Endurance_Racer

We don't have any spare units left at this point but production should be starting soon, might be best to get in touch with the sales team to see if they can let you know when they'll have them available.

The ECU output isn't PWM, it is synchronous to the engine speed where it turns on and off at very specific angles relative to the specific cam the pump is on, if your PDM can do peak and hold control and you can guarantee a consistent and small deadtime between the ECU output and the PDM output then yes you could do it with the PDM. If you want to try running a constant but higher current through it then maybe a FET or a solid state relay with a smaller or no ballast resistor would work.
Just to reiterate from memory the Life setup had ~6A of peak current and 2.68A of hold current. To make it move you most likely require close to that 6A of peak and so if you ran a FET or solid state relay with appropriate ballast resistance to get 5-6A you could just run it at that full current the whole time and then keep an eye on whether or not you overheat the pump solenoid.
Alternatively we are in the testing phases of our DI drivers which include a pump driver but I'm not sure when they are going to be available for purchase.

Good morning Gents..... The truck has fired. We changed the sensor and the sensor had a fault. But now it is running. 
I am wondering if there will be a way to update the scope for these sensors in the future? I appreciate all the help. We will get the DI going and I will send @Vaughan some logs as we implement the DI side of things. As we have added a ballast resistor inline for the HPFP. I am sure this will take some adjusting. Trying to head to dyno today.
Will keep you all posted. Will send picture of truck when we finish the SCORE San Felipe 250mile race! CHEERS!!!
The trigger pattern is actually in fact a 60-2 sensor. So I would now assume that these are a lot more similar than we think!

Hello Gents,
Truck took 1st place at the San Felipe 250 race in Mexico!! Running very well on port for now. Just need to get the DI working properly. The pump is not working at all with the resistor inline. I suspect it needs a proper H-bridge and will need to clamp the amperage. Factory they allow the amperage to go to 6 amps at peak.
Can I use the output for the G5 to go to the AIM PDM and control it through the AIM unit with a PWM control?
 
Thank you

Hello @Adamw and @Vaughan the truck is running great. I had a bunch of stuff to sort on the VVT side but all went well. 
We are out here testing and the biggest frustration we have is this connection issue.... It is really getting to us right now. We are having to cycle key, pull battery power, and pull the usb cord and reconnect. The WIFI will not even connect and gives the same error. Very frustrating. Any updates for this? Car owner upset as we are wasting lots of time with this.

Probably a good idea to attach an updated copy of your tune too please. If you leave the cam angle test set to "inlet bank 1" do you get stable values in the cam angle runtimes?
Yes aux outputs controlling VVT should be wired to the low side of the solenoids and should be set to active low.
In terms of sluggishness have you checked your timing calibration again now that it is running? I see it is set to a nice round 270deg but confirmation that that is correct with a timing light while it is running would be a very sensible move.
Note I'm going to be out of the office in about an hour and won't be back until Monday. @Adamw should be able to help with all of this tune setup stuff but you will need to send him a link to your drive with the files in it.
 

That may not be a bad choice.
Currently the truck is running on the port. Engine has not ran for some time. Seems to have some deposits it picked up over the storage years. I am noticing that the Lambda 2 sensor comes on much sooner than the lambda 2 sensor. Truck seems to be running a bit rough atm. Bank one much richer than bank 2. Not sure if air leaks yet or we need to just blow it out. I will keep you posted. I am going to do the VVT calibration now.

Good morning Gents..... The truck has fired. We changed the sensor and the sensor had a fault. But now it is running. 
I am wondering if there will be a way to update the scope for these sensors in the future? I appreciate all the help. We will get the DI going and I will send @Vaughan some logs as we implement the DI side of things. As we have added a ballast resistor inline for the HPFP. I am sure this will take some adjusting. Trying to head to dyno today.
Will keep you all posted. Will send picture of truck when we finish the SCORE San Felipe 250mile race! CHEERS!!!
The trigger pattern is actually in fact a 60-2 sensor. So I would now assume that these are a lot more similar than we think!

Life uses 291deg atdc from the gap which would be -291 btdc so that suggests you are somewhere in the region of 30deg off in your trigger calibration in the Link, note I'm not sure which end of the gap they use so if they use the other end of the gap that is 18deg away but I assume they are basing it off the tooth after the gap like we do. Unsure how they determine which half of the cycle though so could be ~-291 or ~69
not seeing any pictures
Actually rethinking this now as that 291 atdc seems to be when cam passes but their crank tooth gaps shows the gap to be at tooth 2ish which could imply an offset of maybe 12? Either way I do think your current Link Trigger calibration is incorrect or at least needs better confirming.

So many posts here so I might be asking the same questions that has already been answered.  Have you tried changing the trigger offset by 360?  
Can you do 2 new trigger scopes, one with the vvt solenoids unplugged and another with the solenoids plugged in but with the auxes active state set to high in the vvt settings.  

Because you are using 3d deadtime tables instead of 2d deadtime tables they are using some of the general purpose tables that can be allocated to different things instead of using the fixed tables only used for specific things. This means that when you turn the fuel mode off it de-allocates these tables and then when you turn it back on it reallocates them, in your case in a different order to how they were initially allocated when you went through turning things on and off, if you don't use the option to reset the tables you will see the values from what the table was previously being used for show up in the new location the table is being used. Given that you are using 3d deadtime tables it might be easier next time to just use the rpm limit with a 100% fuel cut (but no ign hard cut) to cut the fuel while you are cranking.
The function each GP table is allocated to can be seen in the table allocation window down the bottom of the ECU settings menu.
Where have you gotten to with confirming the ignition timing?

I'm not seeing a new trigger scope in that onedrive folder. PCLog while cranking will show if it is trying, good chance it is not seeing a spark when cranking because of a loose connection in that high tension setup that is shaken by the motor or it could be something like battery dropping while cranking, regardless a PCLog will show what it is trying to do. Don't go changing trigger pattern.

Beautiful! I will try this first and see what it does. But before I do that. I need the can data back to get this fuel pump running or just let it zing full time until I can get some can data communicating back and forth from the PDM to the G5. This thing should move! 
Did you get a chance to take a look at the cam settings I posted earlier? To see if this makes sense? 

Looking through your tune there are a couple of things I would change.
Injector Duty Cycle Fault Value is set to 90, I would set this to something more like 50% as this is checked on the primary injectors which are the DI injectors which can't inject for as much of the engine cycle as port injectors can. Your Primary injector SPWA table is all set to 0.15ms which seems odd. You don't have any form of wideband input setup, do you have a wideband AFR/lambda sensor connected to this engine? Typically you wouldn't have an IAT fuel trim table and little to no warmup enrichment when using a charge temp table. You don't have any MAP protections setup. I do actually want to see an oscilloscope trace of Trig 1 and Trig 2 signals so that I can check where teh Trig 2 cam pulse window needs to be as it is currently only set to 10deg long which won't be enough for a VVT cam and is set to be right after the gap. Your VVT target table values are all setup as relative to rest position values but you have non zero values for the Inlet Fully Rtd and Exhaust Fully adv positions. I would recommend setting your Inlet Fully Rtd and Exhaust Fully adv positions to 0deg.You do also seem to have quite large tooth tolerances in directions that the cams don't normally swing, where did these values come from?

Is that with the same setup as that previous trigger scope? I'm not seeing any trigger 1 or trigger state changing so it looks like it's different to that specific trigger scope I mentioned above

Ok so after checking them... It seems that the sensors are not really doing anything. I need to check a few more sensors. I am not sure that the factory wiring diagram is even correct. CORRECTION.... 
The sensors are staying at about 3.5 volts and when putting metal to them they drop to zero with pullup resistor off. So seems the sensors are wired incorrectly and I will get this resolved.
 
On another note. Here is the fuel pump table we came up with.

Ok I will get this somewhere around the 4.6amps as recommended. I am sure that this will need some tuning on the feedforward and some of the delay table data. We can sort this out. The truck will be running PI as well. I will get it all setup and should be ready to test Thursday. 
Grateful for the feedback and info on this. Let me know if you have an email Would love to send you the file and logs once we get going.

Yes this is what I am thinking for the time being so I can run the ignition 9 output from the ECU. I can plug in the values for the pump and get as close to the 6amps as possible.
I also found a lot of the factory calculations. This looks like I can plug this right into the Link software and it should work really well.

Ok, sorry I wasnt paying as close attention as I should have been...
There is something wrong with the crank signal.  In your scope I have marked each falling edge with a small pink dash.  As you can see there are 35 falling edges per crank rev, there should only be 24. 
The 24X wheel is a weird two row wheel and the matching sensor actually has two sensors inside and one subtracts "teeth" from the other.  So it seems either that crank sensor is failed or the wrong one so some of the teeth arent getting "subtracted"..  

No, all the ecu needs is an edge that rises above 1.5V and falls below 1.0V, which looks good in your scope.  
Since I dont see any obvious reason why the multitooth option isnt happy, can you try this:
Change trigger mode to Subaru V1-6, store and power cycle.  The rerason for this is changing to a completely different mode like this causes a re-initialisation of all trigger code and settings. 
Then change back to Multitooth mode, 24T, cam pulse 1X sync mode, falling on both trig 1 & 2.  Store & power cycle again.  Then try cranking, If still no good like that can you do us a short log of it cranking and another trigger scope.