Richard Hill

Your error low value for the Lambda is set to 1 Volt.  This should normally be 0.05 V or sometimes might need to be 0 Volts to suppress errors on start up.

 
Also, try the Link NTC1-8 & IAT1-8 Calibration and see if they are closer (that normally fixes the bottom end of the cal.)

Yes, error values are adjustable. 68F is 20 Degrees Celsius so its possible that's the error value.
 

 
 
The event log will tell you if you have any errors logged.

 
 

Haven't looked at the map or the log as I'm on my phone but your max. inj. Duty cycle looks a bit high.  

In PC Link, select ECU settings and then expand auxilliary outputs, click on Aux 5, then double click on function and in the new box that pops up choose Test (On) and then ok .  The check engine light should come on.
Change back to CEL afterwards, or don't store and it will revert back to CEL on the next power cycle.

Aux 5 should be the CEL, try turning it to test on to see if it works as advertised.  It should be on pin D-15 
HTH, 
 Richard. 

I moved away from using generic dash as it employs a compound CAN message, which can be a bit of a mouthful for both the ECU sending and the device receiving.  I prefer to use messages which are split over several CAN IDs such as transmit generic dash 2.  The only problem with Generic Dash 2 is there's appears to be a  bug in the non driven wheel speed (1 byte assigned, but shows as 0-1000kph, guess the text was copied from generic dash).  Not a problem though if you aren't planning on going more than 158 MPH...

I moved away from using generic dash as it employs a compound CAN message, which can be a bit of a mouthful for both the ECU sending and the device receiving.  I prefer to use messages which are split over several CAN IDs such as transmit generic dash 2.  The only problem with Generic Dash 2 is there's appears to be a  bug in the non driven wheel speed (1 byte assigned, but shows as 0-1000kph, guess the text was copied from generic dash).  Not a problem though if you aren't planning on going more than 158 MPH...

Hi, 
Any update on serial stream availability for current storm ecu? 
 
Thanks. 

Hi - I did this to the MSD distributor on my Dodge V8 . I timed the dizzy as you would ordinarily- found the no1 tooth and ground off the remaining 7 . The MSD dizzy had the facility to lock it - so no centrifugal advance comes into play . Also it is a VR type pickup . When i timed the gap on the 60-2 wheel i used - it was approx 90 degrees away from when TDC occurred at the dizzy . I had no issues with phasing of the gaps so cant say either way about that . 

Can you post a log of the start up?  That would help. 
Also, check the idle valve isn't stuck, that's quite common.  To free them up, we take them out, leave them connected and spray some penetrating fluid in, while setting the aux out to PWM test at about 10Hz.
 
At a glance, I would increase your max. clamp in the idle speed settings, and also try a higher idle proportional gain. (although your idle screw might need opening a touch)
 
HTH,
  Richard.
 

At the ECU end, white is can high or +, green is can low or -, connect these to the corresponding white CAN1+, and  blue CAN1- at the dash end. 
HTH,
Richard.
 

Aux 5 to 8 can high side drive to turn the pump on or off, although if you want to use a variable speed, and are using the Aux out as a GP PWM, 0% duty cycle will be 12 Volts and so turn your pump on and 100% duty cycle will output 0V and turn the pump off, just set your PWM table up with the temperature versus duty cycle axis upside down.  
HTH,
 Richard.
 

I have found that the CAN Lambda is quite sensitive to transient supply dropouts.  The alternative wiring below is in the new CAN Lambda instructions and includes a 22µF capacitor in the supply to the unit.  I have had several CAN lambda units that report faults and the addition of this capacitor has solved the problem every time.  
I think Link should update the online PDF file to make this the recommended setup, as the diagram below seem to only be included with the new CAN Lambda modules.  (IMHO, the addition of the 22µF capacitor inside the CAN Lambda module would solve the problem long term).

 
Regards,
  Richard.
 

I've just started building a custom 1UZ VVTi loom and specced an ECU for a customer replacing the standard setup (in a Triumph Stag), and with an Xtreme we quickly ran out of aux outputs.  The build is now going to use a Thunder.
To run the standard engine functions as implemented on the LS400, it will take at least 12 Aux outs from my calculations:-
VVT Bank 1
VVT Bank 2
Fuel Pump
ACIS
Tacho
Ethrottle Relay
Ethrottle +
Ethrottle -
Ethrottle Clutch (PWM 250Hz)
Check Engine Light
Oil Pressure Warning Light  
Fan  (Viscous on LS400, but I like to add electric for any conversion)
 
Adding Dual Lambda for both banks into the equation (and 3 axis accelerometer, high speed digital inputs, etc.)  it quickly makes sense to go for a Thunder.
 
Richard.
 
 

Thunder would be great. Loads of spare aux outs and inputs, and dual lambda too.  You also get built in ECU hold power control.  I have a 3uz which I will run with my thunder.  
Just not sure what car it's going in yet !

yes, in pclink, go to option, unit, metric or imperial. The options menu lets you set the units for each type.
 
MGP is Gauge Pressure (relative), so referenced to Barometric Absolute Pressure, MAP is Absolute pressure.  Both are selectable as a load axis.
 
HTH,
 Richard.
 

Looking at the log file posted for the speed, there seems to be a frequency doubling artifact.  This might be caused by a double edge on each transition causing the ECU to randomly see twice the frequency.  possible issues could be compromised grounding (old loom with oxidised ground rings maybe?), a low pass RC filter might help.
HTH,
  RIchard.
 

If you mean the A or B loom then yes , just push the white tag on the side of the connector until it clicks, and then pull the cable out the back with the pin.  When you've finished adding or removing wires, push the double white tags on the other side to lock.
HTH

try putting in the Lambda calibration .  IIRC that's what fixed my problem.

As Simon mentioned, you will need to wire the output of the potentiometer to a spare analog input (with the other two pin on the pot wired to +5 Volts and sensor ground).  AN Volt 4 is shown in the example below.  Then select a spare Cal, I use 4 as it is a 2 point linear cal instead of a table.   

 
Next, in the cal settings choose % as the output unit.  IT doesn't have to be %, you could leave it as 0-5 Volt raw.

 
I would start with open loop boost control, as you will need to find out what duty cycle is required to achieve a particular boost target.  

In the wastegate %DC table, select the an volt input as the y axis and populate the table with the %DC required for each boost step required.  In the example above I have used 50% duty cycle as maximum boost. 
 
That is the easy bit done!  I would suggest looking at the help file for information about setting up boost control and when you are happy with the open loop mode, progress on to closed loop boost as this will give you more consistent boost levels which will be met and maintained by the closed loop algorithm.
 
Regards,
  Richard.
 
 
 

As Simon mentioned, you will need to wire the output of the potentiometer to a spare analog input (with the other two pin on the pot wired to +5 Volts and sensor ground).  AN Volt 4 is shown in the example below.  Then select a spare Cal, I use 4 as it is a 2 point linear cal instead of a table.   

 
Next, in the cal settings choose % as the output unit.  IT doesn't have to be %, you could leave it as 0-5 Volt raw.

 
I would start with open loop boost control, as you will need to find out what duty cycle is required to achieve a particular boost target.  

In the wastegate %DC table, select the an volt input as the y axis and populate the table with the %DC required for each boost step required.  In the example above I have used 50% duty cycle as maximum boost. 
 
That is the easy bit done!  I would suggest looking at the help file for information about setting up boost control and when you are happy with the open loop mode, progress on to closed loop boost as this will give you more consistent boost levels which will be met and maintained by the closed loop algorithm.
 
Regards,
  Richard.
 
 
 

That would depend on whether it is a false knock detection due to noise threshold or actually knock on cylinder 4 . 
As mentioned above it could be a fuel issue.  Try swapping injectors between cylinders and see if the knock moves with the injector.
If it is knock due to ignition then I would retard #4 a degree at a time in the individual cylinder ignition trim table.
 
HTH,
  Richard.
 
 

As per title, will the CAN Lambda work with a silver G4 Extreme?  If so are there any preset files I can use please?
Many thanks in advance,
  Richard.
 

The PLX wideband digital output is RS232 in their iMFD format.  19200 baud rate, 8 data bits , no parity and 1 stop bit.  It is output at 10Hz.  They will send you a PDF file with details of the format if you ask them.  So basically no it won't work over CAN...
Hope this helps,
  Richard. 

The window not displaying while dragging is probably caused by a scaling issue with a non native resolution and/or scaling setup in windows display preferences (or at least it was on my laptop)