essb00

Try Spark Edge: Falling

Your trigger 2 is noisy and the noise are touching the arming threshold voltage. Could you check how much is the air gap? It should be minimum 0.4mm for 4A-GE stock CAS. Try to up the Trig 2 arming threshold to 0.3V for 500rpm on your table. Also, did you use G1 or G2 for Trig 2? If you used G2, trigger offset should be correct. If you used G1, try trigger offset 352.

The speed reading spikes are caused by high frequency noise being picked up by the DI. Try this simple low pass filter circuit below (just if you have some electronic parts lying around). This solved similar problem on mine (though on G4x).

what type of speed sensor do you have connected to it DI 3? Reed switch from gauge cluster?

If you didn't also change the fuel table, then it won't work with modelled fuel equation mode -- as the numbers on the fuel table has to be VE (volumetric efficiency). Double all the values in your fuel table as you shift to modelled, perhaps it would be enough to make it start -- but you'll be having to tune the full fuel table again in modelled mode.

Your tune file is password protected.

mapper: This could already be done using method below. Time will be dependent on your "Idle Speed Control>Idle Actuator>StarUp Hold Time & StartUp Decay Time". *I prefer not to put On/Off Delay under GP Output - so that "Idle Speed Control>Idle Actuator>Engine Fan Offset, Initial Offset, & Initial Time" would still be followed. I believe kaptainballistik's concern regarding startup & stalling are also solved by this method.

Yes, you can make use of the 3D table so two parameters are looked up for one GP RPM limit.

Try the following:

Tune files are totally different for the old software to the current software for G4X. You'll be having to re-do all parameters manually. You also need retune as control algorithms are totally different from old generation Link ECUs to the newer Link ECUs.

Idle oscillates as it touches above & below the MAP lockout value. It does not seem right that the MAP value is that high and having too much fluctuations. Where is the MAP sensor plumbed to?

It seems to be running too rich... but that could be because vacuum line is not connected to the internal MAP sensor... or since you're using BAP as load source, you must select analog inputs>MAP = none

Very important: Only connect the power ground to engine block/cylinder head. Do not connect the signal ground to engine block/cylinder head/chassis ground. Sensor ground is only for sensor return (as already mentioned above). Although you can measure continuity from sensor ground to power ground, the sensor ground is actually isolated internally in order to minimize ground loop noise/interference that can cause sensor reading errors.

PIN 1 / 14 : Ground --- Power Ground PIN 23 : Ground (G-) -- distributor signal (NE & G1) ground (internally connected with sensor grounds as well) PIN 26 / 46 : Ground (Signal) -- sensor ground EXT.PIN 1 : Ground (Signal) -- sensor ground PIN 61 : nc (+12V constant) -- for volatile memory retention of stock ECU (stored diagnostics error codes, idle base position, etc.), no use with Link plug-in that's why it is nc (not connected internally).

AC function is normally controlled by temperature. Low/high pressure protection on OE setup are just with fixed pressure switches. Only purpose I see for the pressure sensor connected to ECU is for monitoring or you can setup redundancy for low side for low refrigerant protection, or on high side as high pressure protection.

- Your log does not show Lambda1 working. Check your CAN Lambda. - The shape of your fuel table (low revs, high vacuum regions) does not seem correct for modelled/modelled-multi fuel and I assume it is going lean (which could not be verified as no Lambda value was logged).

I suggest you try checking by timing light while cranking. If it is spot on, then try offsetting 360°.

What engine is the G4X Monsoon on now? On the G4X file trigger mode Daihatsu K3-VE (VVT) is selected. On the G4+ Monsoon file trigger mode Toyota 2NZ VVTi is selected.

If you are you use the Ign 5 for ISC, be reminded though that Ign outputs do not have flywheel diode. You need to install a diode as per below diagram.

Click on set base timing. Under No. 2, put 360, press enter on keyboard (very important step) - the box should turn to blue. Then click done. Then try to start again.

Change the arming threshold as per below. That should be enough to make it start, if not try 360° trigger offset. *For trigger 2 if you used G2 it must be close to 0° trigger offset, if you used G1 it must be close to 360° trigger offset. Though you also need to verify the trigger offset and adjust accordingly using timing light once you've got it started.

Later firmware already has 8 virtual aux. Update to the latest firmware.

Check/verify your trigger offset using timing light (while cranking). Your map with 90 degrees trigger offset is too far from Link basemap 0 degree trigger offset.

Don't be confused with the term... Tune fine = Link base map = *.pclx (the file currently loaded on the ECU).

Seems like you've got a loose contact for Trig 2. Pls post a copy of your tune file.