Lenhoward

Thanks guys! It was the flow rate keeping the injectors from firing. I'm a little ashamed that I didn't see that. Yes, I had forgot to mention that the OEM slot disc was switched out for an AEM 24 disc, which is why I had set up the trigger settings that way. I just was getting hung up on the fact that the oscilloscope was showing only 3.5 volts and wasn't paying attention to much else. Nevertheless, my fuel injectors are now working after changing the flow rate. The engine still won't start, but after doing a compression test, I unfortunately found an even bigger problem. The engine is toast, but that's gonna be between the car owner and the shop who did the work. Thanks again for the help jdniss, aerace_fab and Adamw!

Hey guys, I'm trying to help a friend out. The car is a US spec S13 with an SR20DET swap. The engine , Link Monsoon X, and stock wire harness merged into the Link connector were installed at a shop, but they never got the car running. When I started digging into the car, I found that there was no power to the CAS, and when cranking, the Link was not seeing RPM or a trigger signal. I made a quick jumper wire and jumped power to the CAS. It now sees RPM and trigger signals, but does not start. It is also running up the 'trigger error' counter during cranking. I verified that the plugs are sparking and fuel pump is running, but the injectors are not firing. I then did a trigger scope the CAS and found a good pattern, but the voltage only goes up to roughly 3.5 volts. Tested grounds and found that resistance is about 0.5 ohms on the shielded ground wire. I then tested the other ECU grounds (pins 25 and 34) to the shielded ground (pin 7) and found that they have 0 ohms of resistance and seemed to be spliced together. Can all the grounds be spliced together and connected to the chassis, like this car is? Or is the shielded ground supposed to be separated and connected solely to the CAS? I attached the current base map and the trigger scope. Thanks in advance! tim s13 10 30 23 no start.pclx Tim trigger Scope - 2023-10-30 8;30;44 pm.llgx Here's a screenshot of the trigger scope, if that makes things easier. tim crank no start 2.llgx

Will do Adam. Thanks for your help. We'll look into that.

Finally got some time to work on the car today. Making the adjustments that Adamw suggested seemed to solve the high VE! I was able to tune the car without maxing out the fuel table, my fuel map now looks like how a fuel map should in my opinion, the secondary inj transition is smooth, and the engine runs smoother everywhere. As for the low battery voltage shown in the logs, we tested the alternator and its putting out 13.6 volts. We're also getting the same voltage when we check power at the ECU. The datalogs still only show 12.5-12.8 volts. Since we verified that the alternator is working and the car seems to run ok, I suppose I shouldn't worry about it too much. Just happy to get this some good drivability out of this thing. Attached is my new fuel map and tune for anyone that wants to look at them. 12-11-21 final.pclr

You're the man Adamw! I didn't even notice the alternator. I'll get that fixed along with trying your other suggestions. I did already try the secondary validation test as you suggested and found no change in AFR. I won't be near the car for a little while but I'll be sure to update this thread once I have some results.

Sorry about that and thank you for helping me! Here's the current tune. s4 rx7 fuel calibration issue.pclr

Hey everyone. This is my first time tuning a Link ecu. The car is a series 4 rx7 with a medium streetport, BW S366 turbo, ID1050x primary and secondary injectors, and hellcat fuel pump. I've got the car running decent, however there are a few issues with it: The secondary transition isn't very smooth. With the current settings, I've gotten it smoother than I've had in the past. However, every once in a while, I'll get a tiny stumble when the secondary injectors kick on. My main fuel map looks very strange. My concern is that I had to make my fuel map looks very strange to give it the desired AFR. Around peak torque, I have to ramp up fuel until it's almost maxed out, and drop the fuel quite rapidly to prevent it from being too rich. The map is also close enough to the desired AFR but the Lambda correction is at or over 2% during the peak torque area. The car seems to accelerate smoothly through the area and I maybe overthinking it, but I do feel like I've set up something incorrectly. Attached is my fuel map and and a second gear and third gear log, Any help would be greatly appreciated. second gear.llg third gear.llg