0x33

the more the merrier

Sorry if mentioned before, but what sensor are you using and where is it plumbed in? Seen similar behaviour on a cheapy sensor that was showing all sorts of weird behavior

Use audio knock detection to confirm if you are knocking or not.

Just to add to this. Maybe the option to connect to other ECU's/devices should be relagated to a drop down menu option, rather than prompting you when connecting to ECU. Really slows down workflow. Maybe its just coincidence, but since running the latest release it seems like the entire software is running so bloody slow, its infuriating. I'll have to try the steps outlined above to see if I get same behavior, but I've had a crash or two and couple tables bug out on me, as I'm constantly connecting/disconnecting from the ECU. Normally Link software is bulletproof so this is not great. Please fix!

try this. wasnt sure on your injectors, but see if better/worse newstart.pclx

can you post a log of it happening. also what throttle are you using

If you arent getting trig 1 and possibly trig 2 sync depending on your setup then you wont get any injectors or coils firing. Basically if you dont see RPM on ECU when cranking then investigate that.

To me you have a few weird things on the log that I'd look into further. a) If lambda measurement is correct then you are a decent amount leaner than your target coming onto boost. On E85 you may need to richen it up some more to keep things from wanting to misfire. b) Your dwell time seems to go all over place during said misfire. Maybe a Link engineer can confirm, but I'd imagine this is due to an RPM fluctuation or momentary loss of triggering position thats not being picked up on 40HZ pc logging. I have seen something similar before from a faulty CAM sensor. I doubt you have a crank/cam sensor issue but it does bring me onto the last point c) For a factory toyota setup these arming thresholds seem a bit optimistic and I've seen misfires caused by these being really out of whack. Unless you have done this already then use the triggerscope to scope each RPM breakpoint and enter in new values for the threshold. Theres a guide on this in the helpguide in the software if you arent sure. Also your VVT has not been setup properly. Might be an idea to set that up and get it configured properly

Not directly, you will need to use turbolamik or CANTCU to control gearbox. From there you can send data, torque requests etc through canbus and use strategies on the Link to manage torque reductions, blips etc. At least thats how I normally do it

You should send it to Link for repair or you will lose lifetime warantee on the board.

You need to do the tachometer resistor mod for the NA clocks and add a wire from tacho output on ECU to tachometer circuit

Connector is the same and pinout is 95% similar between JZA80

GE Distributors seem to be quite sensitive on G4X issues to trigger issues predominantely around idle, have seen a few so far. Try putting Trigger 1 and Trig 2 filtering to level 4. Has worked for me on a few now. Here are settings I've used sucessfully on a GE distributor that was giving the same trigger scope as you had above. Your trigger offset will be different depending on where you set the distributor.

The stock boost control system dosent work well with most standalone ECU's due to its plumbing from factory. Rather than wasting your time on it, change the factory boost solenoid to a 3 port mac valve and you can find some diagrams online on how to change the plumbing to work with the new solenoid.

Or you know, they could just build this feature into the start up settings, wouldnt be that difficult rather than wasting I/O on a fairly basic function. Stop Switch & Antitheft will disable ignition, which is not ideal. You want the motor to turn over with ignition, so if there is fuel in cylinder it will still fire, just injectors wont fire on top of that.