Simon

Multi tooth position should be CAM not crank. So both trig 1 and 2 are CAM The set up in the MR2/Celica base maps will be very close.

Wiring wise that will be fine and the injection rate should be 1/engine cycle. That will fire all injectors once in 720 crank degs

Best bet would be to try Flyin Miata as their units were the only ones to get the IAT compensation through their own firmware. https://www.flyinmiata.com/

The stock coolant sensor is typically set to Std Bosch NTC, The NTC12 would be set to Delphi AC ECT As Adam notes this is not gong to be a suitable sensor for IAT readings as it is fully enclosed and very slow responding compaired to a IAT sensor with an exposed element. What is the actual ambient temp at the time you are taking the readings as this should be what the IAT is reading on a cold engine and much the same for the ECT

Firmware wise just grab the latest VTS (4.10.2) off the vipec site ant then once you have the unit powered up you can install the matching latest firmware. Is it a wire in V44 or the plugin dedicated RZR unit if not sure a picture will tell us.

The sensors will be wired between ground (shield) and trig 1 /2 Scope wise it will be identical to the likes of a 20V 4age Lexus.pdf

You could set a Virtual aux set to Fuel pump and use this to trigger the GP PWM output.

I assume the switch is to ground so when on the ground is provided to the ECU and to the lamp? If this is the case the lamp can act as the pullup and the internal Di pullup can be turned off.

That sounds like a hose might have come off. There is no function in the ECU to then reduce boost etc if a limit is hit. It will just limit when required and when the RPM or MAP (depending on limit hit) reduces will operate normal

Have you changed the wheel in the distributor to have only a single slot for the Sync?

You can just twist the existing wires. (CAN L and H as a twisted pair)

The pullup is within the switch wiring not in the ECU. You will also need a brake switch wired to a Di

With IC spray on Aux Inj 7, the IC spray setting under the Aux outputs will still apply. Regards Simon

Hi Augusto The EVO 9 has Inj 7 wired to the IC spray so can be controlled already. Aux 4 settings control Aux 9 and Aux 9 settings control Aux 10 output. (this is unique to the plugins)

The S13-15 maps will be an ok starting point. You will need to change ignition mode to suit the wasted spark but the res of the configuration will be a good starting point.

Going off the map supplied you have a G4 Storm based plugin which in theory has no free inputs on the XS connector. I'm assuming you have the 2L cable throttle model not the 2.5L ethrottle

It is an expansion harness. It could be a number things as the green wire will be ground and the white wire is a AN volt input. The volt in put could be used for a number of functions. Seems a shame to be removing the ECU

Closest would be to replicate the EVO 10 pattern which has a single long tooth that is high for half an engine cycle and low for the other half.

That idle control is not one the ECU is compatible with as it is effectively like E throttle and would require specific firmware to deal with its control.

It will be the end of the actual pulsewidth. (End of injection event) The timing map will be interpolated so even if you change the timing it should blend rather than jump to the next value.

Throttle wise its doing what is requested so not sure if it is trimming the foot position. Can you take a log with a couple of longer pulls in higher gears so we can check the throttle at a known 100%

That should be a good match as far as available current goes.

What is the injector resistance?

The best set up is a CAN PCB cable to a CANF and then wire direct to this. If you were to cut the CANPCB short then the CAN H is White and the CAN L is Green

If the ballast resistors were to big they would limit the current to the injectors too much and this could cause very lazy operation (slow opening time) What resistance are you ballasts and injectors?