HaveYouSeenAWizardSleep

Hey, I have a Link Monsoon G4X configured to run on an S14 Silvia (SR20DE w/ Distributor) with the basics (S13 Turbo, Internal MAP Sensor, GM IAT Sensor, SR20DET 370cc Injectors) I have verified that the injectors, ignition, IAC, TPS, and all important things are in working order through the Link testing features. The starter is a little stubborn as it seems to have been locking up the engine. Trigger scope checks out fine, and engine is reading engine speed while cranking. I had made small modifications to the engine harness, putting the Injectors, IAC, Trigger Sensor power on a Switched 12V+ source via a relay as they receive constant 12V+ from the factory. Aside from that the engine harness is OEM. I took an SR20DET Basemap and changed around the Ignition and Trigger Settings to what I believe is needed to get it started on a Distributor. Any advise or help would be greatly appreciated, thanks! Basemap.pclx

That’s interesting as when I was cranking under the runtime menu it said that Injectors 3 and 4 were active while cranking even with the staged table zero’d out that’s why I was concerned. And yes it’s a stock configuration so instead of a multiple of 4 it should be 2, so I’ll have to change that value later.

Update: Ended up getting the car running with some minor changes in the tune. As Adam had mentioned I had the internal BAP disabled (that was intentional), we swapped in new BUR9EQs all around, and most importantly I changed the Staged Injection "Sec/Pri Ratio" which was important as I misunderstood the way that value was calculated. The Link docs do a great job at explaining how to properly use this with the Modeled fuel equation. Another thing to note is that we swapped the primaries from 550cc Injectors to ID1050X Injectors just for the sake of having consistent lag/pw data to reference for peace of mind. As you can see I defined the primary injector size under the "Injector Setup" Page then afterwards I calculated the Secondary Flow Ratio as so: A.) Primary Injector Size: 1065cc B.) Secondary Injector Size: 2200cc Ratio = (B * 2) / (A * 4) = 1.032 As you can see I made the mistake of making this calculation based off of a multiple value in relation to the primary size (i-e: 1065x = 2200, value of x) Anyways I hope this helps anybody experiencing similar issues. Running.pclx

Been trying to scratch my head around this one...before I go into details on the issue I'll give some context to this specific car: Series 4 Turbo II Link Monsoon G4X Street Port GM Temp Sensors LS Ignition Coils FD TPS and UIM Turbonetics T60 .96 AR (8psi Waste-gate spring) 44mm External Wastegate No IAC AEM Wideband Electronic Boost Controlle Ford Taurus Electric Fans (2 speed) 550cc Primaries (Bosch #0280158117) 2200cc Secondaries (Bosch #0280158821) Note the Injector sizes and part numbers as that is quite relevant, this car was running on an old Microtech ECU prior we decided to throw it in the trash as it was problematic and was locked in that hands of a questionable tuner. Typically I use the Modeled Fuel Equation on rotary cars as it seems to be usually on point, giving me little to no issues at all. This specific car was timed correctly, wired properly, etc. For some odd reason, when trying to time the engine with the spark plug wire attached to the spark plug the light was inoperable giving zero feedback but when removing the plug wire from the spark plug the light worked just fine. I tried to source dead-time/lag data through various sources, set the arming threshold to 0.2 (lowest value, I find I have the best luck with that value @ 500rpm range), define the fuel pressure and primary injector size (550cc/min @ 300kPA) alongside with the staged injection ratio value (x4.0). I seem to have zero luck getting this engine to turn over and fire at all. I'm leaning towards the thought of it being an injector issue and can't seem to wrap my head around this issue, numerous de-flooding's were done, but zero luck. The trigger scope checks out just fine too. I've even tried to disabled accel enrichment to avoid any weird fluctuations with injector PW. I have provided some files pertaining to the issues including a cranking log and the tune file. Thank you. Basemap.pclx fcb_cranking_log.llgx

I've been battling with this specific car which has been having a hard time starting. It see's roughly 250 RPM while cranking alongside with 100 KPA. For background here is the current setup of the car: Monsoon G4X (Rev 3.2, MainCode Firmware: 6.19.60) Internal MAP Sensor with the BAP Disabled Stock Series 5 13B Engine Injector Dynamics 1050X Injectors Adjustable Fuel Pressure Regulator w/ Stack Fuel Pressure @ 43psi Series 5 Full Range Throttle Position Sensor Series 5 idle Air Control Valve Series 6 / FD Ignition Coils and Igniter (Setup on Wasted Spark for the Leading Plugs w/ Ignition Offset at 180) Injectors and Ignition Coils have been verified in the right location and working accordingly using the Test functions in the G4X software. I'm a little bit at a loss as this car was running perfectly fine the day prior and started to develop these issues leading to an intermittent no-start issue. The engine has good compression and there are no vacuum leaks present. On occasion the car kicks back and wants to fire but ends up not firing up. The last time the car was able to idle and run, it took nearly 25 seconds to start the car with my foot fully depressed on the throttle pedal. Trigger data as been set properly per data provided in the Link manuals, only changes that were made was setting the arming voltage to 0.2V @ 500RPM for Trig 1 and 2. Below I have provided 3 different files, one containing the trigger scope log, log containing all the information of the car while cranking, and lastly the tune file. TriggerScopeLog.llgx Series 5 RX7 6PT.pclx No Start Log.llgx

Ahh interesting, the likelihood of it being added back is slim to none I assume?

Hey, I was just wondering if it were possible in the future for the G4X firmware to support toggle style Ignition Coils, I've wired up a few RX7s, G4Xs in the past (direct fire), and have past experience working with the MegaSquirt Platform which supported Toggle Style Ignition Coils alongside with Direct Fire (w/ Wasted Spark Leading Coils). I'm not sure if this is hardware related, but is there a possibility that this can be supported in the future via a firmware update? The only way I've been able to get around this is by adding a second igniter to trailing coil.

Update: The car is running very well and idles perfectly, I never wired up my BAC (Idle Air Control Valve) on the car, and I remember when creating the base-map I set it up to run with ISC control not sure if that was from the FD base-map but my intention from the beginning was to utilize the BAC anyways. The car starts with ease, better than ever (even better than the stock ECU lol). I thought I'd share this for people intending to run a Link on their FC RX-7, I'm no expert tuner but this could help anybody in my situation. Details on my setup: - Stock Port S4 NA Engine (9:4:1)- Racing Beat Downpipe- AEM Wideband- Injector Dynamics ID1050X- GM IAT- GM CLT- CX Racing Front Mount Intercooler- CX Racing Blow Off Valve- S4 Tii Turbo- S4 Tii LIM & UIM- Stock CAS- Stock FPR FC3S S4 6Port Turbo.pclx

Been having issues with my T1 igniter I’ll replace that probably causing that to to happen. Going to lock base timing again, the lambda reading matches the actual gauge too, could be potential that there is noise I’ll have to look. Engine stays running when I hold it at about 20-30% throttle the moment I let off it dies, base timing sounds like it’s off again had to pull my CAS again. Will fix that and see what happens.

Fixed my MAP source still can't get the car to idle at all for some reason, could base timing still be an issues? here are my logs. PC Datalog - 2020-09-28 8;21;53 pm.llgx FC3S S4 6Port Turbo.pclx

Ahh, I see so technically speaking the way it’s calculated is based on the “total cc” per rotor?

Hey, wrapping up my FC RX-7 build, got it running on old crusty Turbo II injectors I had sitting around. I used the S6 Base Map to get it running with little altercations. To my knowledge the S6 uses 550cc Injectors for the primaries and 850cc for the secondaries. I’m familiar with usually calculating my master fuel value with some basic algebra using: Old Master Fuel Value / (New Injector Size / Old Injector Size) = New Master Fuel Value I have now obtained Injector Dynamics ID1050X (1050cc Injectors @ ~40psi) for both the primaries and secondaries, I’m quite clueless as to how I’m going to calculate the new master fuel value based on my new injector size. Any help and knowledge would be gladly appreciated, still learning. Thanks.

Base timing has been handled, ignore the value set in that file. I actually realized myself the internal MAP wasn’t really reading any values. Might be my manifold source, I’ll switch it around and see.

I was able to get my car to idle fine a few days ago, without a CLT/IAT sensor, after finishing up my harness and adding such sensors I couldn’t even get it to idle or run, I’m using the S6 basemap and just mainly playing around with the master fuel value, these are stock 460cc Injectors at the moment, have ID1050X’s on the way. I can blip the throttle and get it to run for a few seconds but afterwards it dies out even while having my foot on the pedal. I tried to get a log but can’t see much from this log. Maybe I need a second set of eyes, somewhat at a dead end. FC3S S4 6Port Turbo.pclx PC Datalog - 2020-09-20 10;15;27 am.llgx

Awesome! Very insightful, thanks again Adam you’ve been a huge contribution to helping out. Hopefully these forum post stay up for other FC owners to see planning on going with the Link, lots of useful things I’ve learned from you!

What Wideband sensor are you using? AEM, Innovate, Link Lambda? If you’re using something like an AEM which has a 5V signal wire supplied you can use one of the analog inputs on the Fury I/O.

On my RX-7 there are two timing marks: Leading: 5 degrees ATDC Trailing: 20 degrees ATDC When calibrating base timing / offset, I had a few questions as I’ve heard a few things that seem quite contradicting. 1. Do I have to alter my rotary split table before entering the calibration table? 2. When setting base timing do I just enter in a value “-20.0”, attach my timing light to the L1 (Leading 1) spark plug wire, and then adjust the offset until the light illuminates when the -20 degree mark on the pulley hits the timing mark on the front cover. I’m fairly new to all of this, so still trying to get a solid understanding of all of this. Just got my engine started by locking my my timing to -20 BTDC and setting my offset to 180 degrees which was a rough guess but still gave the engine the ability to run regardless.

I swapped out the CAS, and changed the threshold table to this! It works!

Update: swapped the batteries, grounded my battery to the engine and the chassis, even swapped the trigger grounds, and swapped the trigger input wires. Running out of ideas at this point, not sure what else it could be. The photo is the result of me swapping around the trigger wiring.

Wiring is correct, even went as crazy to re-pin and re-wire the CAS. CAS is fine as it has always been working on the previous setup anyways. Never touched or altered it. Could it be that my battery is grounded to the chassis and not directly to the engine block?

Updated my firmware and fetched a trigger scope for you! Hopefully this helps 13B RX-7 Trigger Scope.llgx

Interesting, will do and see if it resolves the issue. Thanks!

Ahh! I’m going to need a third hand haha. Will do so, thanks!

Here is a file for the tune, as for the trigger scope when hitting the capture button I couldn't get any pickups for some reason not sure if I'm using that feature properly but I can give it a shot again. FC3S S4 6Port Turbo.pclx

Trigger Configuration