Adamw

There is 720deg in a 4 stroke engine cycle. The offset can be anywhere between -360 and +360. Because the crankshaft does 2 revolutions in an engine cycle, the timing light will show "correct timing" regardless of if you are sparking at TDC on the exhaust stroke or TDC on the compression stroke. However then engine will only run if the spark is near TDC compression stroke.

It sounds like your ECU is powering up ok initially but dropping out when cranking. This suggests the FET is ok. What is the voltage on pin 45 when cranking?

So is the tacho connected to Q26 or to the ignitor? If connected to Q26 has the tacho output been assigned in the software?

My thought was the display may stay alive down to say 3V but the processing side may dropout before then.

Since the error is at peak torque, this could quite likely be related to ignition noise. Is it using the stock ignition system? Resistor spark plugs? The other common cause of trigger issues on evos is the cam sensors are quite prone to failure since they get a lot of heat from the turbo and the water outlet right next to it. Cant really tell which of those is more likely in this case, but generally if the error only happens at high boost then it is ignition system noise, if it only happens at high RPM when hot regardless of boost, then more likely the sensor.

It could only be a wiring issue, the brake switch isn't even connected to the ECU so the ecu has no idea you are pressing the pedal. It sounds more like the CAN bus is being interrupted, but I would start by confirming you have 12V at the back of the gauge with the pedal both up and down.

Your lambda setup looks correct, I changed the gauge setup a little. Have you programmed the 2nd AEM O2 to use ID2? Have you programmed the CAN gauge to use 500Kbit? current viper map, scav pump on, ethanol sensor on WMP1200cc CAN changes.pclx

There is a "TDC" every 360degs, so 400BTDC is effectively the same as 40BTDC.

Provided you have both a crank and cam sensor, you could wire injectors in pairs like below, set injection mode to sequential. This will give you what we call semi-sequential. The injection events will then be more correctly timed with valve events, just 1 injector in the pair will fire 45deg earlier than ideal and 1 injector will fire 45deg later than ideal. But still better than multipoint group mode where the injection events arent timed with valve events at all. Inj1 drive to Cyl 1 & 5. Inj2 drive to Cyl 7 & 2. Inj3 drive to Cyl 6 & 3. Inj4 drive to Cyl 4 & 8.

With the CAS aligned in the factory position as per the service manual, the trigger offset would usually be around -90 to -100deg. 288 probably means you are sparking at TDC exhaust stroke.

I think the cruise PID is just a bit too aggressive. You can see below how noisy TPS delta gets when cruise is active, even at the fixed speed, then where you change the set speed you see the big spikes in both directions. Basically the throttle is fighting every tiny deviation in speed. That over-excited TPS is also constantly triggering accel enrichment so you are probably burning more fuel than it should be too. Try halving your existing cruise proportional gain. I think Integral and derivate probably are ok but please set the "PID setup" to cruise control before the next log so we have some better data.

The attached will be a reasonable starting point. Enter your injector settings, correct engine size, check base timing and all sensor calibrations. 4AGE Boosted Modelled single throttle Monsoon.pclx

I would also check voltage on pin 45 during cranking, if this drops below about 7.5V the ECCS relay can drop out.

Sorry yes, 2 & 4 to D22. I have corrected my original post. The distributor has reluctor sensors so you dont have a choice of the edge in the software.

I thought most JZ engines have the tacho connected to the ignitor. Does it still have the stock ignitor and coils?