Simon

with a 36-1 crank the cam trigger will 100% need the second tooth removed. It does not mater which one is removed but it is best to use the tooth that is furthest away from the gap on the crank as it is not good to have a sync and the gap happening at the same time.
 
Regards
 
Simon

Our Multi tooth missing trigger pattern expects a single tooth on either the cam or crank. If there are two teeth it will try to reset the firing sequence at both teeth.
You must only have a single tooth sync for that trigger mode to work.
The Ford Duratec VTC is expecting 5 teeth on the cam not 2 so I would not expect it to be happy either.
 

Have you modified the Phase sensor "trigger wheel"  This has 2 teeth stock.   
 There must be only 1 tooth on this with your 36-1 wheel and cam sync setup.

Starter Control
 
Starter Control provides ECU managed operation of the Starter Motor.
 
There are two requirements for starter control to function:
 
· A Digital Input Function must be setup as Start Position. This could be a conventional key activated ignition switch or a push button. and
· An Auxiliary Output Function must be setup as Starter Solenoid. This output should be connected to starter solenoid relay.  
 
Starter Control Settings
 
Start Switch Mode
 
Selects the mode of starter control. Options available are:
· OFF - No starter motor control by the ECU. · Test - Use for testing input/output functionality only. When Start Status is active the ECU will activate the Starter Solenoid Auxiliary Output. No other conditions are checked, this could potentially lead to starter damage, engine damage or personal injury if operated at the incorrect time. · Normal - Behaves the same way a typical vehicle starting system.  The key is turned and the engine will crank until the key is released.  However it offers the added protection of preventing the starter being engaged at a high engine speed and the option to disable starting if the vehicle is not in Park/Neutral or is immobilised. When the conditions specified for Deactivation RPM, Anti-theft Lockout and Neutral/Park  Lockout are met AND Start Status is active the ECU will activate the Starter Solenoid Auxiliary Output. The auxiliary output will stay active until the Start Status turns off OR the the Deactivation RPM is reached. · Start/Stop - Allows the use of a single button for both starting and stopping the engine.  When the engine is stalled, pressing the button will crank the motor over.  Once the motor is running, pressing the button again will stall the engine.  This mode is suitable for a single start/stop button on the handle bar of a motorbike or jet ski. When the conditions specified for Deactivation RPM, Anti-theft Lockout and Neutral/Park  Lockout are met AND Start Status is active the ECU will activate the Starter Solenoid Auxiliary Output. The auxiliary output will stay active until the Start Status turns off OR the Deactivation RPM is reached. Once the engine is running, if the engine speed is above the Deactivation RPM AND the Start Status becomes active the ECU will apply a 100% Fuel and Ignition cut to the engine. · Touch Start - Allows a starter motor button (or key) that can be momentarily pressed to start the engine.  The driver taps the button and the ECU will take care of starting the engine.  Typical applications for Touch Start mode would be remote starting or a jet boat. When the conditions specified for Deactivation RPM, Anti-theft Lockout and Neutral/Park Lockout are met AND Start Status is momentarily active the ECU will activate the Starter Solenoid Auxiliary Output until the Max Crank Time is met or the Deactivation RPM is reached.  As of firmware version 5.5.6, pressing the start button again while the engine is running will stop the engine.  
Starter Deactivation RPM
Specifies the engine speed (RPM) above which the Starter Solenoid Auxiliary Output turns OFF.
Use Anti-theft Lockout
An option to make the Starter Solenoid Auxiliary Output conditional upon Anti-theft status. If set to Yes and Anti Theft Status is Active the Starter Solenoid Auxiliary Output will not function.
Use Neutral/Park Lockout
An option to make the Starter Solenoid Auxiliary Output conditional upon Neutral/Park status. If set to Yes and Neutral/Park Status is OFF the Starter Solenoid Auxiliary Output will not function.
Max Crank Time
 
Used only on Touch Start Start Switch Mode, this is the maximum amount of time the starter will be allowed to crank if the engine does not start.
 
 
Starter control Examples
 
 
Example 1:  Normal Mode with Anti-theft
 
Assume Starter Control is set up as:
 
Start Switch Mode = Normal
Starter Deactivation RPM = 600 RPM
Use Anti-theft Lockout = Yes
Use Neutral/Park Lockout = No
 
With the above settings the ECUs Starter Control would activate the starter motor if:
· Engine speed is less than 600, and · The anti-theft signal is off and · The driver presses the start button (or turns the key).  
 
Example 2:  Start / Stop Mode with Neutral / Park Lockout
 
Assume Starter Control is set up as:
 
Start Switch Mode = Start / Stop
Starter Deactivation RPM = 550 RPM
Use Anti-theft Lockout = No
Use Neutral/Park Lockout = Yes
 
With the above settings the ECUs Starter Control would activate the starter motor if:
 
· Engine speed is less than 550, and · The Park/Neutral signal is active and · The driver presses the start/stop button.  
With the above settings the ECU would apply a 100% cut to both fuel and ignition if:
 
· Engine speed is greater than 550, and · The driver presses the start/stop button.  
Note: The fuel and ignition cut will remain until engine speed is zero RPM.
 

For the manual cal you need to move the throttle plate by hand to fully open and fully closed to get the matching voltages.
·Manual Calibration - Type the sensor open and closed voltages into the TPS (Main) Closed, TPS (Main) Open, TPS (Sub) Closed and TPS (Sub) Open settings.  The TP(sub) 100 setting must be set to the TP (Main) percent that TP (Sub) stops changing if a non linear sensor is used.  If the TP (Sub) signal changes over the entire range of throttle plate movement (most common) then set TP(sub) 100 to 100%.  Note: the sensor pin voltages can be seen in the Analog Inputs tab of the Runtime Values Window (press F12).

Yes timing should be checked. Jut put a HT lead between the coil and plug to allow a timing light to be clipped on.

This would think is a fail safe of the unit so that if the wire was disconnected it would run full speed.
Our drive is geared to pull the signal low and the Duty cycle refers to the % time it is held low.
 

Those loges were at cranking speed?

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.
 
 

Yes would be the short answer but it likely easier to go for a proper wire in unit.

HI Chrispin yes with a 1K pullup to 5V you can use our cal numbers in ohms.

If you kept around the 3.5-1.5 ohm range you would be good.
 

Glad you got it sorted out Idris.  
But if you would like to get better information from the members of the forum, it would help if you supplied a bit more information with your questions.  
Different engine combinations sometimes benefit from different settings.  And with your rather vague post, there is not much to go on to give you good suggestions.
I hope this helps with your further posts on this forum.
Have a nice day.
 

The signal strength will be the cause for the delay. You could try making the sensor to wheel gap smaller which should increase the signal strength.
The typical cal numbers are for much lower tooth count gearbox speed outputs.
To confirm the CAL numbers just compare the speed readings with a GPS speed.

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.
 

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.
 

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.
 

I would suggest it likely to be many more months at this point.
If time is an issue I would suggest looking at either changing the pattern to something already supported or to an alternative manufacturer

I'm assuming that wheel fits the crank? It looks very much like a Subaru crank wheel but this would require a matching pattern on the cam to give a matched pair to the Subaru.
You want a very basic pattern such as 12 missing 1, 24-1 or similar.
 

static ground strap for when fitting plugin board into the factory case. 
one end wraps around your wrist and the other is stuck to the metal work bench that you are working on.

You will need to go live with the ECU and set the cylinder count to 8. If you are then on direct spark and sequential fuel it will force the drives to the correct settings.
In the map you are working on it was form a 6 cylinder application and so those drives were free to be used for other functions.
 

You will need to select map sensor type as CAL4,5 or 6
And then set up matching cal as per image.

It is an additional connector on the PCB that you can connect to with an XS Loom,
Note image is from assembly instructions and connector is not fitted but circle shows location.

BCS to the stock wires will be the go and the IAT to the XS loom using Gnd and the Temp 3 wires.

Hi James
You might have to go through the full OMP set up below.
The Torque app is geared to use OBD so you will need to wire the CAN wires from the ECU to a OBD plug information on this can be found in the PC link help file
Navigation:  Wiring Information > Communication Wiring >ECU to OBD-II Port Wiring
 
Metering Oil Pump Control Setup
 
1.Wire the metering oil pump stepper motor to Auxiliary channels 5, 6, 7 and 8.  Wire one winding to Aux 5 and Aux 6.  Wire the other winding to Aux 7 and Aux 8.  Wire the centre tap of both windings to the engine management power supply.  Refer to the Six Terminal Stepper wiring diagram found in the ECUs wiring and installation manual for more information. Note that it may be necessary to swap the wiring of Aux 5 and Aux 6 later if the motor rotates in the wrong direction.2.Wire the position feedback to an Analog Input.  Note that the position sensor must also be wired to the ECUs sensor ground and +5V output.  The position signal must have a lower voltage (about 0.8V) when the pump provides minimum oil flow.  The position signal must have a higher voltage (about 4V) when the pump provides maximum oil flow.3.Configure Auxiliary Outputs 5, 6, 7 and 8 to Rotary Oil Pump.4.Set Stepper Type to Unipolar (6 Terminal).5.Configure the Analog Channel wired to the position signal to Rotary OilP Posn.6.Calibrate the Analog Channel to read 0-100% over the motors travel:1.Watch the appropriate analog channel voltage in the Analog Inputs runtime values.2.Set the Stepper Calibration (Found in the Aux 8 menu) setting to Off.3.Set the Stepper Calibration setting to Fully Closed.  This will cause the motor to be driven fully closed.  The analog channel should go to a low voltage (about 0.8V).  Write this voltage down for later use.4.Set the Stepper Calibration setting to Fully Open.  This will cause the motor to be driven fully open.  The analog channel should go to a high voltage (about 4V).  Write this voltage down for later use.5.Set the Stepper Calibration setting to Off.6.Select an unused sensor calibration.  This must be either Cal 4, Cal5 or Cal 6.  These are found in the Analog Inputs.  Setup as follows:·Output Units = %·Input Value A = The lower voltage written down above.·Output Value A = 0%·Input Value B = The higher voltage written down above.·Output Value B = 100%7.Set the analog channels function to Rotary OilP Posn.  Select the sensor calibration you used as the calibration option.8.You can now use the Stepper Calibration function to test the OilP Position value ranges from 0-100% if required.1.Set Up the Oil Flow Table.  The Rotary Oiler/CL Stepper table must be setup to deliver the correct oil volume over the operating range.  A number of 0% means no oil is delivered.  A number of 100% means maximum oil delivery.  The actual numbers required must be setup by the tuner and are dependent on the engine build and oil used.  Use the Axis setup menu (press X or Y) to configure the X and Y axis of the table.2.Observe the Metering Oil Pump Control is working.  Watch the analog inputs OilP Position value to ensure that it tracks the numbers entered in the table.  Alter the number in the tables active cell and watch the closed loop control alter the motors position to match the table. 
Metering Oil Pump Control Status
 
  The oil metering pump control function monitors the state of the closed loop control.  If it detects that the motor can not reach its target position within a preset time a fault condition is indicated.  The Rotary Oiler/CL Stepper Limit status can be found under the Limits runtime values.
 
  Warning: When a fault is detected with the metering oil pump control system engine speed is limited to 2000 RPM.