Simon

Yep spot on. Just check that the coil pack is not a smart one with built in igniters

You will want a CUSB cable. ECU should have the CANBCB cable attached already

Blue to trig 2 Green to trig 1 Assuming V8 application then tooth per TDC trigger mode, Opto hall for both and pullups on. The Force G4+ seems to be an incorrect ECU choice for this application though as this is not a direct injected motor?

Head to the Engine Fan menu in the Aux outputs section of ECU Settings

The injectors have a hot feed so it is not switch with the Key. But this is not an issue on the plugin as the injector drives will not allow a back feed. However an Aux drive will. The Coil power supply will be switched so this could be used.

Think this is an issue with old firmware connected to latest PC Link software if you roll back to 5.6.5 PC link I think you will be all ok again.

Will depend on how the wiring has been done. If you find after doing a test ECCS (widest slot) you get a figure of 1 then it will need the switch changed to the alternative. Widest slot should come out as 24

Any of the link dealers will be able to sort the tuning cable. To remove the password the tune will need to be wiped by either resetting to factory or by loading an unlocked map over the top.

The V4/5 wiring will cross over for that unit. The Outputs are mostly fixed and not able to be shuffled around. The most common issue on those old units is the solder joints around the main header fail.

The max frequency on the inputs varies a little but 500Hz is the suggested upper limit. Turbo speed will eclipse this easily, Wheel speed will depend on the tooth count using the ABS signal will generally also bee too high.

Can you send or post a copy of your map?

Form the side you are attaching the wires to

File attached form the PCLink base maps folder included with PC link Nissan 350Z Manual trans quad VVT G4+ Xtreme Plugin.pclr

That to me sounds like the Base duty cycle for the idle control is too high. Can you do a log of it holding and then returning to a normal idle. Include this with the PCL file

What will have happened there is the Dealer has generated the code using the full serial number including the leading 00s What they need to do is when entering the serial number in to generate the code is leave off the 00s or 0 at the start of the serial number so instead of entering 00123 just enter 123

You will have a back feed to the ECU via one of the Aux outputs. This is where a device has a hot feed that is not switched off with the key such as a boost control solenoid or a fuel pump relay as likely examples. Head to the pc link help file Navigation: G4+ ECU Tuning Functions > Auxiliary Outputs > Wiring Auxiliary Outputs

There is some noise showing in the trig 2 trace. Could you save the trigger capture as a log so we can then zoom in a bit to check the edges

Trigger mode needs to be changed to Multi tooth missing Tooth count 60 missing 2 on crank reluctor. Cam sync mode cam 1x The Dwell is set in the dwell table in the ignition menu. Modified file attached. Timing offset is likely wrong so will have to be set. V88 Audi 5 best guess basic setup.pcl

I'm not familiar with that engine but a quick google would make me think its got 5 coils? And given its age would be expecting a 60-2 crank trigger. Can you confirm the number of coils on the engine, Number or teeth on the crank trigger and number of teeth on the cam position.

Couple of notes. Firmware in ECU is old if setting it up it would pay to upgrade this now before tuning. Assuming it is a distributor application then yes those settings are suitable.

Yep the AP tracking is going to be an issue and then the ECU is turning off the E throttle relay which the Subaru has external to the ECU so it can actually be controlled.

Leave the lambda error at 1. Assuming all lambda functions are turned off it should have no effect. Increase your master fuel number and see if it will hold an idle. Being on ITBs you will need to change the main fuel table to TPS.

ECU will have to have to be set as wasted spark. On ignition 4 when in wasted spark mode make sure its function is set too off and not ignition.

If the state is changing in the runtimes the DI is happy. Just realized this is on a thunder and the hold power control is an independent circuit. So a Di is not needed the Ignition switch signal should go to the dedicated pin in the C plug.

Grab a trigger capture and we can have a look at the signal and make some suggestion. PCLr file with it would be great.