R,
"QUESTION 2: I got this NSX map from someone else and it's not really to my liking for ITB and big cams. The link help talks about tuning an NA motor with unstable MAP (that will be us) says to use load equation=BAP and fuel and ignition y axis=TP Main. (Makes sense to me)
THEN the Lambda target table help section talks about how G4+ is very good with ITB's and to use load equation=MAP, open loop lambda on so that the MAP axis of target lambda can make adjustments.
So which is the best recommendation for a NA motor with ITB? (We are running a map sensor to a vac box off the runners)"
I have a done a few ITB set ups recently and I would highly recommend the setting the load equation as MAP and then set the load axis in the fuel/ignition map as TPS. Most of these setups were using the Modelled fuel equations.
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Link has discontinued the external controllers, but as stated I still have a few on the shelf.
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settings from a Honda set up I recently did.
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Sorry, never noticed that in the help file. Disregard my previous post.
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You are correct
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If it sweeps with key on then the tacho is wired to the ecu correctly and the ecu is in control. Shoud try as adamw has mentioned and try adjusting the duty cycle and the multiplier. I have had to mess with those in order to get those tachos to work.
Does the key on sweep go all the way to the set RPM value?
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Adam thanks for the tag.
Yes I do have a couple of the older external ethrottle modules for sale. They are still brand new in package.
If someone is in need, just let me know.
Thanks,
Brad
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thanks for the reply jmp
I'll have to look into that. It would be handy if it did save me some Aux outputs. I'm just going thru wiring diagrams at the minute to see what exactly I have to swap about. I know the jz runs the injectors in batched sequences. so would I be right in thinking I'll have to repin the link ecu so I'm only using 3 of the 4 injectors out puts on it for the 1jz?
Hi Brad
Thanks for your reply.
How did you get around the issue of running out of I/O for the stepper motor?
the engine I will be running is the non vvti 1jz. I would have thought I'll be freeing up some outputs on the link ecu by not running the vvti like I did on the beams engine.
They vehicles that I did were dbw cars and didn't have a stepper IAC
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Pretty sure I have a couple of the older external e throttle controllers on the shelf for sale.
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How are the coils wired?
4ms is fine on LS1 coils.
Your lambda is really rich. typically on e85 I will run leaner than regular petrol.
Why does the first log show that its idling at .7ish lambda?
You pulled fuel till the egts were too hot on other cylinders. What is too hot for you?
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Version 4 sti/wrx did NOT come with ethrottle.
That ecu (wrxlink ver 4 G4+) will NOT support ethrottle.
The screen capture that you posted, the plugin column is just a generic list of what their whole line of plugins may offer. If the vehicle had ethrottle from the factory, the ecu will support. If the vehicle didn't have it, it will NOT be supported. Similarly with map sensors, if the vehicle had one from the factory, the Link plugin will not have one on board.
From the original post, I was under the impression he was going to be replacing the ecu with a newer unit that did add ethrottle, such as an Xtreme, fury, thunder, or other plugin that had ethrottle to begin with.
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The help file in the software has all the pinouts for all the link ecus.
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I have a red xtreme in one of my applications.
Yes the red is just Saturated injection drives.
Although I'm not using CAN 2, when I went through the software it does appear that it will work as the options are there(not there in an early g4+storm). And they would be thru DI9&10.
From what I understood when I got my Red box, it was effectively just a I88 unit with a touch less software functionality and saturated inj drives. But the newer software brought it up to the same software functionality as the I88. Then when the I88 went bye bye, the black extreme took its place and received the peak and hold inj drives.
If I'm correct, the only difference should be the injection drives.
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As CamB said, Increase your "stage 2 on" value. 20kpa is too low. May need to up that value to more like 40kpa. I have had this specific problem in the past.
Also as Cam and scott have said, that Wg table is not tune and solely relying on the closed loop to control.
Good luck.
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Yes you can connect the LM2 to the ecu to get auto tuning to work.
I typically don't use auto tuning on any application, I can typically get the job done faster manually.
Also keep in mind that the "auto tuning" is only for the fuel map side of things, you will still need to tune the timing map.
You will want to start with a conservative timing table if using the auto tuning.
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If configured correctly in the modelled fuel equation, the ecu will automatically adjust injector pulse width for variations in fuel pressure.
Both oil pressure and fuel pressure are good sensors to have wired to the computer.
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You can set those tables up via the 4d fuel or ignition tables. These can be found in the fuel or ignition tabs under corrections.
You would then select your auxiliary output as the table activation(whichever output is controlling the VCT).
You can then set the table axis to what you desire. RPM vs TPS, rpm vs MAP, etc.
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Lq9 chevy coils are getting pretty popular on the jz motors.
I'm running Toyota sienna coils on my 1uz with no issues. very similar to the 3uz coils.
but I don't think that the 1zz coils are smart. I just think that they are internal ignitor and similar to the rest of the typical Toyota coils.
http://www.sq-engineering.com/tech-articles/coilpack-info-guide
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Could you please re upload your .pcl file?
It was uploaded as an incorrect file type and can not be opened.
Thanks
Brad
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Map sensor is on board.
In your pic is at the bottom right next to the "G4"
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I am taking it to a tuner next Thursday. I have since worked out most of the bugs.
I do however have a strange issue. When I rev the engine past 2500rpm under the hood I can hear my vvti solenoid TICKING quite loudly actually. You can feel it to the touch right through the vvti solenoid housing. I have it unplugged and the sound goes away. Is this the tune or is the sensor buggered? I'd love to know before I bring it to the tuners. It's the cost of a hotel 4.5 hour drive each way and a missed day of work... I don't want to waste my time with any issues...
thanks in advance guys !!!
Frequency on your VVti solenoid is only 20hz.
Go to Aux 1(where you have the vvti solenoid) and raise the frequency from 20 to something around 250Hz.
Good Luck
Brad
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My set up is 3sge AE86 with stock injectors, black top 20v ITBs on the altezza plug in.
I do have a pretty solid calibration.
I have spent way to much time on it to just hand out the map for free. If you would like to toss me some cash I could share.
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Interpro Dave,
Where are you located? In the USA, they didn't implement quad AVCS until 2008.
But as for quad avcs, you will need to select "Subaru Quad AVCS" and then once you have a Digital input and aux outs set up for the exhaust cams, then the exhaust avcs tables will show up under the vvt control menu.
Good Luck
Brad
VVTI question Altezza
in G4+
Posted
Brendon001
Here is a screen grab of a log from my 3sge Beams in my 86 corolla showing vvt tracking in the middle graph