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91 SW20 MR2 chassis EFI System: -Link G4+ Thunder -1zz COP direct spark -5s 36-2 crank sensor and trigger -Gen 2 3s distributor used for cam sync -BM 2-wire knock sensor -GM 4bar MAP sensor -GM Flex Fuel sensor (modeled fuel mode, dual fuel mapping from E10-E80) Engine: -2.0L forged Gen 2 3sgte block maintaining factory compression -Gen 2 3sgte head with Engle valve springs and GSC S1 (268) cams, adjustable cam gears (E:7deg retard, I:0deg) -Modified ATS straight runner intake manifold -Custom intercooler system utilizing a CSF A2W core -Custom exhaust manifold and downpipe with recirculated Tial MVR 48mm EWG, XonaRotor XR7164 turbo with 0.82 v-banded hotside -3” Berk dual exhaust -ID1700xds injectors supplied with a Walbro 450lph pump -Custom air cooled oil cooler system with Setrab cooler and Mocal oil thermostat, relocated oil filter -IAG universal AOS with three -10 crank case breathers Transmission: -Stock E153 w/ factory LSD -Clutch Masters 725 series twin disk w/ steel flywheel -Drive Shaft Shop axles Car made 495whp/385wft-lbs on a Mustang Dyno on a 95degF day and 70% humidity and a heat soaked IC system (120F IC water temp) because the heat exchangers were being starved of airflow. Boost pressure was on 20psi tapering to 23psi at redline and fuel was E79. It had a lot more steam in it, but I stopped where I did because I didn’t want to exceed 350ftlbs-lbs around natural peak torque and 380ftlbs-lbs closer to redline because it is a 3sgte block prone to fatigue cracking on the cylinder walls. Plan is to run it like this until I build a 5s block with a partial block fill. This car is more wired than a new BMW and the Link ecu is the nervous center for it and handles everything I throw at it. All auxiliary systems that have to do with motor function are controlled by the ecu and I have more sensors on the car than are probably necessary. The IC system alone has 5 temps sensors, one water flow sensor and one level sensor in the reservoir just to give you an idea haha. But I love data and since the Link has access to all of it, I can change how each system functions just by a simple software change.
My plan is to have the Link Fury G4x to manage the MR2 SW20 Power Steering (PS). Let me explain some overview of the MR2 power steering module. The OEM setup of this PS is a separate systems. It has it own ECU to manage the PS motor. The module consist of 1) PS ECU 2) PS hydraulic motor 80ampere 3) PS relay (uses a solid state relay) 4) Steering angle sensor On OEM setup, The PS will operate once the PS ECU receive input from the steering angel sensor (activate after 33 degree angle) and speed sensor. The PS motor will run with 9-11v current with the combination of this condition PS angle sensor reads more than 33 degree; and speed = 0km/h The PS motor will run with 3-5v current with the combination of this conditions: PS angel sensor read more than 33 degree; and Speed = 65km/h To my understanding, this PS module is a electrical run hydraulic systems. The steering angle sensor will determine how much PS oil need to pump according to angle (correct me if i am wrong) when the PS motor runs. My question is, how can I get Link G4x Fury to run the PS motor according to this table: Vehicle speed (km/h) 0 10 20 30 40 50 PS Motor Speed (%) 100 60 50 40 25 0 2. Which Link g4x AUX can manage the OEM relay? Or should I just get other type of relay? 3. Anyone experience running the MR2 PS motor with LINK ECU? Care to share some wiring diagram of your setup? Anything that I should know as a heads up before I embark on this project?