Simon

Yep no need to play with the wiring.

On the EVO's we don't control the alternator. In some cases it is a pure feed back to let the ECU know its charging. It will depend on the signal required from the alternator. The ECU can do a PWM output based on battery voltage.

For the TPS check the raw voltage reading. It should span smoothly if its moving in steps then there is an issue with the sensor. The Ford sensors will likely not be a conventional scaling you could try the Ford Falcon CHT sensor cal this is from a cylinder head temp sensor for the Ford falcon BA. If this is not correct you will need to do a custom cal.

Try swapping your TP man and sub inputs to see if this makes a difference. The Sub should always be the smaller span.

Hi Muzzy It the TP signals that are not tracking or the FP? On the Toyotas its common to have to adjust the FP sub 100 value to around 65% TP on the other hand is normally ok. You have the e throttle clutch engaged and the plate is moving through the full travel?

The throttle position is the lock out that stops the idle control operation above that %. This is to avoid the idle control operating while you are driving. The RPM lock out is the figure at which the idle control is stopped from making corrections above the target RPM. So if you have a target RPM of 1000 and a lock out of 450 the RPM at which the idle control stops working is 1450rpm

Can you expand on what you are after with a Digital for RPM limit?

That would be ideal to use the AC request given you don't have AC

Aux 5 is not used. Pin 44 is connected to Di8 on the G4+ range on the latest bottom board. If you have the G4 not the + series this pin will not be connected. You will have a couple of Di's available on the XS loom that could be used for launch control.

Email replied to.

How you have done it will do the trick. Ill pass on to engineering to see if it can be made and option.

You will need the CAN ID and speed set in the ECU to match what the dash requires. If the ID or speed are incorrect you will have no data. You might find you need to have the USB connection removed from the ECU too. The is no way to bypass the Vnet adapter.

Are you able to please send the PCL file (MAP) from your ECU for us to test this on the bench? Due to the massive number of set up combinations we need your file to get an exact match.

That sounds very much like the Dash software is not talking to the V net module. As you can do all the dash configuration with out the ECU connected. We have a IQ3 here in house but unfortunately only have the Serial Vnet module not the can one so im not able to replicate you configuration. Have you tried unplugging the dash for it power and then retrying to connect to the Vnet module?

Hi It is a firmware limitation. However the ignition and fuel control is so embedded it would not be wise to try to make this an option. As the risk of causing major firmware bugs is far to large. You will have to do a wire shuffle to allow the use of 4 coils in a sequential fashion.

These two should have you covered. LinkPlus G3 Wiring and Install Manual.pdf LEM G3 Wiring and Installation Manual v1.2.pdf

Its been a while Andrew how are your projects coming along? That is one of the best stepper motor setup guides I have seen.

No they are totally independent of each other. The spark edge is to suit what the igniter requires (ignition output) and the trigger edges are for the crank cam sensor triggers (inputs).

What map sensor are you using with the ECU?

I would suggest sorting the fuelling out and until then keep the boost low. As high boost with the injectors out of flow is not a good combination.

Hi Andreas As it is running the gauge the gauge will have an internal pullup. So if you treat it like a piggy back and wire to an AN volt or turn the pullups off on a temp input and do a custom cal.

Having a quick look over the map and a short run on the bench the limiting issue is due to your injector duty cycle and the limit being set to fuel cut. At 250Kpa you are reaching 100% duty cycle on the injectors by 5000RPM if the duty cycle is over 100% the fuel cut limiting will not work. Dave I suspect will have some suggestions based on the map settings.

Hi Blaine No is the short answer. You could use a second ECU but would have to share the triggers to give an RPM through conventional means.

Not that I know of at this point. But we are not expecting it to be an issue. (But you can never be sure till it tried)

Yep that is plenty high enough. As they are smart coils the current draw on the ECU will be very minimal. Have you tried different dwell settings?