Simon

Try halving your master fuel value form 20 to 10ms and likely even down to 8ms You want to aim to get the table numbers up around 30% at idle ranging to maybe 70% at full load. The table numbers are a % correction not a ms figure.

Mazda 3 setup should do the trick, You might have to change the trig 1 edge to allow for the inverted signal.

No issue to retain the paired wiring, The benefit of individually wiring the injectors is you can then do individual cylinder trims and the firing of the injectors is timed correctly to the cylinder position (this is also adjustable).

If its on off type then there is no map as such. You set the Aux to CAM switched and then assign the conditions you want it to switch under. This would typically be RPM above and below X Y values and TPS above value. With all 3 conditions needing to be met.

Crank sensor polarity is incorrect which might impact the cam errors. You are also a version or 2 old on the firmware so I would also roll this up to 5.6.5.3389

You will need to set up and output for cam control (aux1-4) once an output is assigned you will get a target table. There is of course other VVT settings that will need to be set to match the application.

Yep has been bench run to confirm pinout and PIDs. It might also be worth rechecking the TPS calibrations are happy at both cold and operating temps. Might be there is some drift with engine temp.

Unfortunately there is no setting to adjust the tolerance on this. From memory it is about a 2% difference. And it needs to be different for more than 2 seconds. You could check grounds and power supplies to the sensors to confirm that they are remaining the same. Worst case will be to share a signal across both sub and main. (Warning this does reduce the fault checking / safety features)

Hi Expansion ignition plug is as per on the board markings. Typo is in the manual/help file (The proof of this will be to run ignition test Ign 1 should fire coil 1, 2-2, 3-3, 4-4) Ignition 1 is wired to both the main header and the expansion connector make sure you only have a connection on one pin. (remove factory wire from main header) Trigger wise you look to be using the stock 3SGTE CAS which should be set as Multi tooth. This set up will be the same as for the 185 or 205 but you might have to move the offset as this could be incorrect. (distributor application have 4 offsets that will work)

The slip filter is like a damper function bigger the number the more damping. On the plugin the power supply is pre wired for Aux 9/10 all you need is an aux out assigned as the control (ideal for a virtual aux)

I would go with both coil posts to the one cylinder and then treat as a conventional coil set up. We have done this a lot of the multi plug Porsche engines. One igniter channel per coil is required.

We will need a bit more info to help on this one. The short answer is yes. But what you should do is attach a copy of the map and a log so we can actually see what is happening. https://www.youtube.com/watch?v=_P1LRANeO4A

Its likely it will have a Optical/Hall sensor with a 8 tooth chopper disk, Which will be ok for Distributor ignition and group fuel.

So you have it that the engine bursts and then dies?

It might not be a direct swap as they might sync from a different point to us. Best to check it with a light. Turn the fuel off and then crank engine move as required to get timing close. Get engine running then recheck at 2000rpm

8 Cylinder, firing order 1 8 4 3 6 5 7 2. Pairs as per OEM Toyota 1UZFE wiring. · Injector drive 1 is wired to injectors for cylinders 1 and 7. · Injector drive 2 is wired to injectors for cylinders 2 and 8. · Injector drive 3 is wired to injectors for cylinders 3 and 5. · Injector drive 4 is wired to injectors for cylinders 4 and 6.

You are correct and the bigger the throttle relative to the engine size the harder the control get for idle over E throttle. It is a nice option to have a dedicated Idle solenoid particularly if its a smaller cc engine with a large throttle. ECU wise you can have E throttle and then all the idle control done conventionally. All the same idle control options exist on E throttle only.

You will first need to confirm if the sender has been wired back to the ECU and if it has what Volt input it is on. You can then set up a cal for that AN volt channel. You will need to know the Voltage to pressure values for a couple of points in the senders range.

On the plugin Inj drives 7 and 8 are only low power so would not be suitable for injection control without additional hardware. You would be better to pair injectors and run group fire on the existing 4 drives.

Its a deliberate limit from our end as the sensor accuracy is very poor if we try read any richer. Its only an issue for the guys running methanol which in the grand scheme for us is a relatively small market.

First check with the ECU unplugged would be to check the resistance between the grounds on the B plug and the A plug. All grounds are on a common ground plain so there should be 0 ohms between them all.

It will depend on what Digital inputs you have in use. You need a free Di and wire a switch to this. The XS loom will have a couple or you might like to use say the AC request if it is not in use for AC as an example.

Nothing in a plugin format. It is likely a wire in could be made to work.

Its really a 50/50 call from our end. What is critical is that the trigger wheel matches the spec the sensor requires. Most issues we see are due to the trigger wheel design not being within the specs recomended by the sensor. Or the mounting brackets bing to light and allowing sensor movement relative to the trigger wheel.

If its the 16 Valve distributor engine then in the distributor you will have a 24 tooth wheel and a 4 tooth wheel, Best option on this is to remove 3 of the 4 teeth to allow full sequential fuel and ignition. Other option is to only use the 4 teeth and set the trigger mode to tooth per TDC mode and sync to none. This is only good for group fuel and distributor ignition.