Jellybean

Will see if the ecu can take a dual map not too keen on going back each year Yes I want to have my cake and eat it too

That has me puzzled! Why

Lol there's logic behind my madness; was thinking of getting a 2nd decat fitted prior ecu mapping but nopoint if she won't pass the Nct (mot), I would not be into swapping out cats annually Rather ask the q that splash out 200gbp and hope

Saw a Supra vvti with link, rev counter erratic, it uses a 6cyl ford coil, 2 wire idle valve which u have to flick the throttle to get revs to drop, wasn't controlling power steering electric valves so steering heavy! Ecu was spliced in so its not the pnp kit I presume down to the ability or lack of from the mapper

Hey does anybody know what the Supra will emit on Low idle (1310 rpm) Co2/HC with Decats , will 264 cams affect the emissions? Mine with first decat and unknown 3" pipe 2nd cat with OEM cams was CO 0.37% HC 75ppm thanks

Thanks!

From link tech Will the plug and play ecus run the injectors sequentially and the coils on pre VVTI engines sequentially? Yes Will the knock control strategy alter timing on a cylinder to cylinder basis? Yes

thanks Chris , I wasnt too sure where the temp sensor was in the JDM 2JZGTE NonVVTI , looking on the parts catalog diagrams ; could not find it so taught maybe it was only avaialble in the UK/USDM model Just got the the blanking plate tapped with the 3/8 NPT , can blank it off , was only 5 dollars extra From talking to the Link guys , the sensor needs to be in the PCLink drop down so it is calibrated in the software ; just went 3/8 to play it save as they said to use the bosch

App radio 1-2 is garbage , SPH-DA120 with Apple car play I cannot fault but the Pioneer inhouse built App radio software is still garbage ; clunky , unresponsive and slow Apple car play is excellent, I just use the Radio and apple car play on the SPH-DA120 , it is also supports Android & mirror link but as far as I am aware no aftermarket unit supports Android Auto yet Since it has a HDMI port you can use Chromecast and basically turn it into a media/internet hub http://www.apple.com/ios/carplay/

F-con Vpro is full standalone the Fcon IS is a piggyback , Fcon IS fudges the signal I emailed Fraser Chris , will give him a call! Thanks!

Motec! LOL didnt know you had a Motec in there, I tried to get a Motec priced up here but nobody is interested , they just want to push PNP Ecu's I would like to retain the sequential's , I talked to two mappers here , one said they are 23 year old Turbos so get a single LOL eh no, and the 2nd I am still waiting on a price for the last 10 days, when I rang after 7 days they got very irate me as they are too busy so I doubt it anything will come to fruition , Parallel is as good as I can get I appreciate what you call "ramblings" , as good as the forums are for aftermarket Ecu's , they lend themselfs to each manufacturer pissing on each others parade to get a sale , I am not fully up to speed on the Jargon or some basics like Knock protection, injector algorithms; I am sure alot of features between these ECU's are the same but just worded in high tech jargon to give off the illusion of more sophisticated circuitry/Software strategies over their competitor Especially with hardware you have to question the price gap and especially why other competitors ship high end sensors with their ECU when other use OEM ; just trying to gauge is Competitor A worth the extra $$$ over B and weed out the marketing propaganda; its not easy I do appreciate your and other members input! AEM, Syvecs, Link the two mappers have experience with them and said they will and can map them, the mapper I cannot get a price out of is pushing link and the other pushes Haltech but is a recent link dealer , Haltech I dont like as very few people in europe are within their dealer network; support might be an issue

Chris with what you have read so far injectors,coils, Knock control ; would you be happy to run the ECU in your skyline? I dont want to put you on the spot , just want to guage your opinion before I buy it this week

http://www.syvecs.co.uk/forum/viewtopic.php?f=6&t=117#p497 The S6 knock detection is ratiometric, ie what is the current spectral energy compared to the average. There is no "normal" value as such, but you can run the engine with retarded timing to ensure there is definitely no knock, then you will see what is normal for your engine. The will give you a baseline, and will represent roughly what knockBase you should end up with. Then, you can ramp in the timing until you get trace knock, compare these values with those that are the baseline to setup the Event Detection Level (which is normally set at about 1.5*knockBase, ie if the background level is 30 then the ECU will look up the threshold at a knockBase of 30, will find that any value 45 or greater is a knock, so if you get one reading of 47 it will be detected as knock, whereas 35 would not. Of course this is just a "get you going" set of values, and you'll need to check with your own engine, you may find that with a knockBase of 30 piston and valve noise could give spikes of 50 which are not knock, or you may find that even 40 is slight knock. You need to set your knock filter frequency to 6.12kHz for 92mm pistons, that seems to be the best match. You will probably find that cylinder 2 and 4 will generate phantom knock before others do, so it's not unusual to see higher event detection levels on 2 and 4... if it is real knock then you can put in a per cylinder ignition correction, and perhaps also a little fuel, just remember to set the per cylinder correction enable threshold lower than 100% throttle under Breakpoints and Thresholds, otherwise they won't get applied!

Thanks!Will the onboard be enough to protect the engine from Knock or at least on par with OEM?

Will this be enough to protect the engine from Knock? Would the AEM or Syvecs provide additional protection? I am trying to find info about using Knockblock or Knocklink but think they are just used for tuning and not a plug in for the ECU

Chris , One has to hope the plug and play ecus run the injectors sequentially and the coils on pre VVTi engines sequentially.... G4+ ECUs have up to eight independent injector drives. This means that for most engines sequential injection can be used. Depending on the number of Injection Drives, the following Injection Modes may be available: · Single Point Group · Semi-Sequential · Sequential · Multi Point Group · Sequential/Staged · Group/Staged Single-Point Group Injection A single injector (sometimes two) is used to supply fuel for all cylinders. Normally this injector is placed just before or just after the throttle body. In this mode the injector(s) are fired once per TDC. The injector should be driven by Injector Drive 1. If two injectors are used then the second injector should be driven by Injector Drive 2. Multi-Point Group Injection This mode should be used if each cylinder has its own injector, but there are too many cylinders or insufficient triggering to use sequential injection. In this mode the injectors are fired in two out-of-phase groups with each group firing once for every 360 or 720 degrees of crankshaft rotation (depending on the Injection Rate setting). Wire each injector to its own drive or pair injectors if there are not enough drives. Semi-Sequential Injection Semi sequential fires injectors in groups of two. It allows injection timing control and minimises the time available for fuel to condense on the port walls. This mode requires sufficient triggering to determine engine position in the 720 degree engine cycle. In this mode, ideally injectors are wired in pairs according to the firing order with the pairs wired to the injector driver that corresponds to the lowest numbered cylinder in the pair. However, with some firing orders this is not possible. In cases where that rule is not possible the idea is to group injectors in such a way that the time for fuel to sit in the port is minimised. Select Sequential Injection Mode when using this wiring configuration. Note that unused injection drives will not be available for other use and will still be firing according to their position in the firing order. Examples: · 6 Cylinder, firing order 1 5 3 6 2 4. Works nicely as per rule. Fuel sits in port for 120 degrees longer on the higher numbered cylinder in the pair than the other. · Injector drive 1 is wired to injectors for cylinders 1 and 5. · Injector drive 2 is wired to injectors for cylinders 2 and 4. · Injector drive 3 is wired to injectors for cylinders 3 and 6. · 8 Cylinder, firing order 1 8 4 3 6 5 7 2. Does not follow rule due to firing order. Pairs as per OEM Toyota 1UZFE wiring. · Injector drive 1 is wired to injectors for cylinders 1 and 7. · Injector drive 2 is wired to injectors for cylinders 2 and 8. · Injector drive 3 is wired to injectors for cylinders 3 and 5. · Injector drive 4 is wired to injectors for cylinders 4 and 6. · 10 Cylinder firing order 1 10 9 4 3 6 5 8 7 2. Follows rule but note that the order of the high and low cylinder in each pair changes. eg in the 1-10 pair, cylinder 10 gets its fuel 72 degrees before deal. In the 9-4 pair, cylinder 9 gets its fuel 72 degrees after ideal. · Injector drive 1 is wired to injectors for cylinders 1 and 10. · Injector drive 2 is wired to injectors for cylinders 2 and 7. · Injector drive 3 is wired to injectors for cylinders 3 and 6. · Injector drive 4 is wired to injectors for cylinders 4 and 9. · Injector drive 5 is wired to injectors for cylinders 5 and 8. Sequential Injection This mode should be used if each cylinder has it’s own injector providing the following criteria are met: 1. There must be one Injector Drive for each cylinder. 2. There must be sufficient triggering for the ECU to calculate the current engine position in the 720 degree engine cycle. This means that a second trigger sensor is required for synchronisation and this must use an appropriate trigger wheel driven off of the camshaft (or driven at half the crankshaft’s angular speed). In this mode each injector must be correctly wired to its own injector drive so that the injector can be fired. The timing at which the injectors fire is configurable within PCLink Tuning Software. The firing order of the engine is NOT important at the wiring stage as the firing order will be entered into the ECU via PCLink Tuning Software. Wire each cylinder to its corresponding injector drive number (wire cylinder 1 injector to injector drive 1, 2 to 2, 3 to 3 etc...). Set the 'Injection Mode' to 'Sequential' when using this configuration. Staged Injection This mode allows the use of staged injection where the engine uses primary injectors that operate at all times and secondary injectors that only operate at high load/rpm. This arrangement is useful in applications with very high fuel delivery requirements that would normally require extremely large injectors. Very large injectors make tuning difficult at low loads (idle and low power operation). With staged injection one smaller set of injectors operates at low load giving more precise control. At higher loads both sets of injectors become active to supply the required fuelling needs. Group Fire Staged Injection This mode must be used for staged injection if the criteria required for sequential injection are not met. In this mode the number of injection drives used can be specified using the 'Active Drives' setting. Irrespective of the number of injection drives used, wire the primary injectors to odd numbered Injector Drives (Inj1, Inj3, Inj5, Inj7), wire the secondary injectors to even numbered Injector Drives (Inj2, Inj4, Inj6, Inj8). In this mode all primary injector drives are fired at the same time (group fire) and all secondary injector drives are fired at the same time (group fire). Set the 'Injection Mode' to 'Group/Staged' when using this configuration. For example on a V8 engine with a primary and secondary injector per cylinder the following table shows how the injectors should be wired: Injector Drive Numbers Injectors 1, 3, 5, 7 All 8 primary injectors 2, 4, 6, 8 All 8 secondary injectors Be sure to follow the injector wiring guidelines to that the maximum injector drive current is not exceeded. Sequential Staged Injection This mode can be used to provide full sequential injection on both the primary and secondary injectors. This mode requires that the engine have sufficient triggering to calculate crankshaft position and the position in the firing order (i.e. a sync signal is required). Cylinders/ Rotors Primary Secondary Spare Inj Drives 2 Inj 1 = Pri 1 Inj 2 = Pri 2 Inj 3 = Sec 1 Inj 4 = Sec 2 Inj 5-8 Spare 3 Inj 1 = Pri 1 Inj 2 = Pri 2 Inj 3 = Pri 3 Inj 4 = Sec 1 Inj 5 = Sec 2 Inj 6 = Sec 3 Inj 7-8 Spare 4 Inj 1 = Pri 1 Inj 2 = Pri 2 Inj 3 = Pri 3 Inj 4 = Pri 4 Inj 5 = Sec 1 Inj 6 = Sec 2 Inj 7 = Sec 3 Inj 8 = Sec 4 None 5 Inj 1 = Pri 1 Inj 2 = Pri 2 Inj 3 = Pri 3 Inj 4 = Pri 4 Inj 5 = Pri 5 Inj 7 = Sec Group 1 Inj 8 = Sec Group 2 Inj 6 Spare 6 Inj 1 = Pri 1 Inj 2 = Pri 2 Inj 3 = Pri 3 Inj 4 = Pri 4 Inj 5 = Pri 5 Inj 6 = Pri 6 Inj 7 = Sec Group 1 Inj 8 = Sec Group 2 None Full primary and secondary sequential injection can only be achieved on engines with four cylinders or less. Wire injectors as shown in the preceding table. On engines with 5 or 6 cylinders the primary injectors will be fired sequentially and secondary injectors fired in group mode. Engines with 8 or more cylinders must use Group Staged Injection. Set the 'Injection Mode' to 'Sequential/Staged' when using this configuration.

No - - - Updated - - - Chris , this might answer your Q on I wonder how good the knock control strategy is, will it alter timing on a cylinder to cylinder basis? Cyl X Allocation Each cylinder can have a table assigned to it that will be used to display the amount of ignition retard due to the Knock Control system. The Cyl X Allocation setting determines which table is allocated to a particular cylinder. The way in which cylinders are allocated depends on the ignition mode. Direct Spark The ECU has the ability to detect knock on each individual cylinder. Assume 6 cylinder with firing order: 1-5-3-6-2-4. Cylinder 1 = Cylinder 1 Allocation Cylinder 2 = Cylinder 2 Allocation Cylinder 3 = Cylinder 3 Allocation Cylinder 4 = Cylinder 4 Allocation Cylinder 5 = Cylinder 5 Allocation Cylinder 6 = Cylinder 6 Allocation Wasted Spark The ECU has the ability to detect knock on cylinder spark pairs. Detection is based upon the first cylinder in the firing order of the spark pair. Assume 6 cylinder with firing order: 1-5-3-6-2-4. Cylinder 1 = Cylinder 1 Allocation Cylinder 2 = Cylinder 5 Allocation Cylinder 3 = Cylinder 3 Allocation Cylinder 4 = Cylinder 3 Allocation Cylinder 5 = Cylinder 5 Allocation Cylinder 6 = Cylinder 1 Allocation Distributed The ECU does not have the ability to detect knock on individual cylinders. Assume 6 cylinder with firing order: 1-5-3-6-2-4. Cylinder 1 = Cylinder 1 Allocation Cylinder 2 = Cylinder 1 Allocation Cylinder 3 = Cylinder 1 Allocation Cylinder 4 = Cylinder 1 Allocation Cylinder 5 = Cylinder 1 Allocation Cylinder 6 = Cylinder 1 Allocation Twin Distributed The ECU has the ability to detect knock in two groups. One group for each distributor. Assume a V6 with the firing order: 1-2-3-4-5-6. Cylinder 1 = Cylinder 1 Allocation Cylinder 2 = Cylinder 2 Allocation Cylinder 3 = Cylinder 1 Allocation Cylinder 4 = Cylinder 2 Allocation Cylinder 5 = Cylinder 1 Allocation Cylinder 6 = Cylinder 2 Allocation Rotary - Leading Wasted Spark The ECU does not have the ability to detect knock on individual rotors. Assume a twin rotor. Rotor F = Cylinder 1 Allocation Rotor R = Cylinder 1 Allocation Rotary - Leading Direct Spark The ECU does have the ability to detect knock on individual rotors. Assume a twin rotor. Rotor F = Cylinder 1 Allocation Rotor R = Cylinder 2 Allocation These examples illustrate the highest level of individual cylinder/rotor detection (i.e. as many tables used as possible). It is possible to reduce the number of tables used by further pairing of cylinders. This allows the following combinations to be achieved: · An individual knock ignition trim table for each cylinder (direct spark only). · One knock ignition trim table used for all cylinders (any ignition mode). · Separate knock ignition trim tables for groups of cylinders. eg one table for left bank, one table for right bank (not all modes). eg. One table for front three cylinders and another table for the rear three cylinders. These settings can cause confusion so are best illustrated with examples. Direct Spark Example: Individual table for each cylinder (4 cyl engine): · Cyl 1 Allocation = Cyl 1 ITrim Table · Cyl 2 Allocation = Cyl 2 ITrim Table · Cyl 3 Allocation = Cyl 3 ITrim Table · Cyl 4 Allocation = Cyl 4 ITrim Table Direct Spark Example: One table for all cylinders (4 cyl engine): · Cyl 1 Allocation = Cyl 1 ITrim Table · Cyl 2 Allocation = Cyl 1 ITrim Table · Cyl 3 Allocation = Cyl 1 ITrim Table · Cyl 4 Allocation = Cyl 1 ITrim Table Direct Spark Example:: One table for each bank (8 cyl engine odds on left bank, evens on right bank): · Cyl 1 Allocation = Cyl 1 ITrim Table · Cyl 2 Allocation = Cyl 2 ITrim Table · Cyl 3 Allocation = Cyl 1 ITrim Table · Cyl 4 Allocation = Cyl 2 ITrim Table · Cyl 5 Allocation = Cyl 1 ITrim Table · Cyl 6 Allocation = Cyl 2 ITrim Table · Cyl 7 Allocation = Cyl 1 ITrim Table · Cyl 8 Allocation = Cyl 2 ITrim Table Direct Spark Example: One table for front cylinders, one table for rear cylinders (6 cyl engine): · Cyl 1 Allocation = Cyl 1 ITrim Table · Cyl 2 Allocation = Cyl 1 ITrim Table · Cyl 3 Allocation = Cyl 1 ITrim Table · Cyl 4 Allocation = Cyl 2 ITrim Table · Cyl 5 Allocation = Cyl 2 ITrim Table · Cyl 6 Allocation = Cyl 2 ITrim Table -------------------------------------------------------------------------------- Knock Level Cyl #X Gain The Knk Level Cyl #X Gain setting is used to apply a multiplier to the knock level on individual cylinders. This settings is useful for amplifying cylinders located at varying distances from the knock sensor. (e.g., Cyl1 and Cyl4 will require more gain than Cyl2 and Cyl3 on a four cylinder engine with a central knock sensor). Gains are relative to the Cylinder Allocation, and not the actual cylinder. Gains relating to allocations not defined have no effect. · A Gain of 1.00 represents no change to the level. · A Gain of 0.50 represents the level being reduced to half of the original level. · A Gain of 2.00 represents the level being doubled. Adjust the individual cylinder gains so that all cylinders are reading an equal value when free reving the engine without it knocking. -------------------------------------------------------------------------------- CylX Knk Detection The Knk Detection setting turns the knock detection for a certain cylinder ON or OFF.

SupraLink Auxiliary Outputs Aux 1 Tacho Aux 2 Fuel Pump speed control Aux 3 A/C Clutch relay Aux 4 Wastegate Solenoid Aux 5 Idle Stepper 1 Aux 6 Idle Stepper 3 Aux 7 Idle Stepper 2 Aux 8 Idle Stepper 4 Aux 10 Purge Solenoid Aux - Injection Outputs Aux Inj 7 O2 Heater Aux Inj 8 ECU Hold power Aux – Ignition Outputs Aux - Ign 7 Check Engine light Aux - Ign 8 Fuel Pressure Increase Solenoid Analog Channels An Volt 1 MAP Sensor An Volt 2 Air Mass Meter Signal (AFM) An Volt 3 NB Oxy An Volt 4 NB Oxy An Volt 5 Throttle Position Sensor An Volt 6 Expansion connector An Volt 7 Expansion connector An Volt 8 Oxygen Sensor Signal An Temp 1 ECT Signal An Temp 2 IAT Signal An Temp 3 and 4 Expansion connector Digital Inputs DI 1 Vehicle Speed Signal DI 2 Ignition Switch DI 3 A/C Request DI 4 Electrical Load Sensor DI 5 Start Signal DI 6 Brake Switch DI 7 and 8 Expansion connector

I dont see anyting to say indicate in the Advertising blurb it is not supported just going by what the Link Tech Told me http://www.linkecu.com/TS2JZPlus SupraLink - #TS2JZ+ Free yourself from the constraints of the factory ECU. The Link G4+ SupraLink TS2JZ+ PlugIn fits the Toyota Supra 2JZ non VVT. The ECU is a direct fit in the factory location. Installation is a breeze with no alteration of the factory wiring loom required. A built-in connector provides additional inputs and outputs such as oil pressure inputs or anti-lag / logging switches. Factory features are supported - see Features for any exceptions. FeaturesSpecifications Features G4+ PlugIn Key Features (Where Applicable) Up to 6D fuel and ignition mapping Precision closed loop cam control (four cam, independent control) Sequential fuel delivery Digital triggering, all OEM patterns OEM idle hardware supported 5D boost control with three switchable tables Motorsport features - antilag, launch, flat shift Continuous barometric correction (on board) CAN port QuickTune - automated fuel tuning Individual cylinder correction USB tuning cable included Stats recording into on-board memory Gear compensations for spark, boost and fuel Real time selectable dual fuel, ignition and boost maps Sync and crank sensors can be a combination of Hall effect, variable reluctance or optical Boost control referenced to gear, speed or throttle position Up to 32Mbit internal logging memory Staged injection Knock with "windowing"

O2 wideband Sensor for them off HKS I was told by my mapper is eye watering $$$ and you are limited to HKS sensor

Will ask the tech Chris about teh injectors and coils and Knock Control strategy What is your opinion on it , reckon it is worth using? I can see why these units are being pushed , PNP kits will be a quicker option for the mapper to get installed,setup and out the door Help file on calibrating the units is very comprehensive and straight forward to follow

Hi Tim I was talking to Simon (Link Tech) , here'd a summary of the ECU's , might help with some Q's http://forums.linkecu.com/index.php?/topic/5795-mk4-supra-ecu/#comment-42092 http://forums.linkecu.com/index.php?/topic/5601-help-on-which-ecu-to-run-mk4-supra/#comment-40815 http://forums.linkecu.com/index.php?/topic/1964-supra-plug-and-play-ecu/#comment-25535 You have two Options for manual cars (Nothing is available for Auto Trans to date) Supra PNP kit (Based on the xtreme Link ECU) , For wideband control you will need to add any wideband controller with a 0-5V output . (i.e. Innovate LC2 or the MTX-L) Plugin is intended for Supra's with single turbo conversions Fury with built in Wideband controller (Uses Bosch LSU 4.9 sensor and loom-side plug/pin kit) The Supra plug-in base-map can be loaded into the Fury. You will need to adjust the AN Volt, AN Temp, Digital Input, and Aux Output channels to suit. The ECU Tuning Function Online Help included with the PCLink Software is very useful and installation looks very simple via the tutorial The PNP kit is defaulted to Supra settings and has a Supra Base map I have not come across a sensor the ECU requires , it will be up to your mapper if they suggest using a faster Sensor over OEM Any wideband controller with a 0-5V out put can be used. (i.e. Innovate LC2 or the MTX-L) Any temp sensor can be used but if you stick to the ones we offer the set up is easier. The Bosch sensor is the best but not so easy to mount. VVTI Vesus Non-VVTI The vvti motors use a different type of ECU loom plugs so the non vvti ECU doesn't physically plug in. Workaround is to use one of the universal ECU's and a fields-type adapter harness to make a plugin loom if you don't want to mod the stock ECU. Fury ECU is recommended for VVTI Running Sequential Vs TTC(Turbos in Parallel) For the twin turbo setup to work like factory, you will need to wire in all the control solenoids and then attempt to program the logic to control them like factory. Or you can do a simpler TTC setup which is easier to control electronically: http://mkiv.supras.org.nz/articles/andy.htm The plugin only has the one output configure and is intended for parallel twins or a single conversion. Sensors The stock knock sensors, water temp sensor, Crank/Cam triggers all work with the link. The stock oil pressure switch is a bit useless, better off replacing it with a 150psi TI pressure sensor , the stock Toyota air temp sensor in the plenum with a faster acting sensor, the Fury uses the Bosch LSU 4.9 sensor and loom-side plug/pin kit Engine protection strategies I am looking through the engine protection strategies on the ecu tuning function online help and I don't see anything mentioned about knock , setting thresholds for oil, fuel pressure to trigger a limp home mode ; I know you can get an external Link Knock add on Here is what listed under Engine Protection Engine Protection features are offered to reduce the risk of engine damage due to unexpected circumstances. The following conditions will invoke RPM limits: · RPM Limit - Prevents engine RPM increasing beyond a specified value. · MAP Limit - Prevents manifold pressure from exceeding a specified value. · GP RPM Limit - Use configurable 3D tables for engine RPM limiting. · Speed Limit - Prevents vehicle speed from exceeding a specified value. · System Voltage Limit - Shuts down the ECU if system voltage exceeds a specified value. Knock Control Knock control can be setup to detect (and log) only, or to retard ignition timing when required. This is accessed through ECU Settings > Knock Control. The GP RPM Limit table axis are adjustable, so you can put oil pressure, fuel pressure, etc on these tables, and then control the allowed engine speed to make a limp home level. This is possible on the plug in ECUs provided they have the required input data. The knock control will try to remove timing if set up but there are no limits around it to actually limit the engine. Traction Control The traction control needs a driven and non-driven wheel speed source. Traction control on the Supra would need additional wheel speed inputs wired in. The frequency off the ABS sensor will be too high for the Di inputs. You need inputs will a lower tooth count to keep the frequency under 500Hz Link Quick fuel tuning 'Quick Trim' (M key when on fuel table) is used to quickly get PCLink to make a change to the fuel table based upon the data you enter. 'Quick Tune' is a tool for helping you live tune the fuel table, it is more comprehensive than the Quick Trim. Quick tune is tuning tool and as such I guess you could say it is VE tuning as you are tuning to suit the VE of the engine.

I was talking to Simon (Link Tech) , here'd a summary of the ECU's , might help with some Q's http://forums.linkecu.com/index.php?/topic/5795-mk4-supra-ecu/#comment-42092 http://forums.linkecu.com/index.php?/topic/5601-help-on-which-ecu-to-run-mk4-supra/#comment-40815 http://forums.linkecu.com/index.php?/topic/1964-supra-plug-and-play-ecu/#comment-25535 You have two Options for manual cars (Nothing is available for Auto Trans to date) Supra PNP kit (Based on the xtreme Link ECU) , For wideband control you will need to add any wideband controller with a 0-5V output . (i.e. Innovate LC2 or the MTX-L) Plugin is intended for Supra's with single turbo conversions Fury with built in Wideband controller (Uses Bosch LSU 4.9 sensor and loom-side plug/pin kit) The Supra plug-in base-map can be loaded into the Fury. You will need to adjust the AN Volt, AN Temp, Digital Input, and Aux Output channels to suit. The ECU Tuning Function Online Help included with the PCLink Software is very useful and installation looks very simple via the tutorial The PNP kit is defaulted to Supra settings and has a Supra Base map I have not come across a sensor the ECU requires , it will be up to your mapper if they suggest using a faster Sensor over OEM Any wideband controller with a 0-5V out put can be used. (i.e. Innovate LC2 or the MTX-L) Any temp sensor can be used but if you stick to the ones we offer the set up is easier. The Bosch sensor is the best but not so easy to mount. VVTI Vesus Non-VVTI The vvti motors use a different type of ECU loom plugs so the non vvti ECU doesn't physically plug in. Workaround is to use one of the universal ECU's and a fields-type adapter harness to make a plugin loom if you don't want to mod the stock ECU. Fury ECU is recommended for VVTI Running Sequential Vs TTC(Turbos in Parallel) For the twin turbo setup to work like factory, you will need to wire in all the control solenoids and then attempt to program the logic to control them like factory. Or you can do a simpler TTC setup which is easier to control electronically: http://mkiv.supras.org.nz/articles/andy.htm The plugin only has the one output configure and is intended for parallel twins or a single conversion. Sensors The stock knock sensors, water temp sensor, Crank/Cam triggers all work with the link. The stock oil pressure switch is a bit useless, better off replacing it with a 150psi TI pressure sensor , the stock Toyota air temp sensor in the plenum with a faster acting sensor, the Fury uses the Bosch LSU 4.9 sensor and loom-side plug/pin kit Engine protection strategies I am looking through the engine protection strategies on the ecu tuning function online help and I don't see anything mentioned about knock , setting thresholds for oil, fuel pressure to trigger a limp home mode ; I know you can get an external Link Knock add on Here is what listed under Engine Protection Engine Protection features are offered to reduce the risk of engine damage due to unexpected circumstances. The following conditions will invoke RPM limits: · RPM Limit - Prevents engine RPM increasing beyond a specified value. · MAP Limit - Prevents manifold pressure from exceeding a specified value. · GP RPM Limit - Use configurable 3D tables for engine RPM limiting. · Speed Limit - Prevents vehicle speed from exceeding a specified value. · System Voltage Limit - Shuts down the ECU if system voltage exceeds a specified value. Knock Control Knock control can be setup to detect (and log) only, or to retard ignition timing when required. This is accessed through ECU Settings > Knock Control. The GP RPM Limit table axis are adjustable, so you can put oil pressure, fuel pressure, etc on these tables, and then control the allowed engine speed to make a limp home level. This is possible on the plug in ECUs provided they have the required input data. The knock control will try to remove timing if set up but there are no limits around it to actually limit the engine. Traction Control The traction control needs a driven and non-driven wheel speed source. Traction control on the Supra would need additional wheel speed inputs wired in. The frequency off the ABS sensor will be too high for the Di inputs. You need inputs will a lower tooth count to keep the frequency under 500Hz Link Quick fuel tuning 'Quick Trim' (M key when on fuel table) is used to quickly get PCLink to make a change to the fuel table based upon the data you enter. 'Quick Tune' is a tool for helping you live tune the fuel table, it is more comprehensive than the Quick Trim. Quick tune is tuning tool and as such I guess you could say it is VE tuning as you are tuning to suit the VE of the engine.

You need the Fury , splice in the loom but the Wideband O2 controller is built in , slightly cheaper than the PNP Non-VVTI Kit

I am looking into the PNP kit (6MTM, Non VVTI only) and have installed the PCLink software The ECU Tuning Function Online Help included with the PCLink Software is very useful and installation looks very simple via the tutorial The PNP kit is defaulted to Supra settings and has a Supra Base map I have not come across a sensor the ECU requires , it will be up to your mapper if they suggest using a faster Sensor over OEM Any wideband controller with a 0-5V out put can be used. (i.e. Innovate LC2 or the MTX-L) Any temp sensor can be used but if you stick to the ones we offer the set up is easier. The Bosch sensor is the best but not so easy to mount. Few open Questions I have on the Link Forum for the PNP kit Engine protection strategies I am looking through the engine protection strategies on the ecu tuning function online help and I don't see anything mentioned about knock , setting thresholds for oil, fuel pressure to trigger a limp home mode ; is it possible in the pnp kit; I know you can get an external Link Knock add on or if you can use the OEM knock Sensor Here is what listed under Engine Protection Engine Protection features are offered to reduce the risk of engine damage due to unexpected circumstances. The following conditions will invoke RPM limits: · RPM Limit - Prevents engine RPM increasing beyond a specified value. · MAP Limit - Prevents manifold pressure from exceeding a specified value. · GP RPM Limit - Use configurable 3D tables for engine RPM limiting. · Speed Limit - Prevents vehicle speed from exceeding a specified value. · System Voltage Limit - Shuts down the ECU if system voltage exceeds a specified value. Traction Control I Presume I would need a digital signal from the ABS sensors Link Quick fuel tuning Not too sure if this is VE Tuning?