Simon

Aux 5 is set to activate the light if GP limit 1 becomes active.

If you could post an image off the scope that will let us advise on the arming voltages. (should be 50-70% of peak voltage of weakest tooth) Make sure the signal is rising through the gap.

I would disable the Idle control totally for the initial set up until you have a tune done. Easiest is to unplug the solenoid. And then get the idle set on the butterfly.

Looks like there is issues around the crank signal you are getting triggers but the RPM is spiking to 800rpm which I'm sure the motor is not cranking at. You could try increasing the arming voltage at crank to see if it is a noise issue. But the best method will be to scope the signal as you can then see and also check the polarity is ok too

Yep the injectors will back feed on any ECU that has peak and hold function, (Xtreme, Fury, Thunder) so a relay supply is a must have.

There is an issue in the sequential fuel but will be ok in group mode. We are testing a fix currently to allow semi sequential.

Think we might be battling a firmware to VTS miss match you are on super old firmware. First step will be to get 4.10.2 firmware in to the ECU.

Yep G4 Firmware supports the VQ30 on stock sensors

In the ECU set up assign the speed in put as a wheel speed. Then in the speed sources select both driven and non driven to that wheel speed. This should get the dash reading speed.

If its clocking a trigger error each revolution that would indicate its not happy. This can be an error from either trig 1 or 2 as it uses both signal to determine an error. I would expect trigger settings much like below.

Hi Augusto what fuel mode are you running? Maybe attach a saved copy of the MAP so we can take a look at the settings.

Can you please attach the full saved map (PCL file) from the ECU. It is very hard to fault find with out all the information. https://www.youtube.com/watch?v=_P1LRANeO4A

Are you seeing a stable RPM signal and no trigger errors? Can you measure the resistance between the coil positive and the signal input. This will confirm if it has a built in igniter. Many OEMs had the igniter in the ECU not at the coil or external.

Correct coils with the igniter built in are good to go.

Would also be very handy to get a trigger scope/capture so we can confirm the VR sensor wiring is correct.

Are the windows in the distributor different sizes? (2 short 2 long?) and I'm assuming 60-2 on the crank. What coils are you using as many of the VAG coils did not have igniters built in and it might be that you need an external igniter. Currently the coils could be limited to 2Amps and in turn giving a very weak spark.

And Temp, VR sensors etc

Ideally at this point you would put a scope on to the trigger input to see if you have a signal from the sensor. I'm assuming you have the triggers configured correctly for the VR sensor and the correct tooth count

With the CAM sync set to none you will get a 50/50 hit rate if it happens to be on the correct stroke it will run.

The available connections on the XS looms has also changed as Aux 9/10 have been made available for E throttle conversions.

If its a late ECU we have moved the Tacho to Ignition 5 make sure Aux 4 is off and then set Ign 5 to tacho and you will be good. PC link is lagging behind the PCB revision so help file is not current.

The OBD port is not wired for CAN from factory so you would have to manually wire this up if you want the OBD function.

That sounds like the output of the sensor is too strong and is saturating the input to the ECU. This could be a really noisy engine or the sensor is to sensitive. Likely only option will be to use a different sensor.

You could try using the 559 offset and see if you still have errors.

For that you will be best to run the cam test function as this will give the best result. Cam Angle Test The Cam Angle Test is a function designed to assist with diagnostics of VVT control position signals. It can be used to determine the correct Offset value for a VVT Control Digital Input and assists with technical support inquiries. The purpose of the Cam Angle Test function is to display the position in crankshaft degrees ATDC where each position pulse occurs. Cam angle test information can be found in the F12 runtime data menu. Using Cam Angle Test To activate the Cam Angle Test Function, perform the following steps: 1. Ensure a Cam Position Digital Input has been wired and configured. 2. Select the appropriate VVT Control Channel in the Cam Angle Test list. 3. Select the Test Pulse Count. This is the number of teeth on the cam trigger wheel (you can adjust this later if the number of teeth is unknown). 4. Observe the cam teeth positions by looking at the parameter Cam Angle #X on the VVT tab of the Runtime Values window (F12 Key). 5. Run the engine above the VVT RPM Lockout and ECT Lockout values. 6. The position at which each cam pulse occurs will be displayed. If the positions appear to be changing erratically, then the wrong Test Pulse Count may be selected. Either adjust Test Pulse Count until the values become stable or disassemble the motor and count the teeth on the cam. After the values have stabilised, the lowest Cam Angle #X angle value above 0.0 is the value that should be used for that VVT Control channels Offset value. The cam will be in its relaxed position (ie not controlled) while the Cam Angle Test function is turned on.