Adamw

It sounds like you only have a Vipec sticker. The Vipec Artic cat plug-in ecu will look something like this:

Assuming you still have dumb coils with the OEM wiring and ignitor still in place they should be ok as is. When you say your coils are not firing, is this when using ignition test mode or when cranking?

I believe the original intent of the "RX Keypad Counts" was for all 16 counts to be received in a single compound/multiplex message. It looks like the Hardwire PDM can receive compound messages but cant send in compound format so its not directly compatible with the intent. It may still work with 3 single frame messages as you propose however, as long as each receive node doesnt overwrite the missing frames with zeros or automatically set them to fault status or similar. I will have to test on the bench to confirm.

Yeah I dont think that would be an issue. All devices are on the same bus so the programming tool should still be able to access the BCM without the ecu present. Only the BCM needs to be paired to the keyfob.

The throttle error just appears to be PID tuning, you have a strong oscillation, I suspect too much derivative gain. I have changed to some more typical starting values in the attached map. I have also changed some of the idle settings as the throttle was being held open 40% when cranking. There are no trigger issues in your log or scope, that all looks fine and happy. Most likely just need to confirm the base timing now, try adding or subtracting 360 from the offset if a timing light shows the correct timing but there are still no signs of life. Idle and throttle PID changes.pclr

Yeah I think it will need to be powered up whenever the ECU is live. Part of the CAN standards is an error checking system, if no device acknowledges the messages the ecu is sending it must report a transmit error, once it reaches 255 transmit errors then it goes to "bus off" state. The bus wont be reset until it is power cycled or you open the CAN screen and hit apply again.

Assuming you have the pull-ups set to ON in the trigger 1/2 settings, then the only other cause of no signal would be a wiring issue.

The data in that log doesnt match the settings in the map provided. Can you attach a copy of the map that was running the engine when the log was recorded, or if that is the current map then do a new log with that map. It is no use making suggestions based on data that was made with different settings.

The complete pinout is in the back of the manual here: http://linkecu.com/documentation/JZX100X.pdf Pins labelled NC have nothing connected. By the looks the JZX100 ecu doesnt have Ign 7 available so you would have to run wasted spark, otherwise it looks like it would have enough IO to run it well.

The voltage on your APS sub only snaps between 0.25 & 4.72V, the APS main sits at 4.72V all the time. The XPD-2832-812-214-911-00-EFI isn't suitable as a pedal sensor, this is a TPS sensor with the two outputs designed to cover two different mechanical ranges (for cable driven throttles that may move clockwise or anticlockwise). So I think currently you may have the sensor positioned where it is not working over the correct mechanical range for either sensor. https://www.efihardware.com/download/141/H-TPS-MS-V_Throttle_Position_Sensor

A couple of common causes of trigger issues on the 350Z: if it has an aftermarket flywheel, there are quite a few that have the OD of the trigger wheel machined undersize and give problems at high RPM. You can sometimes fix by cutting some material off the sensor flange to reduce the airgap. Iron filings from ring gear/starter wear build up on the end of the sensor, if bad enough can cause errors. The early "all plastic" crank sensor was unreliable, it was later revised. The later sensor can be identified with a metal cap over the end. If you have an early one and the points 1 & 2 above dont apply then it is probably worth replacing.

Does your car have the 64pin or 76pin ECU?

Any G4X or G5 ecu will have the GT86 CAN.

No, dwell comes from a table in the ecu, so this is set up wrong.

The links to your files above are windows explorer directories that are only useful for someone logged into your PC. Right-click on those files, choose share, then in the dialog that pops up, make sure under "copy link" that "anyone with link can edit" is selected then copy the link and paste here.

So do the runtimes "Trig 1 signal" and "trig 2 signal" always say no when cranking?

Can you attach a short PC log of a pedal press to the floor and back. What is the part number on the sensor?

The one in blue:

Pinout attached shows pin 27 (B135-5) as fuel pump control (pin numbering is different to ours). It mentions 0V with the engine off and 1.7V with the engine idling which sounds similar to what the later subaru fuel pump control would see. So try the 3 speed mode settings from our V7 wrx map. MY99 Legacy TwinTurbo ECU pinout.pdf

Mostly just looks too lean to me, when it started oscillating at the beginning of the log the idle valve was still in decay mode so air flow would have be relatively stable. The 18 deg jump in ign advance between 1000 & 1500RPM is probably contributing also. Confirm base timing, make idle region richer, smooth out Ign table.

Are those toyota coils? Are they known genuine denso or bosch, not clones? I've seen some crazy noise generated by some "fake" denso/toyota copies. The dwell of 4.2mS shown in your log is also way too excessive for those, usually they dont like any more than about 2.1ms, so fix that and confirm the spark plugs are resistor type. Also since it is a non-stock ign system, confirm the coils are grounded to the cylinder head.

Sounds more like a power supply issue. Assuming the trigger sensors are powered by the original CAS circuit, this comes from the ECCS circuit, whereas the ignition coils are powered by a separate relay. However, both the ECCS relay and the coil relay are controlled by the same trigger - pin 16 (ecu grounds this pin), so since both of these weren't working, my suspicion would be on the control side of these relays. Pin 16 is controlled by the ign switch signal on pin 45. It is relatively common to see a low voltage on that ign sw wire, especially if the stock fuel pump controller is being used. If it drops below about 7V then the ECCS and coil relays wont be engaged. The low voltage is often caused by wear on the contacts in the ignition switch. When you next have a loss of triggers you could check if 12V is present at the cam sensor, if not then measure voltage on pin 45. The ecu will often still power up without the eccs relay working as there will be enough current through a backfeed somewhere. If you find good voltage on pin 45, but pin 16 is not being grounded by the ecu then it could be a damaged fet or diode in the ecu, but the G4+ eccs circuit was pretty robust so I wouldnt suspect that yet.

So what message do you get if you click ok on the search for ecu screen in your 2nd pic?

I would say you have way too much accel fuel, your idle inj PW is 0.46mS and you are dumping in 1.6mS of accel fuel with only a relatively gentle throttle movement - 350% extra fuel seems a bit excessive. I would suggest enabling async injection as it reduces the need fr accel fuel a lot, and try the changes in green.