Graham BPT

Sure. I'll work on getting same data to show what I mean. In the meantime, can you help me understand the relationship between idle duty percent and TPS on a drive by wire car? If idle duty is reduced to zero, shouldn't that be closing the throttle to a point where the engine rpms come down to the point of nearly stalling the engine? Is there a minimum TPS value hard-coded into DBW logic to prevent that perhaps?

Hey everyone - I work with a lot of Subarus on the G4X plug-in ECUs. Most of the time, I can do a full APS and E-Throttle calibration and then have good and normal idle control where an idle position of 1-3% at full operating temp will idle the car nicely, right on target but from time to time, I have some cars that idle too high, say around 1000 to 1100 with a 900 rpm target even as the idle base position is allowed to go down to zero. TPS will be 4.5-5% and won't come any lower so the idle stays high. What I can seem to do to work around this is go into the TPS (Main) closed voltage and lower the voltage down and that will cause the ECU close the throttle more and bring idle down but this seems like a work around rather than the correct way to handle this. So, I'm wondering if there's something I am missing or a better way to deal with this. Is there something that limits the TPS position at idle? I'm wondering why and idle base position of zero can't/doesn't result in a lower TPS opening to bring idle lower? Thanks!

Alright - captured a scope during cranking and could see it hitting about .24v peak only so I dropped the trigger voltage down at low rpm and it fired up. Once running it hits a pretty good voltage. Got timing synced and it was only off 5 degrees so everything seems to be good to go other than his fuel pump that shuts off a few seconds after it starts but that's a different issue for me to work out with him lol. Thanks everyone.

You got it. I will do that tomorrow night when I'm back with the car.

Thank you! Should the Multi-Tooth Position be set to crank or cam for this engine? So, to confirm, I should should leave the tooth count at 12 and I can lower the arming threshold a bit (if I want) and then do a trigger scope and post it here. I'll try to interpret it myself and adjust arming voltage but outside of that, I'm not real clear on how to use the data to work out what trigger settings need to be. I do have a timing light so we can find/sync the trigger offset once we get some usable signals.

In another post on this topic, it said to leave it as 12 teeth since its reading off the distributor - is that incorrect? Should I set it to 24? The map has Multi-Tooth set to Crank, not Cam so I will change that. Thank you! I'll give this a try as well. Thank you

Hey guys. I am working on 2JZ-GE turbo setup and it has the Link G4X plug-in ECU. Its been converted to direct fire but is still using the 24T trigger wheel coming off the distributor housing. What I could find suggests this should work fine and to just use the base trigger settings for the base file that comes on the ECU including leaving it as 12 teeth which makes sense since the 24T is cam driven. However, I am seeing some trigger input but the rpm is off and it drops the sync while cranking and won't fire up. Is there anything I am missing? Again, just trying to start it on the base map settings but have it scaled for injectors, MAP, etc and all the I/O is good. Thanks!

I dealt with this trying to run my 2011 STi on a Haltech ECU and found this interesting bit of information that seemed to be part of my issue perhaps. It seems like with the USDM EJ25 dual AVCS engine the LH cam signal inverts itself above 1500 rpms. I tried to get Haltech to help with that and had no luck so I bought a Motec M1 ECU and it works perfect so I assume perhaps they know about the inversion that happens and have it handled in the sync settings (but I have never been able to verify this). Now, I am definitely hoping that if this is true, Link will discover this and handle it for dual AVCS EJ25 engines. They have a trigger profile for EJ20 Quad AVCS but maybe that doesn't do the inversion while the EJ25 QUAD does. I definitely don't know the complete answer here but perhaps this info is helpful.

Here's the video of the FFS testing to go with that log.

That looks like a fun one for sure.

Cody just sells John’s kit as far as I know. I ordered from John direct since he did the package for my STi. He writes nice firmware for sure and actually owns a YXZ too.

Haha. Thanks. I’ll get the video linked tomorrow. it will probably be you. I’m waiting on a new engine for my car and recently got sucked into side by sides. I might have accidentally blown my sequential fund on a Motec ECU and turbo kit for my Yamaha YXZ1000R lol. Off roading this thing has been way more fun and way less expensive than racing cars. I’m just addicted to boost and can’t leave anything alone.

Haha, no actually this is just manually shifting with a clutch. It’s a 1999 Subaru 2.5 RS with a 2007 STi engine swap and a short ratio Subaru 6 Speed gear box. I can shift it decently quick and with the right shift cut settings is very quick and smooth. I’ll upload a video tomorrow if you want to see it. The upper clutch switch is the trigger and it’s open looped timed control for the cut and resume of power. A proper sequential box would be even faster. I’m planning to eventually fit one to my 2011 STi time attack car. It’s on a Motec M1 ECU currently but I’ll likely do some Link ECU testing and development on it once they’ve got support for these models. Link’s shift cut logic seems well written so it should work very well for a sequential box I suspect.

Thanks Adam! This is why I like you guys! I appreciate the support.

Hey everyone! I'm new to tuning the G4X ECU and really enjoying it so far. However, I have found something I cannot seem to control unless I am missing it in the software and that is the delay to resume Lambda control after a fuel cut event. I was testing flat foot shifting (which works really well by the way) and I noticed that after cutting fuel to make the shift, the CLL does not resume for what looks like maybe 1500-2000 ms from the end of the fuel cut. That's a long enough period that I end up going for the next gear before it resumes again on the 2-3 and 3-4 shift here. It comes back near the end of 4th gear as you can see in the picture. I want to be able to control this delay and bring it down to a more sensible amount so that CLL can resume shortly after the fuel cut ends. Has anyone else noticed this or have any insight or a way to get around this? I've reached out to get in touch with the Link engineers but have not heard back so I figured I'd ask here and also let others be aware of this in case they see it. Obviously a well tuned map will maintain your target AFR without CLL under normal circumstances but I tune some high boost cars that do drag racing and things can get out of whack on a pass so I want to be able to have CLL there at all times to trim things when needed.