INSW20

Thank you sir!! Much appreciated.

Sounds good. I might continue to run it in raw voltage mode and check logs and will see if it acts up again. Aside from the interpolation and slightly more annoying axis setup, any downsides to doing it this way? Any possibility that cleaning up those grounds could have fixed the issue? They didn’t seem particularly dirty to me.

Here's a log from only with the IC fan on. Also with the updated tune file to match. Seeing raw trim voltage drop from 1.54 to 1.53 in the same switch position (9) that it was acting up before. I don't have a log with the IC fan off, but I can get one maybe this weekend if needed. I also increased the ECU log rate on most of these parameters compared to before.

Is it necessarily a problem if I set up my trim settings to use raw voltage instead of switch position? It looks like that will interpolate if the voltage changes, but wouldn't "jump" from one column to the other. I still will road test and log raw voltage once the weather clears, with IC fan off and on on separate runs.

Here's the log running through all switch positions. First engine off, then idling normally, next idling with all lights on + IC fan on, and finally I ramped up fuel pressure to try to load the fuel pump more and draw more current that way. As far as I could see, all AN4 voltages were constant during all conditions as follows: 1 - 4.61V 2 - 4.22 3 - 3.84 4 - 3.45 5 - 3.07 6 - 2.68 7 - 2.30 8 - 1.92 9 - 1.54 10 - 1.15 11 - 0.77 12 - 0.39

Cleaned up the main ground cable on the transmission and will test again soon. Also cleaned the cylinder head ground.

Did some more testing last night. Here's with the fan kicking on in boost: And here's without: There's still one small hiccup there. I'm still planning on cleaning up all grounds. I've already done the battery neg cable at the post and the chassis bolt. Next will do the cyl head and trans grounds, and also clean up the ECU ground to make sure that's spotless. May also pull the alternator to have it tested and/or rebuilt/upgraded to higher output.

I'll see if I can get out soon to log raw voltage (poor weather here this week). 5V should be in the log already, it fluctuates from 5.00V to 4.99V but that's the worst I can see. I'll recheck grounds. I currently have my intercooler fan (Spal 9") set to come on in boost or above a temperature threshold, Aux Output 5. What's odd to me is that my IC fan always kicked on last year also, but I wasn't getting these trim switch changes. The switch itself is mounted in the trunk maybe 10-12" away from the ECU, farther away from the engine. Otherwise, the only changes from last year are I adjusted the exhaust cam, added a different oil temp sensor, IAT sensor, and changed to a Link CanLambda and CanGauge. EDIT: I think what I'll also do is keep the IC fan "off" when getting into boost and see if that changes anything. It's debatable how much the fan does when moving anyway.

Last fall I had no issues with it, but now when I get into boost, the voltage fluctuates enough to change my trim switch position (switch is in the trunk and does not actually move). Log and tune attached. I had gone through and set the input to a generic and recorded the voltage the ECU was receiving in each position (AN Volt 4), then entered that into the trim switch table (Cal Table 2). Even after doing so, I'm having the issue. Switch is a Haltech (https://www.haltech.com/tag/rotary-switch/)

Works perfectly, thank you!!

Just installed cangauge and canlambda. The cangauge is reading everything so far, although I haven’t run the engine so I don’t know if lambda/lambda target/lambda correction are reading on the gauge. Would you expect to see these reading when the engine is not running? Lambda 1 status is "Disabled/Diag". Everything else on the gauge is reading correctly so far. I didn't find the file named GaugeART_CAN_Gauge_Extra_ID50.lcs anywhere in the CAN folder per the instructions. This was all manually set up, so I want to make sure I didn't do something incorrectly.

For that small of a change I wouldn't worry about it. Tune for E10 and then when you're running E8, you'll be the tiniest, tiniest bit richer. On my modeled multi-fuel, I'm tuning for E85 (actual about E75-77) and E10. It'll be very rare I'll ever fill with E0, and I'll never fill with E100, so my multifuel blend ratio goes from 0-100% so I can plug in pure gasoline for fuel 1 and pure ethanol for fuel 2. Then my Fuel Table ratio (and others) are 0% at about E20 going to 100% by E70. However, for what you're doing, you could set up modeled multifuel and you don't have to enable dual fuel or ignition tables or anything like that. Then you just set your target lambda, and it'll take care of the adjustment based on E content. If you're never going to higher E contents, then you won't need to retune on an additional fuel.

I like that quite a lot. Much cleaner than mine. If I ever feel like what I'm doing is ineffective or overly complicated for what I need, will change to this.

Here's how I have mine set up: So I have two thresholds for lean cut, one for low boost, and one for higher boost. Both have timers to give some wiggle room for gearshifts, although I'm trying to minimize that with accel enrich. These are only triggered over 2500rpm and when in boost. My RPM Limit Table 2 is a flat 2500rpm, so if this activates, it automatically cuts out until conditions reset or down to 2500rpm. I also have a fuel differential pressure limiter.

Should be able to use almost any sensor as long as you have the calibration table for them

Yep, that works. I have to set the axis in C, and then I can revert back to F and as long as I don't try to change anything between 248 and 302, it works fine so far. Thanks!

Is there any way to get better high-temperature resolution for setting an axis on one of my engine protection limiters? If I try to set any axis marker between 248F and 302F it defaults back to either. EDIT: Here's what I came up with that I think should get me about where I want to be, and I can adjust how steep I want the dropoff after about 270F by adjusting 248F column up, and 302F down. My primary rev limiters are 7400.

The cal table isn't correct. You'll need to manually determine the cal table for it to work correctly. That's what I had to do with my AEM wideband gauge.

Same idea, but here's my intercooler fan control:

Make sure you use an Aux Inj or Aux Ign output and NOT a regular aux. I just did this on my MR2 after COP upgrade. Go ahead and open up the relay and remove the switch arm so you’re left with only the coil on 85 and 86.

I didn’t see any CAN pins or expansions for my TST185+, correct? Or did I miss them somewhere? EDIT: looking at my board I see the expansion connector for it, would it just use the same CAN expansion as the rest?

From the logs it doesn't look like your MAP sensor is reading anything. My 3SGTE shows about -0.7 to -1.0 during cranking. Yours is showing 0.0 to -0.1.

So in order to free up a couple tables, can I set Boost Target axis to Ethanol% on one and Trim Switch on the other? Then set to a single boost target table, since my target doesn't change with rpm. Same with MAP limit tables, combine down to a single table. EDIT: I added the proposed changes. Think this will work in regards to the boost target and MAP limit? 1991 MR2 11.9.2021.pclr 1991 MR2 11.9.2021 - single boost target table.pclr

I can select to turn the tables on/off, but can't find the actual tables anywhere. Running modeled multi-fuel with a lambda overlay. What am I doing wrong? Or have I just run out of available tables?

If you're having a sensor issue, I'd fix that... What conditions are you noticing the drop? Have you checked your fuel pump wiring? What engine/chassis?