Chris R

This issue I think you'll have with most ECUs is the peak current draw of the Turbosmart. I believe Turbosmart now sell and external driver box which can be controlled by and Aux output from the ECU.

Perfect, thanks.

Just to confirm for anyone reading this, I re-fitted the cam belt and this resolved the issue. Engine had been built by a 'specialist' lol

Thanks for that. So should I set Cyl 2 Allocation to Cyl 1 ITrim Table and Cly 4 Allocation to Cyl 3 ITrim Table? Or is it OK to leave each respective allocation? Also I'm struggling a bit to know whether I should be using centre frequency (6.2kHz) or second harmonic with the standard knock sensor on a 1999 WRX? I *think* (but haven't checked) the 1998+ sensor is 2 wire. Does this mean it's wide band? The problem I see with this is presumably cyl3&4 gain controls don't work independently? If cyl3 is overall quieter (being it's the other side of the block from the sensor) than cyl4 then the margin to threshold will be greater on cyl3? Lastly, should this statement concern me?

Hi, I'm struggling with setting up knock control on an the above. I read the below from an old forum post but it doesn't make sense to me. The version 5 may be wasted spark but it's sequential injection. It has a cam sensor and I'm pretty sure is capable of 720 sync. Why then can it seemingly not do individual cylinder knock control? On my logs the background noise on cyl 1&2 are identical as are cyl3&4 but I can't figure out why? While I can adjust gain settings for background noise from front of engine to closely match the rear two cyls up to 4500rpm, after that the traces diverge then re-converge toward the red line. No gain setting seem to see the two pairs of cylinders recording same background noise levels. I have confirmed with det cans it's not knocking. I'm more used to dealing with individual cylinder thresholds so you don't need to worry so much about individual cylinder gain.

I did think that didn't look 'good' when I posted the plot but your explanation is great. Thanks so much for your help.

Think this was idle, will capture one at higher rpm when I'm next with the car. Thanks for your help so far. Trigger Scope Log 2023-01-2 1;14;58 pm.llg

Hi all, Have a v5 Impreza with g4+ P&P ECU. Was running OK before engine came out and rebuilt. Now, after about 3500rpm have an intermittent problem with trigger errors and rev counter goes crazy (jumps 3500 rpm to over 9500rpm and flicks around in the space of 70-80ms). Have changed both cam and crank sensor for new genuine Subaru parts but made no difference. checked resistance of wiring from sensor plugs back to ECU plug and all 0.3-0.4 Ohms and no signs of breaks or varying resistance when manipulating the connectors. I looked at the logs but they only tell me what I know is happening. I looked at the scope function but seems it can only do a 'snapshot'? Is there a way to actually data log the raw cam/crank sensor signals? On another brand of P&P ECU I tune there is an option to ignore Sync once the engine is running. I believe the ECU technically doesn't need the cam sensor once running? Does the Link have a similar setting or what would be the effect of unplugging the CAM sensor once the engine is running? I'm trying to separate out whether the fault lies with the cam sensor to the crank sensor (could be both as I believe they share a common white wire)? Any other suggestions on diagnosing it? Many thanks. PS will try and upload a log file.