Simon

Not that we have seen in the past. But there is always a first time for every thing. We still have not been able to produce on the bench or seen any other case come to light yet.

If you have one of your PWM axis set to timer you could do this.

Yep you will need to use a GP PWM to allow this type of control. Once selected you will get a table that you can span off engine temp.

That is a good read and I think covers the issues discussed.

Is the spark happening at the correct time? Confirmed with a timing light? Do you have igniters in the circuit and not firing the coils direct from the ECU (assuming no smart coils) Â

In the i and V series the currents are adjustable if you operate in peak and hold mode. In saturated mode this is not required as the injector effectively limits the current. The ECU just provides a ground with no current limiting.

You need to check that the ECU is seeing a RPM signal and no trigger errors. Check that all inputs are correct and no limits are activating. You can also use the test ignition and injection functions to check all wiring and operation of the coils and injectors. The CAS should not need to be moved from the factory position. Any timing changes can be made through the ECU. Â Â

In theory the VCT should not operate until around 2500rpm. If you had a log from the ECU while the solenoid is activating that would tell us a lot.

You will need to check what the factory is doing. If you scope the signal you will soon see which you will need to tee into. I'm not sure of the effects you will get but suspect the factory control will need to be disconnected.

CAN is very different to Serial in how it communicates. In this case the Innovate is not supported via serial it will need to be wired via and analogue input. Â

Just run through the basic set up. TPS cal Configure the inputs and outputs to suit Check ignition is correct (calibrate triggers)

If you set custom labels on the inputs or outputs in the ECU setup these will transfer through to the log.

It would pay to check the tune but in theory once calibrated you should be good to go.

We are continuing to develop, however the Micro on the V series reached its limit forcing us to move on to the i series. The V series has had four years of free firmware development. In this case you have reached the limitations of the ECU. We understand the need for a valet mode and there are a number of ways to do this but in your case you will need to compromise.

Hi I have had the engineers have a read, and they nor I can see a way of doing this on the ECU. Best bet will be to add a bit of a vintage touch and add a hidden switch.

You will need to turn the Di pullups on and work through the cam test function to find the correct offset. On the cam control side the only true safe way is to limit the cam movement mechanically as there is always the chance of a solenoid failure or loss of control due to an oil supply or pressure issue.

You will need to lower you master fuel by roughly half. So if master fuel is currently 12 lower it to 6.This will get the mixtures much it much closer.

The test function should pulse each drive at a set rate. You should be able to hear each injector firing. Also check in PC Link that the ECU is requesting an injector pulse and is not locking the fuel out due to some other limit.

From our end we are geared to work with the stock sensors and triggers

It could cause a bunch of energy to head back to the igniter and in really bad cases even the ECU. So in short yes it could cause this to get hot but in theory only while cranking.

So if I read this correctly you would ideally like a warning medium setting that sits between the low and high values.

Yep that would work. You will just need to configure the voltages correctly for each gear.

 The 12V supply will be any 12V switched supply Ground can be connect to the ECU sensor ground CAN high and CAN low will need to be connected to the matching pins on the ECU can connector. The pin out for the coms port can be found in the PC Link help file under Wiring Information > Communications Port Pinout. CAN high is pin3 CAN low is pin4

Hi Ross No we don't have a setup to do this, On modern turbos and good oil a turbo timer is not really required. As long as some common sense is applied and you don't shut down seconds after a full power run.

Both I would have expected to work with the ignition 1 output. (blue wire with no trace)