Adamw

What makes you think the displayed lambda isnt correct? Please attach a log and the tune.

It comes in as CAN AN1. You can use the 3 values just like any other switch or analog channel to do whatever you want - change throttle tables, boost tables, adjust speed limit, enable launch control, rolling antilag, etc etc.

When you change to a 3D table it uses a GP table. Im not sure why you would change to 3D unless you have data from the manufacturer? Here is what I see when I open the Supra base map:

Accel fuel is acceleration enrichment - extra fuel that is added when the throttle is opened quickly to make up for the lost fuel puddle.

That cable you have there is either the old "CANDASH" cable (which is designed for the old DisplayLink so has the RS232 pins connected), or it is possibly an old USB tuning cable that someone has modified - again this would have the RS232 pins connected so is no good. You can either cut that cable open near the plug and snip the yellow and grey wires, or use a CANF plug to make your own cable with only CAN H/L connected.

This is a back feed issue as I mentioned earlier. Inj drives dont have a flywheel diode so wont back feed, aux outputs do have a flywheel diode so will back feed if the aux device has power when the ecu is off. So the problem is the 12V supply to your AC clutch and Fan relay must be connected to a supply that turns on in the ACC position rather than only in Ign position like it should.

What do you mean by "MAP count"?

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.