Vaughan

Open PClink, connect to ECU (F3 or ECU Controls -> Connect or click on the red box in the top right that says Offline), File -> Save as... If you want to play in PCLink without connecting an ECU you can just do File -> Open and select any of the sample tunes that come with PCLink or any that you have downloaded. Assuming the Solo and the Power tune dash are setup to the same CAN Bus Speed (e.g.500kbit/s, 1Mbit/s, etc) and only one of them has a terminating resistor on their CAN bus wiring then they can be wired together and to the ECU. (ECU will also need to be set to the matching bus rate but that is easy to configure, not all devices support different rates). CAN High to CAN High and CAN Low to CAN Low, 120ohm terminating resistor at each end of the bus (ECU has one built in) and no more than 15cm of branching off from the bus. There are pictures and explanations on CAN wiring in the PCLink help manual. You will need to configure the Link with the CAN messages you want it to send and receive. You will need to refer to any documentation you have on the powertune and Solo to find this information. Form memory there is some information on how to talk to a powertune dash in the PCLink help manual.

This is because when you change it to direct ignition it will automatically allocate the extra 2 ignition drives which will overwrite anything else using them. After you have set it to direct spark you need to turn on ignition reallocation, set the values in the table to match your planned wiring and then set the ECU hold power and whatever you have on ign 3 up to what they were again.

With G4X ECUs on the latest firmware (comes with the G5 PCLink install) you can reallocate which ignition and injection drive is used for what so if you can use any of the Ign 5-8 pins on the expansion header as your additional ignition outputs as long as you reallocate them correctly in the Ignition Reallocation table. Example below uses Ignition 1 output for cyl 1 coil, Ignition 2 output for cylinder 2 coil, ignition 5 output for cyl 3 coil and ignition 6 output for cyl 4 coil.

It will most likely be to do with the speed lockout on your idle control. when rolling in neutral above the speed lockout the Idle position will be based on the base position table and offsets but when you stop rolling and drop below the idle speed lockout the closed loop idle will kick in and reduce the idle position to bring the engine speed down. Take a PC Log of it revving high while rolling in neutral and then coming back under control when stopping and attach it and a copy of your tune here.

Do you have a log and a copy of your tune with a point where it should be 30degrees and is not? Is the 30degrees that you are checking based on what the software says or based on a timing light? Lambda reading above 6 while it is running implies that there is an exhaust leak or a miss as that is very lean, what lambda sensor are you using, how is it connected to the ECU and if the lambda controller has a gauge does that show a different reading to the ECU when the ECU is seeing a lambda of 6?

This is highly likely to be your ECU Logging settings with the condition for the logging constantly switching on and off. What do you mean by this

Looking at your log again and there appears to be some big bumps in the amount of fuel going in just before it dies which appear to be coming from the accel fuel putting in an extra 4ms of fuel which is about 5 times what it's putting in to keep it idling so maybe have a look at your tune and log to see why it is adding so much extra fuel in through the accel enrichment at that point in time.

Looks like it just needs more idle position, the idle ignition timing going to 25deg is because the idle speed is getting too low and it is trying to hold the engine speed up, if you give it more idle base position this should both hold the engine speed up and reduce how hard the idle ignition control has to work to hold the engine speed up.

The "Injection Mode" setting in Fuel -> Fuel Setup -> Fuel Main combined with the Configuration -> Cylinders setting will let you setup how the injector pins are used for injection. You cannot use the Injection pins for anything other than injection in a G4+ Atom or Monsoon. What is the issue with your G4X and what are you trying to use the injector pins for.

It can't be semi sequential as no camshaft senor, semi sequential requires 720deg sync. It will instead be a single or multi point group injection setup. The options for how many injector drives you use are either 2 or 4 injectors on an atom so probably select the option, wire them up however you want and use the single point group injection mode.

We do supply two different sets of layouts each in two different resolutions with G4X PCLink, if you setup a display to suit a larger screen you will still run into the same issue with putting it on a smaller screen regardless of whether it is continuously variable or several specific options. The best way to have one layout to suit several screen sizes is to make a layout to suit your smallest screen and use that on all screens.

What are the settings in the ECU Log Setup window?

G4+ Atom and Monsoon don't support using the injector pins as Auxiliary outputs like the G4X do.

Have added more info to the help, a note to the CAN Devices tab of the CAN Setup window and improved how specific it is when pointing you at help from each CAN Setup tab. Will be in next release.

My concern with this as an idea would be whether or not the text size is supposed to scale with everything else, if you have a big layout on a big screen and try to reduce it down to a smaller screen you can either scale the text to fit at which point it could become unreadable or if you don't reduce the text size then you can't actually reduce everything down without text overlapping or being hidden behind things.

So the help manual only mentions Link CAN Lambdas but that's due an update. The CAN Devices tab search function can find: Link CAN Lambdas Various Blink and Grayhill Keypads Link Razor PDM Link DI Driver-4 It does not find: Aim dashes Gauge Art gauges AEM X series UEGO etc It does require the devices to talk back, it can't identify just from a generic received CAN ID hence why it only works on specific CANOpen devices and devices that we explicitly write the code for.

If you tell the PDM to turn the output off and then tell it to turn it on again the fault stuff is reset, so maybe feed your control of the pin through a gp logic with the gp logic condition being your existing logic AND the keypad button is not active.

I would start by trying to hold it in steady state in one or more of those cells and seeing how much fuel it actually wants, if it is missing that will read lean which will make it want more fuel, if you are missing under high vacuum and want to prevent that then consider running a wider spark plug gap and more spark energy. To just prevent quick tune from attempting to tune those cells you could use the "Load Lockout Lower" setting to prevent quick tune from working below a certain point.

Can't check the schematic right now but pretty sure the Aux is supposed to be driven low and that there is a FET on the bottom board to make the actual output high side.

Your Intake VVT target table is entirely based on ECT which is very odd, normally this would be dependent on RPM and TPS not Coolant temp. Will need to see a log to determine why it is bucking.

To clarify that is in there to say that the ECU doesn't support the E-Throttle AP2 models as they have different pinouts to suit the E-Throttle and different requirements around CAN etc. The ECU does support having E-Throttle added but it doesn't support vehicles that have the Loom from an E-Throttle model.

I don't see why it wouldn't unless there's something particularly unusual about the AP2 throttle body. Where did you read that it won't work with that throttle body (with appropriate wiring done to connect it)? There is an expansion plug on the bottom board setup with all the inputs and outputs needed for the E-Throttle and pedal.

Is it an X series gauge? If so I would recommend using the CAN instead of the analog voltage signal. Regardless of that though what voltage is An Volt 2 showing and what setup have you done in the ECU to set Lambda to AN Volt 2?

It would give you 8 additional Aux outputs yes. The Link terminology is DI for Digital inputs (switched on/off and frequency signals), An Volt for voltage inputs (pressure sensors etc), An Temp for voltage inputs with a pullup to 5V (temperature sensors), Aux for outputs and we use Aux Inj and Aux Ign on our plugin diagrams for Inj and Ign pins not being used for Injection or Ignition. The Ignition and injection pins don't have weak 12V pullups on them when being used as general outputs like the Aux outputs do and they won't backfeed power into the ECU so if you have to switch something that still has power to it when the ECU is off use a spare injection or ignition output for that.

CAN widebands will be connected through the CAN input which on the storm is pins 27&28 on the B plug. You can have multiple devices connected to the same CAN bus as long as they are all set to talk on the same CAN Bus speed. CAN Widebands do not use any analogs, wideband controllers that send the lambda value out as a voltage instead of out over CAN would use an analog. CAN is much better than using voltage signals for Lambda as it has a wider range of possible values and isn't affected by electrical noise or ground offsets like voltage signals can be.