Simon

This is due to the fact it is cutting ignition and there is unburnt fuel igniting in the exhaust. One option might be to use only ignition retard to enable the gear change. This can work ok on a sequential box when the shifts are fast.

Its really hard to have a error system that will allow for all the different types of trigger selections available. And then when you add in VVT it gets even harder as the triggers are moving relative to each other. If you are not getting trigger errors and have stable RPM and dwell readings then it is very unlikely you will have timing issues.

Its a combo of both in puts If it misses a sync pulse it will clock an error, much the same if it sees or misses pulses off the main trigger 1 input.

ECU wise the critical pins are Pin 45 should be 12V at key on, 0 volt at key off Pin 16 should be at 0V key on, 12V at key off

Last page of SR20/CA18 PDF covers the Linkplus wiring, the nissan multi coil PDF covers the setting of the sub-board

It could just be excessive engine noise at the high RPM it could also be knock. Only way to tell will be to get it check with a knock audio device or equivalent. Generally knock will be a sharp increase in noise, where as engine noise will ramp up gradually with engine speed.

A couple of errors at start up are ok. But it is very risky to run the engine if the trigger errors are still counting once the engine has started. As when a trigger error occurs there is a very good chance a spark event could be miss timed.

If at all possible having both the cam and crank signals on the screen at the same time would be really good.

We will need to get the unit back to see what has happened with the baro sensor. If you go to http://www.linkecu.com/support/returns-policy This will take you through the returns process.

Hard to know. I would go with the source you trust most. The only real way to know would be to measure your injectors to confirm what they need.

Do you know the pattern for the Exhaust cam? There is the option in G4+ to enter custom CAM control figures if needed.

It is contained in the G4+ PC link down load. Just download PC link and you will find it in the base maps folder.

Is it a G1 linkplus or LEM you have? There is also some set up needed of the sub-board. If you can confirm the ECU type we can have a look in the archives for the old diagrams.

 The Min Effective Pulse Width is the shortest Effective Pulse-width the ECU will allow regardless of all fuel trims. This would typically be the shortest possible pulse width the injector can operate with. The old firmware effective set this as 0

Any chance of getting a scope image of the triggers at crank and then again at the point the trigger errors are clocking up.

On the bench it is switching as it should. However Dave is correct in that you will need to have the PID configured. If you can take a log while running in each mode would help.

The baro is going to change depend on weather conditions also. So getting a spot on altitude is rather hard. You will find if you are current in a low pressure weather system you will have low baro readings.

Should also ask if it does it free revving or only while under load?

Check the peak voltage of the signal at that RPM . It could be you need to lower the arming voltage above 4000 rpm. Arming voltage should be roughly half the measured peak voltage at the given RPM.

If you go to the trigger set up menu and select Subaru V1-7 trigger. You then use the calibrate menu to set the timing correctly with the help of a timing light.

Assuming you only have the one wideband input the average should match. Are you seeing values that are well out? You can check the actual through the runtimes menu (F12) under the Analog tab.

The ground (brown) should be connected to the sensor ground from the ECU The White will be to the AN volt input of the ECU. You will need to confirm the scaling is correct by check the voltages at the ECU.

That would be the only setting that is adjustable. I would try reducing the duty cycle and see if it improves.

It can take up to 500Hz on digital inputs 1-6 The Calibration number is the number of pulses received over a 100 m distance.

If you retain the factory CAS you can use the Mitsubishi GTO trigger option in the i88. No need to modify the trigger.