Simon

Yep is still on the project list, no idea on the time line though.

Easy as one side to ground and the other to the ECU Di.

Yep same story on the onboard ones simple case of wiring in and then you are away no cal required.

Hi Best bet would be to email Mark our man on the road in the UK he will have a good feel for the best option for your application. [email protected]

No it only needs to be connected to the ECU.

That is just to do with the color set up of the parameters it is not a sign the limit is actually active. If you go to the runtimes window (r or F12) then go to the Triggers/Limits tab it will show there if a limit is active.

Hi You will need to contact a dealer for the unlock code you will need to prove ownership. The original dealer for this unit was Power Logic Racing in Egypt

Hi What setting do you have for the when stalled option? If this is on Quiet Throttle it will turn the relay off when the engine is not running.

Cam level mode will sync in a half cycle it looks to see if the cam signal is high or low as the gap goes past and then knows the stroke.

Switches will need to go to a available digital input. Other side can be to ground or 12V For the flat shift I would make sure this is to Di 1-6 as they are the higher priority inputs.

The addition of the extra XS connector is the only change. Later boards get 4 Aux outputs, 2 volt inputs and 2 Di channels extra on the additional XS connector.

On an initial look through the log the ECU is not applying any limits. I do notice your dwell is on the high side for the coils you are running. I would reduce this down to 2.5ms and see if you have any difference.

That could be a number of issues. First to check will be the fault settings on that temp channel. Make sure error high is 4.95V and the low is 0.05V If these are correct then the most likely is an open circuit to that pin on the ECU which could be wiring or sensor.

Yep that would be a very good way to see where the changes lie.

Yes both types should work the hall type has the same output but it is contactless so its life span will be much better. I would suspect a wiring issue as unlike a potentiometer the polarity will be more critical.

In the runtimes you can see the current active lambda trim in the Fuel tab. It is applied to the main fuel table.

If you could take a PC log of all parameters through to the RPM limit we will then be able to see what is happening better

You can correct the driven speed using the driven wheel speed correction % This is found in the chassis and body section in speed sources

With the fault reoccurring that would indicate there is a drift in the voltages from the pedal that the ECU is seeing. To check this you can log the voltages and see if they are changing over time for a known pedal position.

Start with a plugin map for the S13-15 and reduce the master to suit. This will get the engine running and can be tuned form there.

Any faults will show at the top of the PC link screen what the codes refer to will depend on the ECU configuration so you will need to cross reference to configuration.

The Daihatsu Copen 660cc JB-DET has a very similar patter but reluctor based rather than opto. But this should not be an issue just a case of changing the sensor type to Reluctor when configuring for the Micra

Yes closed loop, and quick tune can be done using this input. Only requirement of the controller is that it has a voltage output between 0-5 volts.

Good spotting. 1-2 errors on initial start are normal but if they increase once up and running that will be a big concern.

Yep that will support knock. Just a case of turning it on and setting it up.