Adamw

In G4+ plug-in ecu's the E-throtttle frequency was fixed at 500Hz. In G4+ wire-in ecu's that have onboard e-throttle control the frequency is adjustable.

You should not even have a stream 1 turned on as I showed in my picture above.

The cluster gets its speed from the ecu, not the abs. Is driven wheel speed reading correctly in the ecu software now? Can you attach your most recent tune.

That's what I want, the tune file from your ecu and a log.

Do a short PC log showing the behaviour and attach that and a copy of your tune here. Have you tried adjusting the master fuel? https://youtu.be/_P1LRANeO4A

It sounds like the parameter config may be messed up. Try this:

Sounds like not enough fuel. Have you adjusted the master fuel? Attach a log and your tune.

Hit F12 and go to the analog tab of the runtimes screen. It is normal. If it bothers you you can set the "run when stalled" mode to quiet which turns the throttle motor off when the engine isn't running. You might have to reword this, not sure what you are asking.

If you load the supplied 1920 x 1080 or the 1366 x 766 layouts they were made by me based mostly on how my own laptop was setup. Everybody does things a bit differently though, im mostly tuning fuel and ign steady state on a dyno, someone road tuning fuel for example would probably use a mixture map page more or a separate page with a timeplot and fuel table together to tune from logs using the quick trim function.

Generally you dont want the ecu to control idle while the car is moving. The problem with having the idle control activating at a higher speed is when you are coasting in overrun (in gear etc), the wheels are driving the engine, the ecu can not control the engine speed by closing the throttle. So what happens is the ecu sees the RPM is above target so it closes the throttle more and more and retards the ignition trying to bring it down to target, but this has little effect since the car is driving the engine. As soon as you push in the clutch the wheels are no longer holding the RPM up, and because the throttle is now way too closed the engine instantly stalls. It is not too common to shift to neutral during overrun so it is not something I have had to consider much. I dont really see it being an issue if the idle was a little high when coasting in neutral? Its hard to tell much from your log without knowing what the driver was doing etc, but the common theme I see in it is you get a big undershoot when approaching idle then it bounces quite a bit higher than target. I think the undershoot is probably coming from over-run fuel cut and retard. Try turning that off or setting its deactivation say 500RPM higher so that is not interfering while you experiment with dashpot and idle approach. Note the 350Z does have the clutch and brake switch wired in series to DI6 (used for cruise cancel) so you may be able to use that to add some further logic. Your neutral switch doesnt show any change of state in your log so im not sure it maybe it is only auto's that have that or if it isn't setup correctly. For the accel fuel I think it may need higher sensitivity in the cells 2000RPM and below, and probably a bit more cold correction in the 40-60°C area.

The Ign Sw input is a safety thing so is purely hardware, no software involved in its function. It is high impedance though so only needs a couple of mA to activate. In lowside drive mode the ecu aux outputs 1-16 are pulled up to 12V. So just set the aux 9 active state to high and it will activate the PDM Ign sw input no drama.

I've moved your post to the G4X section. Can you attach a copy of the tune as well. Have you set base timing and adjusted the master fuel? Yes both of the common AEM IAT sensors use the delphi cal.

Yeah most RB25's dont even have that ign relay, but RB26's do just like what you have here, so just the diagram doesnt quite match your car, it appears to be wired how I would expect though. What I actually wanted is a voltage measurement on each pin separately. So multimeter black wire to a good chassis ground, multimeter red wire to pin 16, note down voltage, then multimeter red to pin 45, note voltage. And preferably do these measurements when it is not shutting down properly - ie ign switch is off but relays etc are still staying on.

The issue is your sync mode "cam pulse 1x". It is sometimes mis-syncing, the crank alone only tells the ecu where TDC is, so will be sparking at TDC exhaust stroke instead of TDC compression stroke. There are two crank revolutions for a 4 stroke engine cycle, with a missing tooth trigger wheel on the crank the ecu can determine crank position within a 360deg window but it doesnt know if the crank is on its first rotation or 2nd rotation. I dont know off the top of my head what the 1JZ vvti trigger mode uses to sync as there are many different strategies we use, but one example may be a simple tooth count sync. The ecu will have a fixed position on the crank wheel where it performs its "sync test", this sync point will be somewhere where the ecu can observe something different occur on the cam for each revolution. You have 3 evenly spaced teeth on your cam so the ECU will do something like check if it received 2 cam teeth or 1 cam tooth over the last crank revolution. It may also use a cam window sync where it looks for a cam tooth within a given crank angle window, that tooth will be present on one revolution and not on the other.

What type of sensor are we talking?

Copy the trigger settings out of our Audi TT base map in PC link.

Perhaps not a great diagram to understand the eccentric shaft position. The red dot in the middle is showing the eccentric shaft lobe position so picture 1, 3 & 5 all show the eccentric shaft at what most refer to as TDC or "0" (eccentric lobe pointing to middle of sparkplugs). Pic 2, 4 & 6 all show the shaft at 180BTDC or some might say "bottom dead centre". I think referring to this as TDC exhaust/intake possibly adds confusion so I will avoid that (I have only seen this terminology used when referring to port timing rather than engine cycle). Hopefully my explanation doesnt add to the confusion... The thing that makes it harder to explain is there are actually 3 combustion chambers in action all at the same time, and the eccentric shaft needs to rotate 3 times for the rotor to rotate once. In your first picture above for example the eccentric shaft is at 0 or TDC (ie the eccentric lobe is pointing to spark plugs), but if you look at the 3 faces of the rotor, the one that is marked in red is doing its intake phase, the next rotor face clockwise on the rotor is at TDC and the next face around is doing exhaust. If we only consider one rotor face, then the rotor needs to rotate 360deg for one complete cycle - intake - compression - power - exhaust. And since the eccentric shaft turns at 3 x the speed of the rotor, there is actually 1080deg of "crank" rotation for a wankel cycle. The ecu knows this and does work in a 1080deg cycle (important for limiters etc) but in terms of general setup discussion and timing etc it is common to refer to the cycle as if it occurs in 360deg. In regards to injector timing, say if it was set to start at "180deg BTDC", this would more accurately be 540BTDC. Even though the eccentric shaft and a rotor face would be at TDC 180deg after this injection event, the chamber that we actually just squirted fuel into wont be at TDC until 540deg after this injection started. As a general rule with a rotary you want to start injecting as early as possible in the intake stroke, but after the exhaust port closes (or not too much before). The exhaust port generally closes around 130BTDC.

Yeah I dont really like the way the base position table has been set up in this, and it is in open loop too, so the ecu cant do anything to correct it. I think this is likely most of your problem. Attached is a copy of your map with some changes to your idle settings. Can you load this in and do a similar log from cold start. It will likely still need some adjustments but with closed loop working it should give us a better log to work from. R32 GTS4 MAP 403HP idle tweaks.pclx

What specific wideband controller do you have?

ZZR1400 covers a lot of different years so this may not apply to all, but Google images suggests it has 24-2 wheel on the crankshaft with a reluctor sensor and a single tooth on the cam with a reluctor sensor. The ignition coils are dumb coils so you will need an external ignitor connected between the ecu and coils.

Set base timing and redo the VVT cam angle calibration will likely be the only thing needed.

Not really. The EPAS will not use it, it will only be looking for a certain bit to activate or for the RPM to exceed a fixed threshold. So for example send 0RPM anytime you dont want it running and 1000RPM when you want it running, there is no need for anything in between as there are only two states - on or off. You could even use something like idle status to activate it so for example it only activates after the startup decay had finished and idle ign control is working.

So when you say you have "connected the eccs relay back to the ecu negative switched output", is this pin 16? When the relays remain on with the ignition off, what voltage do you have on ECU pin 16 and 45? (back probing with everything still connected).

What specific engine code are you talking? All of them that I have seen have both a cam and crank sensor. Usually at the flywheel end of the engine near the oil filter. The models with VVT, it is just an on/off switched type, my understanding was it was originally added as an emissions reduction tool, activated during cold starts as a strategy to warm up the catalytic converter quicker, it is in fact also activated under some low load some driving conditions but most say it doesnt have a lot of effect on performance. Connect one wire to ignition switched +12V and the other to an aux output. Set it up as a GP output and use whatever conditions you want to activate it.

Sorry, I just edited my post as I meant the 7th byte rather than byte 7. So what Im suggesting is to leave the LSB (byte 6) at zero and using only the MSB (byte 5) to represent speed. The smallest speed your EPAS will see is 0x0100 which according to your sample would be 2.56kmh and the largest speed would be 0xFF00 or 652.80kmh and you can vary that speed in 2.5kmh increments. The only reason they would be using very high resolution speed on the bus originally would be for the odometer calculation.