Simon

No there is no way to make the sweep function work with the stock wiring.

On the EVO 9 the tacho is not driven by the ECU in the usual fashion of using a Aux output it is actually driven directly off the crank signal via a transistor on the bottom board. This means that there is no software / firmware control over the tach signal and as such no sweep function available.

If the signal is that week then we will certainly have issue picking it up. Being a VR sensor closing the gap up might help. Or swapping the sensor out for a different one might also be an option. On the plugins we have not had an issue with the speed signal but I'm not sure if it fed direct to the ECU or via the dash and is then a cleaned up signal.

The best option is to get your timing light out and check it. A good trick on distributor application is to set up the ECU as direct spark so the coil only fires once in a 720 cycle and then just move offset to correct position. This will ensure that you injection timing is correct even on a distributor application.

You currently have NA volt 5 assigned as PSteer Switch not wideband. The Function would need to be changed to Lambda 1 for the input you are using. AN volt 4 and AN volt 6 are the stock O2 inputs you could use one of these.

The trigger 1 signal is not pulling to ground fully I would check the ground to the CAS is 100% and maybe try another CAS But I more lean towards it being something else outside of the ECU as in the first logs there is no sign of a trigger issue or any limit / cut being applied by the ECU

Something must be asking for a big change in the ignition angle once you are out of the set base timing. All the set base timing does is lock the ECU to a chosen value so all other trims and tables do not have an effect. Once this is done the ECU then returns to operating of the main ignition table and any active trims.

Check that ECU hold or engine kill are not active when cranking and also the ECU has been unlocked.

The hardware for high side driving is not fitted on the plugin units as none used this on factory applications that we have a plugin for.

I would say very good chance it is all good in that case

If you have had it for a while it might need a firmware upgrade to support CAN from the G4+

Any injector that has a resistance of around 1 ohm Generally these are really big 2000cc + however there could well be smaller ones around too.

Yes the custom TDC tells the ECU the firing points for each cylinder. Note: When running an engine that has regularly spaced TDC points, the Custom TDC Points adjustment should be set to OFF. The majority of engines have regularly spaced TDC points. Custom TDC points are used when an engine does not fire at regular intervals such as an odd fire engine. Setting the Custom TDC Points option to On will display the TDC Points Table. The numbers entered in the TDC Points Table correspond to the engine positions of consecutive TDC occurrences. On a four stroke engine these will range from 0 to 720 degrees, whereas a two stroke engine will range from 0 to 360 degrees. Note: The entries in this table are in the order of the firing order. So, the first entry is the first cylinder in the firing order, the second entry is the second in the firing order etc...Example: Custom TDC Points for an odd fire six cylinder may look like this:

Its likely the TPS or RPM lockout is right on the limit and it is coming in and out of idle control. A pc log of all parameters and the MAP will give us more to go off.

On the bench I notice that the firmware is a version or two old so first step will bring it up to 5.6.5.3389 Also you will need to turn on and enter the firing events into the custom TDC table. Also check the PC link is version 5.6.5.3338

Original dealer for that unit is ST Wangan they will be able to help with an unlock code. If the ECU brings up a warning when you connect to it saying it is locked then it will be.

Yep that is spot on

Mostlikely it will be. What you have there is an Ignition Link, ignition only ECU. It currently has a sub-board to suit the 3sge and this would have to be changed to suit the MX5 as it uses a different CAS signal to the 3S

HI George can you attach or email in a copy of you MAP as it is now and we can try on the bench

You have a G1 VL plugin to suit very low impedance injectors. It is Pre PC tuning so will have to have a hand control to allow tuning.

Yes basic 4 or 5 pin relay nothing fancy.

Yep the maps can be transferred over they will need to be checked well though particularly if you have pressure sensors calibrated in psi. It is a case of being connected to the G4+ at the point you open the old V series map and it will convert as it loads.

I would treat it like a more common 3 wire solenoid with an open and close signal. It will be a case of try and see. Trust Rover/MG to come up with something odd.

From the help file in PC link Accelerometer Link G4+ Thunder ECUs have a built in accelerometer. This sensor used is a precision calibrated 3 axis accelerometer capable of measuring acceleration in any direction. This can be used to measure, log and display the acceleration forces applied to the ECU (and hence the vehicle it is attached to). The accelerometer requires no calibration to accurately measure force but as the ECU can be installed in the vehicle in any orientation the accelerometer must be corrected so it knows where level is and also so it knows where the front of the car is. Settings Zero Accelerometer Instructs the ECU to apply a correction to the accelerometer measurements to correct for the mounting orientation of the ECU. This test must be performed with the car sitting on level ground. The purpose of this test is to tell the accelerometer exactly what position is level. ·Run - Use current measurements.·Zero Accelerometer - Correct for ECU orientation. Set back to Run to use accelerometer readings. Orientation Correction After using the Zero Accelerometer function to tell the accelerometer where level is, it also must be told which direction is the front of the car relative to the ECUs installed orientation. When the ECU is installed perfectly level with the header connectors facing the front of the vehicle this setting will be zero. The simplest way to determine this setting is: 1.With the vehicle on level ground and the suspension at normal ride height, set Zero Accelerometer to Zero Accelerometer, then set back to Run. The accelerometer will now know where level is but does not know which direction forwards driving will be. Vertical Acceleration should show 1g.2.Drive the vehicle while logging Lateral Acceleration and Longitudinal Acceleration. On a dead straight piece of track, perform a firm controlled deceleration (eg from 80 to 20 kph). Pay particular attention to keeping the vehicle traveling straight during the deceleration.3.Ideally during the deceleration only negative Longitudinal Acceleration should be measured. If significant Lateral Acceleration is measured then adjust Orientation Correction and repeat until deceleration only shows a negative Longitudinal Acceleration reading.4.Once completely calibrated and orientated both Longitudinal Acceleration and Lateral Acceleration should read zero when traveling at a constant speed. When braking and accelerating (straight) should not significantly affect Lateral Acceleration. Constant speed left or right cornering should not affect Longitudinal Acceleration. Filter Adjusts the amount of filtering applied to the accelerometer measurements. Increase the filtering to reduce the influence of vibration in the accelerometer signals. A larger number will be required in vehicles that experience high vibration (eg rally cars). A smaller number can be used in smooth riding vehicles (eg road cars). Runtime Values Lateral (X) Acceleration The acceleration measured sideways across the vehicle. This gives an indication of cornering forces. The value displayed is in g-force. Longitudinal (Y) Acceleration The acceleration measured lengthways along the vehicle. This gives an indication of acceleration and braking forces. The value displayed is in g-force. Vertical (Z) Acceleration The acceleration measured in the direction of gravity. This gives an indication of the downwards force applied on the tires. The value displayed is in g-force.

ECU will need to be unlocked to allow it to run an engine. However it can be configured before it is unlocked.