b3tuning

You have to be careful with the wiring when using ecu hold power. The reason for the second relay(s) is to prevent a circuit back feeding power into the ecu and preventing proper shut off. If the ecu is controlling the relays powering ancillary devices (solenoids, coils, injectors, etc) via a low side output (Aux Out), then there will be no issues. You could also probably use the fan setting RPM Zero Timeout to achieve what you need without using ECU Hold Power and the extra wiring

Sorry didn't see your edit. I'm actually on release 5.6.4.3229 I had planned on updating to the latest firmware when it was released 5.6.5.3338, but when it was rolled out there were some posts about a few bugs so I held off.. 3338b was released shortly after but still didn't see anything in the notes that my setup benefited from. I'm on PCB version 1.4 which only has 1 CAN bus, and is affected by the cold start bug.

Sorry for late reply... Have had no issues running PCLink in a Win10 64bit VM on a MacBook Pro

Thanks David for chiming in... I've included screen shots of the tables along with my target idle table to show that there is no conflict... I agree this is weird, and hopefully easily resolved. The only thing that I can possibly think of that can be a contributor to this bug is that I do have an Xtreme affected by the cold start hardware bug. As I am in the U.S. and this is my daily, I have not been able to send my Xtreme in for the update... surprised I am the only one to notice this... Can Adam or Simon chime in that this could be related to the cold start hardware issue?

I get the increased manifold vacuum pulling the fuel film off the walls, but at least in my case, the injectors are still pulsing during over run and there is a measurable fuel mass... I've included a screen shot showing that over run is active, and actual injector pw is NOT 0, and duty cycle is ~3%. This is ALWAYS the case for me during over run.

When Over run fuel cut (decel fuel cut) is active, is the fuel pulse reduced by a certain percentage or clamped by the minimum pulse width? Or is injection completely disabled or ramped down with ignition to 0 duty cycle? Or is the logger not calculating duty cycle and injector pulse width properly during over run? Have noticed via logs or while driving with my laptop riding shotgun that when over run fuel cut is active that fuel is still being injected, Injector duty cycle only drops to ~3% on average. Wideband does show going lean (at least to 16:1 afr, 1.10 lamba petrol) Curious if I'm missing out on some engine braking and fuel economy, or a small bug in the logger or modeled fueling? Will post my current cal and log if needed. G4+ Xtreme (red single CAN)

As usual, spot on Adam!

not a lot of info for this sensor.... but wiring is as follows Looking at the sensor pins with the bung facing down... the pins are from RIGHT to LEFT Right most pin is pin 1, left most pin is pin 4 Pin 1 : Sensor Ground Pin 2 : Temp Signal Pin 3 : 5v Pin 4 : Map Signal I found various calibration details on ballenger motorsports site... they have calibration details for 1, 2.5, 3, 3.5, and 4 bar Tmap Map IAT sensors.... check there under Shop > Sensors > Pressure Sensors. After selecting your sensor, click on the tab for specifications and there are calibration tables

Is this Surface specific? I actually run the PCLink software on my MacBook Pro in a virtual machine using Parallels with Windows 10 64bit, forcing my onboard NVIDIA GeForce GT 650M. Is there something I should be looking out for?

Not sure on your location, but a 1 uF capacitor (1 micro Farad) should be readily available at any electronics hobbyist retailer/ sparky shop, or online with a simple search.. it is wired in with one leg of the capacitor as a splice to the coils main power wire before it splits to power each coil, and the other leg of the capacitor splicing into a ground. I have LS3 coils running on an xTreme without the suppressing capacitor without issue and may just be lucky, but others have had noise issues... If in doubt, I'd add the capacitor as cheap insurance and peace of mind as even if not needed, it will not hurt. Hope this helps!

Total brainfart... was thinking Thunder for some reason

I would guess you can use the plugin basemap, but as you have a monsoon which has more I/O and features than an Xtreme, you may not have access to all the power of the monsoon. I would suggest you use the Monsoon Sample map, and import the various tables you need from the Xtreme plug-in S14-S15 basemap... but you would need to verify that the pins used in the basemap match how you've wired in the monsoon, or edit the I/O tables to match your configuration. Also looking at the S14/S15 basemap, I did not see an output configured to control the VCT solenoid. so you may want to implement that as well. For my S14 SR20, I used the same basemap as a starting point, and tailored it to suit how I wired in my G4+ Xtreme. I highly suggest using Modelled for the Fuel Equation mode over traditional.

Had a look at your log and your calibration... was your wideband hooked up during the logging? Showing extremely rich... ~0.7 lambda!Also, it looks like your idle ignition table and your main ignition table don't quite match around idle areas... can cause minor issues when transitioning from the ignition table to the idle ignition table and vice versa. You could benefit from calibrating the injector short pulse adder table, and the setting the minimum injector pulse width... if available of course... Also, what type of idle solenoid are you using? If it's the stock Nissan IACV, 15Hz is too low... with a higher frequency, the plunger in the solenoid will maintain an almost static position, either allowing more air or less based on base position. This can greatly help achieve a stable idle with minimum interference from idle ignition tables.And since you're having issues getting idle rpm's below 1000 rpm's, I'd revisit setting the bleed screw on the IACV and then redoing the base idle position tables.I'd expect those cams to idle pretty solid at your target rpm's.

Post your calibration file... I'm able to configure a temp sensor with negative temperature on the axis. As an example, using the latest PCLink software, I set an Analog Input as an Air Temp Sensor, and under Sensor Type I used Cal Table 1. I opened Cal Table 1, and set Input Units to Ohms, Output Units to C*, Output Table Start to -40, etc etc...

In for updates... @brett, saw your post about importing a newer firmware tune with the additional virtual aux's. were you able to find a suitable solution to this puzzle?

I had a play at this puzzle as well, (quite the brain bender!!!!) and I THINK it can be done using 2 timers started at the same time, double checking the elapsed time of the second timer to invalidate activating the 1st Aux1 1 second pulse again during subsequent triggers... But the 3 condition limit logic makes things difficult with only 3 virtual aux channels... At least that is what I found using a base map for the S13 plugin

I'll share some personal opinions from my own experience, take it as you will.... As mentioned already, I would also strongly caution anyone away from any Innovate wideband controllers... horrible ground and signal noise issues, heating issues, sampling average and delay issues. Have not had any issues with AEM controllers. Response time is great, and they have CanBus/OBD2 gauge controllers with 4.9 sensors finally. Currently use a Ballenger AFR-500v2 with a 4.9 sensor in my daily, and has been reliable, with the added bonus of being upgradeable by ECM to an AFM1600... although they have their own "special" connecter on the 4.9 sensor, that you can only purchase from Ballenger, it is at least affordable. If I could have easily sourced one locally in the U.S., I would have paid just a hair more for the Link CanLambda without hesitation.... With all that said, I would recommend finding a wideband controller that uses a Bosch LSU 4.9 sensor and preferably is CanBus based. I'd also recommend finding more data on your injectors to characterize them properly

I'm surprised support hasn't responded already, and am interested about the discrepancies between the PCLink functionality and what is provided in the current help files.

For the price and feature set, I am truly impressed with the G4+ product range... as mentioned earlier, the CAN Bus can operate at 1MHz (1000 samples), and an external dash logger, or daq system would provide you with even more channels of data. With the AEM, you have to use their separate software package, AEMData, for reviewing stored logs. Which negates any true benefit of their logging abilities unless you have a PC connected during use anyway... Not to mention the rather limited supported trigger configs, and not having the ability for user configured trigger setups anymore... PCLink shines for the logging being integrated into the ecu gateway software. I can't speak on the Haltech as my experience was only during the E(x) product range.... Of course, pushing for updated features is never bad, the G4+ product range has been around for several years, there is only so much that can be done for existing hardware. As I'm sure you've found, nothing can touch the Thunder for I/O given the price... the lack of on board memory surely should not be a major issue given all parameters can be logged during use with a connected device running PCLink software!

Saving a master and then a copy and using the copy is probably the best workflow since PCLink automatically saves the current layout. Alternatively, you can use pages/tabs, and work with changes on a specific tab, leaving your desired layout config on a different tab

Adam, thanks for chiming in, I don't think you ever sleep! Would it be possible to request for a future release to generalize the trigger modes based on the crank pattern for GM's? As a suggestion, instead of LS1/LS2 maybe GM 24x/GM 58x? GM 4 cylinder Ecotec motors also use the same 24x/58x pattern based on year of release, so these patterns are not just limited to GM V8's

As I'm sure you probably know, the LS3 (and 2006+ LS2's) uses a 58x (60-2) reluctor on the crank and 4x cam trigger, older LS2's (pre 2006) had a 24x reluctor and a 1x cam trigger... I don't know what profiles Link has set up in for use via the Trigger mode, and would like to know if the LS2 mode worked for you! If you need any stock data (injector characterization, VE, etc) , I've amassed tons of .hpt files over the years including GMPP LS3 crate motors from Spec TT's i've tuned, if you need any specific data, let me know

Sam, it's pretty easy... see this link from Microsoft https://msdn.microsoft.com/en-us/windows/hardware/drivers/install/using-device-manager-to-uninstall-devices-and-driver-packages

@coupe-r - since you are trying to drive both V-tec solenoids with one output, I would honestly recommend using a relay... you can then use any output, LowSide OR HighSide to trigger the relay (with simple wiring changes on the 85/86 relay pins), and have the relay energize both solenoids via the relay pin 87... then you'll ensure not overloading the ecu, plus it gives you some more options on utilizing outputs since you aren't tied to only HighSide capable outputs For using a LowSide output pin, wire ecu pin to relay pin 85, have Switched 12v going to relay pin 30 and 86, and relay pin 87 going to both solenoids. For using a HighSide output pin, wire ecu pin to relay pin 86, relay pin 85 to ground, and Switched 12v going to relay pin 30 for both cases, out of habit, I'd recommend a flyback diode between the relay pin 85 and 86, cathode whichever of 85/86 are 12v and anode to the other

I'd like to add my vote for the addition of optional 2D graphs as well... I like switching between 3D and 2D in other platforms to quickly find areas that need a little more attention or being able to identify trends to speed up mapping certain areas, as well as just another data point for finding bottle necks in setups.