Adamw

If you wire whichever bulb you want to use to a spare aux output on the ecu then you can control it. None of them are connected to the ecu in stock form.

Change all the fuel settings in orange to match my example below. Copy the Charge temp approximation table example from the help file. Go to your fuel table, right click>Import/Export>import from file. Import the fuel table below - this is a generic VE table for modelled mode, the numbers you have in there now are way too small for VE. That should give you a closer starting point provided the injector flow rate is correct. VE Fuel Table .lte

Yes that is fine. Any 12V source that is only live when ignition is on.

Is the lamp in the speedo controlled by the ecu?

The first frame with ID 0x2000 would look like below. The main mistakes: The "0x" on the front of the DTA ID number means it is in hexadecimal (FYI, some people instead of the 0x append a little h on the end of the number to specify Hex). The ID in Link is specified in decimal. You can use windows calculator (set to programmers mode) to convert between Hex and Dec. 0x2000 is 8192 in decimal. You didnt have the start positions and widths correct - it is easiest for a noob to just use the visual thing at the bottom, for example change the engine speed start position and width until the Engine speed is shown sitting nicely spread over Byte 0 & 1 (DTA are calling byte 0&1 "Data 1"). You had a frame ID set in Byte 0 (you can see the DDDD in the visual frame). Frame ID's are only used for compound messages where you send many frames on one ID. DTA are sending each frame with a unique ID so you dont need (or want) the frame ID. So frame ID position should be set to none.

In the connection settings try changing the port from auto to both USB and the correct com port option, you may find one will give a more reliable connection.

Can you attach the tune as well. Cranking VE number is very small, typically should be 50-65% at idle and similar or higher during cranking, yours is 17. Suspect your injectors may be way bigger than you think if VE number needs to be that small, but need to see the tune. Also the idle valve is only at 12% (ie closed) during cranking, usually need to add more air during cranking. And you have no accel enrichment working when moving the throttle so something is set up wrong there.

This is overrun fuel cut. Obviously lambda will read lean when there is no fuel and only air going through the engine. The CE lamp you will have to check is the software whether it is set up as a CE lamp function or something else.

“U” for units is the keyboard short cut to swap between metric/Us units. Or >options>units>options for more control over what units are used in the metric/US sets.

I generally prefer VR on crank, since it it is more precise, more reliable, and has a better signal to noise ratio as engine speed increases. And if I have the choice I go for hall on the cam. They output a signal at lower speeds so sync can be determined sooner (cam is 1/2 speed of crank and VR output is relative to tooth speed) and since you are only using it for phase identification the precision or slow rise/fall time doesn’t matter. The important thing is to consider target design - VR needs teeth short & sharp, about the same size as the sensor pole and a special design in the missing tooth area. Hall typically wants wide/long teeth with deeper cutouts between teeth.

All looks ok in the log. What size injectors does it have? Your dizzy set up sounds correct. Assuming it is still running a dizzy and single coil then there will actually be 6 different offsets that will give the correct timing and it will run - even though only one will be correct (injector timing correct). That is not your map that you have attached at the top either. To get your map, connect to ecu then go to >file>save as. it will have a .pclx extension.

Try the most recent PC Link on the website, 6.22.38 is the current one. 6.22.25 would always say boot mode after an update even though ecu was running fine. Although Im not sure if that is what you are experiencing if it wont even connect.

The cam wheel wouldnt make it change phase between starts anyhow. It would just be 360 out all the time. We are pretty sure this is a problem in the trigger code so will update you when the firmware team can take a closer look.

That example I gave above was just one event. There are other noise events in the scopes where the noise event is below or near the zero line. The zero crossing in our ECU's is fixed in hardware. The reason is the only precise point in a VR waveform is the zero crossing (exact center of the tooth), any other point will vary in angular offset from the tooth center as the wheel speed changes. Some ECU's do have an offsetable "zero" crossing for VR sensors, which does have a purpose in some special cases (such as when ecu is wired in parallel with a factory ecu which has a pull down or similar). But I think for us it would cause more problems than it solves.

Yes, we have been discussing this with GaugeArt over the last couple of days and have come up with a plan. Your EGT's will be covered and quite a few other GP channels to allow more flexibility for the less common requests in future. Not sure how long their end will take, I think our end shouldnt be too bad.

yep that would work.

The tooth count wont have any effect except with a lower tooth count you could possibly increase the filter level to mask the noise. With high tooth counts if you have the filter level too high you will actually filter out real teeth. Anything that rises above the arming threshold and falls through zero is considered a tooth. So in the scope above the event I have marked on the right would be ignored since it doesnt cross zero, but the one I have marked on the left goes up to about 10V, then the "noise" makes it suddenly drop to zero, then it goes back up to about 9V, then finally does the proper zero crossing to -20V. So this goes above the arming threshold and crosses zero twice. Its hard to see if it actually did cross zero in this case but it is close - if it did that would have been counted as an extra tooth. When the ECU reaches the missing tooth and finds it has counted 59 teeth in the last rev rather than 58, it will through the error. Zoomed and touched up pic below to show clearer that same left hand event in the scope two posts up. The "noise" appears to drop the trigger signal by about 10V, so I dont think a hall sensor will help. There is more filtering in hall sensors, but in this case I think the noise is coming in after the sensor. I would probably try next a suppressor on the coil power wire, or you could try temporarily moving the main ecu ground to say battery or something. Just something quick and rough as a test.

So after you do the firmware update and power cycle does the ecu no longer comer back online with PC link?

Attach the log and tune

Yeah looks ok as a starting point. The spikes in lambda are overrun fuel cut.

There is some regular noise coming through in the trigger signal. It does cause the waveform to breifly cross the zero volt line in some places so the ecu would see this as an extra tooth and that would cause the error. In the 6000RPM scopes it is a bit intermittent but still visible. In the 9000RPM scope it is quite regular, occurring around the same tooth every crank rotation. It is about where the spark would occur for Cyl 2 & 3. So I suspect this is still related to spark energy getting in somewhere. Dont know why we dont see it for coil 1 & 4. The filter level 2 at 6000 didnt mask the noise by much - but it also didnt have a big effect on the general waveform either. So you may be able to try level 3 filter.

You might have to fit the capacitor to the lambda power supply or move the power wire as it is dropping out during cranking (maybe it is powered from an ACC circuit that powers off during cranking?). It also throws an error 16 during heating which usually means its not happy with the power supply. I suspect there is not enough fuel when hot. As soon as the engine fires you have no post start enrichment and the injector PW drops very low - around 0.44ms. The injectors will be very erratic at that - if they are even opening at all. Try the changes in orange below. Post start may need to be even higher. The Min Eff PW may make it idle too rich but try it and see.

On the Supra ECU Inj 8 output and DI2 input have extra hardware attached so cant be used for their normal functions, but everything else is ok. Another option you may want to consider is what we call a "bottom board swap", you can return the ecu to link, we will remove the supra board and replace with an RX7 board. You will have to contact tech support for a cost on that as im a bit out of date on that but it is usually very cost effective - about $300NZD. Lots less work than rewiring the car.

Look for the large barrel shaped TVS diode near the header. Connect +12V to the stripped end and ground to the other end.

Yeah I have only ever seen a failure like this when ecu isn’t receiving 12v on the main power pin. Maybe the 2006/2007 jumpers are in the wrong position so ecu is only powered from a back feed? The bench test will confirm that