Adamw

Yes, 16 CAN analogs, 16 CAN digitals, 8 CAN frequencies, 8 CAN Thermocouples.

B33 is a "yes the pump is running" feedback signal from the pump controller to the ecu.

The VVTi camshaft has 3 teeth on it so multitooth/missing trigger with cam pulse 1X sync mode wont work unless you no longer have the VVT cams? Trigger mode should normally be 1JZ vvti mode for this engine. What do you have for coils/ignitors?

The supra usually has a hall effect sensor that generates a 12V square wave signal connected direct to the speedo. The speedo then sends out a speed signal to the ecu. So your easiest option would probably be a cheap GPS speed sensor wired straight into the same wiring as the stock sensor used. Otherwise you could use an industrial hall sensor on a custom bracket pointed at one of the driveshaft bolts or similar, but since this would likely need scaling to get the correct speed you would do the wiring differently - it would have to be wired direct to the ecu first, then the ecu would send a modified signal to the original speed sensor wire via an aux output. Example GPS sensor: https://a.co/d/15OcMFT

So what does the other speed message with the checksum look like, and what is its transmit rate? Is there a counter byte?

The trigger scope looks good. Why do you think the timing is wrong? Have you confirmed with a timing light at various RPM's with the timing locked? The idle surge is mostly too much proportional gain. With e-throttle idle control the engine is quite slow to respond to changes in airflow so it is best to have idle ignition enabled to handle the fast changes and use the throttle for the slower/bulk changes. Some suggested changes in green below. You will also need to assign LF wheel speed to both driven and non-driven wheel in the speed sources menu as idle ign control use the non-driven wheel for the lockout.

There is a native "traction disable sw" CAN input, assign this to byte 0 (start pos 0, width 8), for launch in byte 1 (start pos 8, width 8) receive it into one of the CAN Dig inputs, then assign this as your launch activation control.

That would suggest you havent done a store and the ecu is losing power during cranking. You will lose any changes if the ecu powers down when the settings haven't been stored. So, do a store before cranking, and investigate the power loss. Make sure you have the lastest firmware. I think I remember this being in older firmware. Not sure what the question is.

If the injector characterisation is good then you generally dont need a 2nd VE table. Flowrate for the injectors will be quite a bit lower for ethanol. I have never tested a ID1300, but as an example an ID1000 will flow about 850cc/min ethanol Vs 1000cc/m with petrol. If the actual flowrate is unknown then you can adjust it experimentally at medium load/medium RPM until the measured lambda is close to target. If you have some error at idle still then this likely means there is some deadtime or short PW adder error also.

An EPAS wont even need real RPM will it? Just send a constant message of effectively 0 RPM when not running and a constant 1000RPM when you want the steering to wake up. Only speed will be needed to vary assist.

Yeah, the sensor(s) is not outputting anything useful, or there is a wiring issue. If these are two-wire sensors, try swapping the ground/signal wire, some 2 wire sensors have continuity between the mounting face and the ground pin so if wired incorrect polarity you short the signal wire direct to ground.

This means the CAN config for the EGT in your usdm100 is incorrect.

I think the active states are reversed. Change aux 1 active state to high and Ign 4 active state to low.

It works for me, are you sure you were logged in when you tried? The wiring is different as I already mentioned. No, it will prime the fuel pump when ignition is switched on and the fuel pump will run when the ecu sees the crank turning.

Im not sure what is causing the crash, but here is a quick video showing how I normally work. Let me know if it still gives you problems and I will ask one of the PDM guys to reach out. PDMLink_YLq3FY5vDD.mp4

Im not too sure if it is actually traction control that is causing the "aggressive torque reduction" that you are feeling. The slip looks reasonably well controlled and the most drastic action that TC has taken in either of those logs was about 20deg of retard, in most cases it is more like only 10deg. You do hit the MAP and RPM limits in a few places and they have long decays set so they are going to be quite intrusive feeling, are you sure it is not one of those? In the 3rd run log, RPM limit hit at 5:11 & 11:37. In the 5th run log RPM limit hit at 7:20 and MAP limit hit at 9:42. Otherwise, I would suggest ECU logging at higher speed so you can get better data. Set the "PID setup" tool to Traction control so you can log what proportional and derivative terms are being applied. ECU Logging set attached Traction testing.llsx

The settings below will give you a better starting point. Also turn off run when stalled on lambda 1, this will shorten sensor life.

The gain should not need to be that high, either there is a wiring issue, or it is a resonant frequency sensor and you are looking at the wrong frequency, or the sensor is something special, not useable. I have never seen anything need a gain of more than about 5. With a gain of 50 the poor signal to noise ratio will not give you anything useful.

That's not the pdm config, it should have a .zconfig extension. Go to the configuration page in RS3, put a check in the checkbox for your PDM then click the export button.

The ecu is not even transmitting EGT. So I guess the plex device is reading EGT directly from the EGT device.

Attach or share the log and tune. You dont even show the TPS delta runtime in any of the pics. That would mean the overall CLL trim at that instant in time is -4% but the ecu is increasing that trim - ie the trim is being increased towards zero.

No the main power wire should stay alive whenever the ignition switch is on. You mentioned above you have a crank wheel only, for this to work with no sync your coils will need to be wired in wasted spark pairs, cyl 1 & 4 coil triggered by Ign 1, and cyl 2 & 3 to ign 2. Set ignition mode to wasted spark. If you want to do direct spark you will either need a cam sensor or a MAP sensor connected to a single intake port. Something like below. This one is a proper extension lead but you can just use an old distributor lead or similar.

Your user stream 2 is sending out "Driven wheel speed", but you have no driven wheel speed source assigned in your chassis and body settings. Set this to average front speed or similar.

The first line of your post said "wrx link(04)". Aux 6 could be C11 or B33, this is controlled by the 3 pin jumper so you could also check at the middle pin of the 3 pin jumper. Aux 8 is D13. Can you tell me the voltage on these aux pins with aux set to both off and Test (ON), with nothing else connected.