Adamw

In the manual is it labeled ETM or ETA? Im pretty sure volvo use the term ETM for the CAN bus ones and ETA for the analog one.

There are individual duty cycle runtimes for primary and secondary.

No, there is an ign test function in the ignition folder. Just set it to ign 4 and it will pulse on/off at 10Hz (10 sparks per second) with 2ms dwell. I would expect voltage to be 0V.

1 tooth per TDC mode wont work with 2 trigger 2 teeth. With the GTO and EVO trigger modes we actually use both the rising and falling edges of trigger 1 effectively doubling the resolution. One thing I have seen before with the evo trigger mode on a G4 ecu is it not initialise properly during setup, when this happens you get massive trigger errors reported during cranking. So if you are not getting trigger errors counting up while cranking then this probably isnt your problem, but just in case I would suggest doing this to reinitialise: Change trigger mode to "Subaru V1-6" - make sure trig 1 & 2 change to reluctor. Do a store, then power cycle. Change trigger mode back to GTO, store, power cycle, check ign again.

For the idle, increase your 80degC idle base position to 45%. Turn on idle ignition control with the settings below. If it still undershoots with those changes then add a little dashpot offset. For the high VE - your deadtimes are set to zero - this means the injector will be injecting less fuel than the ecu has calculated. If you dont have any data then copy the deadtime table out of our supra base map, that will at least be better than nothing. Copy the charge temp approximation example table out of the help file. Turn off the IAT trim table. Your accel enrichment isnt working as the cold compensation is set to zero. Set it to about 5 at the lefthand?cold end, and 1.0 for 70C and up. Then linear interpolate between those 2 points, as a starting point. Idle ign settings:

Assuming it has traditional analog TP sensors then it will most likely be usable. I know one of the odd volvo throttles used CAN bus TP sensors which would be more difficult to make work without the data - but I dont remember which specific volvo engine had that. If you have a factory wiring diagram that should confirm.

Yes, accel fuel is how much extra fuel is added to the primaries when the sec come in, and the accel time is how long that enrichment is sustained for.

You've got no accel fuel working in that log. Why does it idle at 2000RPM and makes barely any vacuum? Is it very large overlap cams?

I doubt spray pattern would have a huge effect on idle. Have they been flow tested? How much flow variation is there at small pulse widths?

If PC coms drop out when you connect your dash wiring, that would suggest you have wires connected to the RS232 pins in the coms plug. You should only have CAN H & CAN L connected.

I would say so.

Yes the ECU can be modified with some flying leads added to make aux 9/10 available for E-throttle. They will most likely add a few extra analog inputs at the same time since E-throttle needs 3 extra. For the cost you will have to email [email protected] as im a bit out of touch of that dept and it will vary with region a little too.

You need to use Ign 4 if you want to use direct spark You could do wasted spark with Ign 1 & 2. Have you changed spark edge to falling? Does Ign 4 work in test mode? With # 4 coil unplugged, what is the voltage on Ign 4 pin?

Your log file has no data. Triggerscope looks ok. Have you set the base timing? Can you attach your tune.

Are you sure? All documentation I can find shows the opposite. With the ignition on, if you set inj6 between "test on" and Off, does the fan turn on and off? Same with Aux 3, if you set it to test mode and back, do you hear the AC clutch click?

Can you give us a log of it happening in a normal driving/racing scenario. I suspect the previous log is not representative of how the error normally occurs.

So you will just need to tune it now.

Sorry I missed this post. For the settings you can copy out of our supra base map. The connector pic is looking back into the plug on the loom. Aux 7 12V Aux 8 Aux 5 12V Aux 6

That would be pretty unusual. I do believe there is a GM LS2 coil that does self discharge if over dwelled but it is pretty rare for any coil to do that. Get a cheap LED test light and connect it to the ignition output would be a quick option to confirm there is only 1 flash per cycle.

Can you pull the lid off the case to confirm the blue LED is on when ign is on.

You changed from an old injector that has no manufacturer data at all to a new modern injector that does have data, so are you assuming it was correct before but not now? The sard injectors are low impedance arent they? Was there a ballast resistor maybe added for the old injectors?

The factory manual shows they are all the same. Pin 2/white wires in this diagram are all grounds. Pin 2 is the same location on all sensors. Note the connector sketch down the bottom is shown opposite to ours - subaru draw them looking back into the connector on the loom side. So this shows the same as my pic above for all cam and crank sensors.

Can you tell us what ecu pin your fan relay is connected to.

Yes the Xtreme would be a good choice for an engine like this. Assuming it has a missing tooth type wheel on the crank, such as 60-2 or similar, Then yes that cam pattern will be no drama for both sync and VVT. Id really need to see a trigger scope once wired to decide the best option for sync but most likely we could use the "cam level" type sync strategy. For the VVT just set it to user defined mode once running and set the cam angle test to calibrate. It will then self populate the tooth offset tables so all cam positions are known. From there it will most likely work right away but not very well, the PID settings will need to be tuned.

The first rich spike I have marked in pink is caused by the spike in primary PW which is coming from the main accel enrichment. The 2nd rich spike as the secondaries come in is caused by the spike in primary PW due to the staged injection accel fuel. Reduce the staged inj accel fuel% should get that better.