Simon

Chances are the sensor in the distributor is what you will be after. We will be able to use this for our input and then control the whole lot.

It is rated to 400mA. Avoid using inductive loads on the supply.

You can feed the speed signal into the ECU and then out again on an aux out. This will alllow the ECU to use the speed input for many functions and you can then also have a nice speedo sweep at key on.

Unfortunatly only option is a change to a ISC valve that is 2 wire solenoid or a stepper motor if drives 5-8 are free.

We have actually supplied a few ECUs for Biturbos over the years. The G4 range is not geared to accept a signal from coil negative as it is always best to control ignition as well. I would suggest that fitting a trigger to the crank or cam and then taking full control as the best option. An ECU that can do both functions is no more expensive. As far as a base map goes start with our default and configure and tune to suit.

It would likely be easier to sell of the subaru ECU and then pick up a G4 Storm or even G4 Atom. However it could actually be done. Set up wise it will be very similar to configuring a wirein unit.

Currently CAN support for the racepak is waiting on the release of firmware from Racepak. Apparently this is not too far off.

Sensor should be measuring way more than 3 ohms. At 20deg C you should see about 2.5K ohms (2500ohms)

Hi This is an error that is only applicable to ECU's that have peak and hold drives. Assuming you are running a plugin the error should not have been visible. The latest VTS tuning software has this corrected.

I would suggest trying ANVolt 2 for the input and see if the same symptoms occur. From memory one of the inputs did not allow the full 5V span I think it clamped at 2.5 volts.

My trick is to look it up in the G3 manuals!

You can go from G3 to G4 firmware. But it wont make it in to a G4 RX as this ecu has different hardware.

Hi Euen Only suggestion I have would be to search for updated drivers for the USB chip in the unit. I think form memory they were a SIlabs unit. But way to tell will be to open the unit up and read off the chip.

I suspect the problem lies with your staged injection table. This should not be set to all 0. It should ramp up in % to then give you equal flow between primary and secondary injectors.

The ecu will start to calculate RPM from the crank sensor when the sync pulse arrives this then tells the ECU where in the cycle the engine is and how far to a firing event. Couple of things to look for. Low voltage on crank. Too much or not enough crank enrichment. Noise from the starter getting on to the trigger wires.

A really long shot but make sure your power and signal grounds are in good shape. The way the memory works does not require power to be maintained once a store has been performed. No reason for it to be any different in the car than on the bench as far as the memory goes. The settings change even with out running the engine?

Can you post your PCL file.

This would be a very useful option. We are currently in the process of recruiting more staff to keep up with demand.

The way to set the trim pot is to go to the highest setting the engine will start on. What it is doing is setting the widest slot. This will remain the same regardless of engine speed.

You will require the cam sync as with 12 evenly spaced teeth there is no way of knowing where TDC is with out one. Once it has a sync then it is not required till the next start. Sync setting must be set to cam to allow full sequential and to avoid trigger errors. For the offset it is whatever is required to time up correctly.

Sounds like you are doing every thing correct. I have never seen this in the past. I suspect we will need to get the ECU back.

Will require a 2k2 pullup to 5 volts

No problem at all to run these.

Hi Mike Just do a search on communications in the PC link help file. Should have all the info you need.

All found in a few hours well done.