Simon

BNW S52 is likely to be the closest to what you are after. I have also had a look for the base map but to no avail.

We don't have any thing in-house but im sure one of our dealers might be able to help out.

In all reality the correction available one these old ECU's for IAT is average at best. You could move the sensor but its not going to offer any gains.

Attached is the corrected pcl file for the Subaru v7. Changes included: DI 2 pullup resistor changed from on to off Active edge changed from rising to falling Aux output 2 changed from /LH inlet to RH inlet  With these changes the map works on the bench. You will need to check in the run times display (F12) under the VVT tab for more info on what the cam triggers are doing.

Hi Do you happen to be running a display as well. If so make sure you unplug the display at the ECU before connecting with the PC. There is also a very good section in the help file on Solving Communication Problems just do a search for communication problems.

Hi are you able to email through you full map. We can then put this in to an ECU on the bench and have a play.

The only difference between the two is that one is geared as a motorsport ECU and has anti-lag. As far as controlling the injectors both should function the same. Chances are it will be a hardware problem on the board.

That would be low level and should be able to be driven from the ECU on an AUX out. A high level signal is off the coil negative and can be in excess of 40V

If you have the inputs free you could add in the additional input and then use a virtual aux with the extra conditions.

First thing to check is that you have one of the later VL boards with the 4 way plug with the extra ignition outputs. For coil packs I like the early EVO ones but really they all work well and I would just see what is available. If the coils you pick don't have an igniter built in (not many do) you will require a 3 channel igniter. Again factory ones are often fine or we can supply.

230-VM-EFIVIPEC EFI VIPEC INTERFACE MODULE This will give you the interface module to connect to the ECU. You can then get a second flying lead to connect to the RS232/CAN port. Our part #CANPCB Â

The complete electronic circuit used for ignition timing includes many delays. Signals must go through edge detection, filtering, microprocessor, ignition output circuitry, igniter circuitry and finally the coil. Each element introduces a small but significant delay (20 to 200 microseconds). In fact even the timing light used to view ignition angle has a built in delay. These delays are inherent in ALL engine managements systems and components. At low engine speeds the time between ignition firing events is large and the effects of delays are minimal. As engine speed increases the effects of delays becomes more of a problem ultimately resulting in a slight timing retard (usually only a few degrees). This retard can be easily seen by locking the ignition timing to a constant value and increasing RPM. This effect is often referred to as reluctor retard. The Ignition Delay setting provides compensation to offset circuit delays eliminating timing retard. The Ignition Delay setting is not designed to correct for other problems that may effect timing stability such as mechanical shifting of trigger sensor pickup wheels (due to cam belt stretch etc...). Setting Ignition Delay To set up Ignition Delay perform the following steps: Â 1. Set Ignition Delay to 0 2. Under Triggers, Calibration, Turn Lock to Reference to ON. 3. Using a good quality timing light, increase RPM and observe ignition retard. 4. Increase Ignition Delay and repeat step 3 until the retard is eliminated.

Hi Any chance you can get a photo of the ECU just to confirm its generation.

Yep. It wont be as good as a 3 port solenoid but for group N you don't get much choice.

Sorry about the slow responses it has been a very hectic time for us. Unfortunately we are not able to do all that you will require on that engine. We could do 2 of the 4 vanos cams and no e throttle.

The g4 has both solenoids paired and they operate off Aux 3 in parallel. You can then almost treat them as a single solenoid.

Looks correct as far as the maths goes.

Yes totally configurable. Could be switched off any of those and more. You have the option of using virtual Aux outputs this can give any number of combinations.

If you have a free auxiliary output you could wire and fit up a intercooler spray. You will have to check that the output is one that runs to the header.

Can you upload or email a file through that you are unable to open.

Hi Ray will be able to help on the Vlogger as it is a program he made. I can pass this on to him if you don't have his email. The help file does not use or need a network so if one is there or missing should have no effect on the operation of the help file. If you can grab a screen shot of the access violation. email this to [email protected]

Hi Can you post or email your map through [email protected] Will have a look over and simulate on the bench.

Hi Seem to be missing the question.

Assuming the sensor still had its 5V supply and a good ground and you are measuring .2 of a volt out of it, I would say this is the problem. I would try another map sensor. This won't however be related to the connection issues.

We don't have one for the early motor. However I'm sure one of our dealers might. If they are kind enough one might post one.