Cozcorners

Hi everyone,
Well the FORUM pages certainly look a bit prettier than before.
I am still alive and still having good and bad days.
However on my good days i still try to support LINK/ViPEC customers and do a little tuning.
I also spend some time configuring and sorting issues for customers and friends.
Not sure if this has already been sorted but i have decided to make the post anyway due to sorting the issue testing and proving it works on Friday just past.
CAN BUS settings for both G4+/iSERIES ECU and MoTeC C SERIES COLOUR DASHES.
Please find attached sample PCL for G4+ using a FURY and MoTeC comms config files etc for C Series colour dashes.
Any issues please advise.
Special thanks to my friend Mohammed from PCG (Pro Car Garage) in Saudi Arabia for testing my files as i had no dash to test on.
Simon and Adam if already done please delete.
This has been tested and is all working perfectly, there are a lot of parameters in my template, still room for a lot more to be added.
Regards
Dave.
 
LINK G4+ with MoTeC C125 ETC_CANBUS CONFIG..c125v60
LINK G4+_ MoTeC C125 DASH ETC.CC8
G4+ Fury_ MoTeC C125 SERIES DASH CAN BUS CONFIG.pclr

The signal strength will be the cause for the delay. You could try making the sensor to wheel gap smaller which should increase the signal strength.
The typical cal numbers are for much lower tooth count gearbox speed outputs.
To confirm the CAL numbers just compare the speed readings with a GPS speed.

I rarely use the folder view, I normally find the search box easier.  So if I search "wheel" in you map I get the below list of parameters.  Although either will work, I would use the generic "LF Wheel Speed"  without the -DI** on the end.  

From the help file in PC link
Accelerometer
 
Link G4+ Thunder ECUs have a built in accelerometer.  This sensor used is a precision calibrated 3 axis accelerometer capable of measuring acceleration in any direction.  This can be used to measure, log and display the acceleration forces applied to the ECU (and hence the vehicle it is attached to).  The accelerometer requires no calibration to accurately measure force but as the ECU can be installed in the vehicle in any orientation the accelerometer must be corrected so it knows where level is and also so it knows where the front of the car is.
 
Settings
 
Zero Accelerometer
 
Instructs the ECU to apply a correction to the accelerometer measurements to correct for the mounting orientation of the ECU.  This test must be performed with the car sitting on level ground.  The purpose of this test is to tell the accelerometer exactly what position is level.
·Run - Use current measurements.·Zero Accelerometer - Correct for ECU orientation.  Set back to Run to use accelerometer readings. 
Orientation Correction
 
After using the Zero Accelerometer function to tell the accelerometer where level is, it also must be told which direction is the front of the car relative to the ECUs installed orientation.  When the ECU is installed perfectly level with the header connectors facing the front of the vehicle this setting will be zero.  The simplest way to determine this setting is:
1.With the vehicle on level ground and the suspension at normal ride height, set Zero Accelerometer to Zero Accelerometer, then set back to Run.  The accelerometer will now know where level is but does not know which direction forwards driving will be. Vertical Acceleration should show 1g.2.Drive the vehicle while logging Lateral Acceleration and Longitudinal Acceleration.  On a dead straight piece of track, perform a firm controlled deceleration (eg from 80 to 20 kph).  Pay particular attention to keeping the vehicle traveling straight during the deceleration.3.Ideally during the deceleration only negative Longitudinal Acceleration should be measured.  If significant Lateral Acceleration is measured then adjust Orientation Correction and repeat until deceleration only shows a negative Longitudinal Acceleration reading.4.Once completely calibrated and orientated both Longitudinal Acceleration and Lateral Acceleration should read zero when traveling at a constant speed.  When braking and accelerating (straight) should not significantly affect Lateral Acceleration.  Constant speed left or right cornering should not affect Longitudinal Acceleration. 
Filter
 
Adjusts the amount of filtering applied to the accelerometer measurements.  Increase the filtering to reduce the influence of vibration in the accelerometer signals.  A larger number will be required in vehicles that experience high vibration (eg rally cars).  A smaller number can be used in smooth riding vehicles (eg road cars).
 
Runtime Values
 
Lateral (X) Acceleration
 
The acceleration measured sideways across the vehicle.  This gives an indication of cornering forces.  The value displayed is in g-force.
 
Longitudinal (Y) Acceleration
 
The acceleration measured lengthways along the vehicle.  This gives an indication of acceleration and braking forces.  The value displayed is in g-force.
 
Vertical (Z) Acceleration
 
The acceleration measured in the direction of gravity.  This gives an indication of the downwards force applied on the tires.  The value displayed is in g-force.
 

Any of those listed work well, at present there are a few bugs in the new AIM's CAN but nothing major and we can work around it with a slightly modified CAN stream (oil pressure reads 1/10 actual for instance.)  I personally like the AEM as all screens are fully customisable, with the MXS you can display whatever info you want but you are limited to a few preconfigured layouts.
The Plex SDM's are worth a look too.

for the boost switch it will need to be a general purpose switch.
Then you will need to set up a 2nd wastegate duty table and tell the boost control system to switch tables when DIx is active.

Yes the Thunder DI's were designed specifically to take ABS speed sensor type inputs so you will well and truly be fine. 
 
The momentary and toggle settings are mostly just user preference or to allow you to take advantage of some existing switch/button that is already in the car/dashboard/steering wheel/etc.
The Toggle setting is used where you have a switch that has two distinct positions, in this case the switch takes care of "latching".  The momentary setting is for when you have a spring loaded button/switch that returns to the off position by itself, with this setting the firmware takes care of the latching (i.e one press of on, another press for off)
Most functions you can use either type of switch/setting, the exception is Cruise control which only works with momentary switches at present.  I believe it is intended to make the cruise switch type more configurable soon.
 
Either is fine for a DI switch. 

Yes, i joined all the plugs that have 14v+ so they all are powered.
Theres 3x plugs out of 4x(A, B, D) that have the 14v power and i joined them all together

Note the drivers for Aux 17-20 need to powered from pin D1 to function correctly (even for doing a normal low side drive), I suspect this is your problem if you havent got this pin connected to +14V.  


 
 

1 yes
2 yes master fuel is where you will start to scale the injectors
3 most supras have a fuel pump controller.  it may be bypassed causing the issue
4 you may need to turn ANV12 off or change the fault settings so the code doesn't come about