Adamw

I dont believe your wideband, that shows it is running with a lambda of 0.55, I doubt an engine would even run at that. Have the ITB's been synced? BTW, your map is not attached, that is a short cut or something else.

Is it any better with CLL turned off? Some of it appears to be the CLL update rate is too high at light loads causing an oscillation. As a quick test to determine the transport delay you can try holding it at light load/low RPM with CLL off, then do a step change to lambda target (say 10% richer), whatch how long it takes for the measured lambda to change by a similar percentage. If it takes say 1 second for a fuel change to be seen by the sensor then your update rate should be 1Hz. If it takes say 0.5sec then 2Hz. You would be surprised at long the delay is at low load. It looks like accel enrichment is causing the worst of the rich areas. MAP could be playing a part, do you have an idle valve? What is the lambda controller? Topping out at 1.075 lambda is a bit odd.

So do you have that AN Volt 4 jumper that is pictured above sitting on the two right hand pins?

I just checked your ECU serial number and there is a chance there is a hardware issue that is causing your spark at power up. We made a hardware change when this was discovered and your ecu serial number is right around the number this change was made. If you continue to have backfires at power up then contact [email protected] and they will arrange to get the ecu updated.

Its pretty complex, I doubt that you will get everything to work with the user CAN. I could possibly give you something that would get the basics working. Im not sure how fussy it is with things like message counters etc.

Sorry for the delay, we discussed this the other day and I forgot to reply. So this ecu has quite an odd circuit on that AC request input, it looks like it was originally designed to achieve a very specific volt drop with very little influence from external factors. This was done many years ago so we are not sure of the reason it was done this way - the original engineer possibly found some odd behavior from the AC switch and needed this to get around it? But the problem is this circuit has been made quite "fool proof" - changing the voltage entering the header pin with resistors or diodes etc makes very little difference to what the actual ECU input sees on the other side. There is a pull-up resistor on the bottom board (tiny smd), we think removing this (or possibly could scratch through the track) would be the easiest way to make it work (will still likely need a couple of series diodes added in the wiring). Let me know if you are prepared to do this and I can give you a bit more info.

You can go straight to 4.10

Try this. 2948083_WeberH22-Turbo New CAN.pclx link_ecu_short_MAP.xml

That is very odd, there should be no spark during power up?

My guess would be Pot1 = TPS main, Pot2 = TPS sub, + is 5V and - is sensor gnd.

Yeah there are a couple of potential issues here. The first one is the crank speed variation. Below is the calculated RPM over several teeth based on the 50ms/div time base. So your crankshaft goes from rotating at 160RPM to 550RPM in the space of 3 crank teeth (30deg), it then slows back down to 160RPM in the space of 3 teeth. That will make it pretty difficult for any ecu to determine where a missing tooth is when the time period between 2 teeth changes so drastically. That seems pretty extreme - Are you sure the starter sprag isnt slipping during compression stroke? The 2nd thing that doesnt look good is the big spike of noise that you have coming through both triggers occasionally. Since it exceeds the arming threshold and crosses zero, this will make the ecu see extra teeth that arent actually there. Im not sure which of these 2 potential issues is causing your trigger error (it may even be both). I suspect that spike of noise is probably from coil voltage taking a path it shouldnt be, so you could try cranking it with the coils unplugged, if you still have a lot of trigger errors then you could say it is probably more the speed variation that is the issue, if your trigger errors improve with the coils disconnected then you could concentrate on finding the cause of the spike.

Use 1JZ vvti trigger mode, offset should be close to zero with that but you need to confirm with a timing light. Since you have an idle valve, you will need Equation load source set to MAP and the MAP sensor connected to the same manifold so that the ecu can compensate for the varying air volume passing through the idle valve. Turn off CLL until fuel table is tuned. Turn on Async injection with min async PW = 1.0ms. And put something like 5 in your accel sens table. Assuming it is NA, change your lambda target table so that 0.87 is the smallest value in there (WOT). I normally have around 095 at idle, 0.9 at 40% TP and 0.87 at WOT. For your ign table copy your 60%TP row down to the 100% row, even then it will be on the conservative side. Also, not related to your running problem, but I would suggest taking a whole lot of rows out of your fuel and ign tables, you are only creating a lot of tuning work by having so many. For ITB's I usually do TP 0%,2,5,8,11,15,20,30,40,60,100. Only add extra cells if there is found to be some area that is not taken care of by linear interpolation during tuning.

Yes it sounds like you may suffer the same bootloader issue. When you have some time up your sleeve contact [email protected] with a message that you require the bootloader update and they can give you instructions on getting it returned. This is related to something different and Im pretty sure it is solved in the next software/firmware release (not far away).

Yes, it is a thread sealant. If the mating thread is in good condition you shouldnt need anything extra.

Dont overthink it too much. Set the master fuel to about 6ms, that should be somewhere in the ballpark to get it started. Once started if it sounds all lumpy then that would suggest too much fuel so reduce the master until it smooths out. If it only coughs when cranking or fires then dies after a few seconds then you likely have too little fuel so increase the master.

I suggest adding the parameter "accel fuel" to your time plot so you can see where it is happening and how much it is adding. It wont mean a lot to you initially, but it is helpful to see as you make changes. Obviously you dont want it so sensitive that is is adding extra fuel at every small touch of throttle, but you should see a decent spike during a quick stab. It varies a lot from engine to engine, but just to give you an idea I most commonly see small/short spikes of accel enrichment up to around 35-50% with a fairly quick throttle movement.

Attach your own log, you may not have the same cause as the potentially failing sensor above.

Can you attach a copy of your tune. CLL is trying to work, you can see it is pullng 13% fuel out at the beginning of the log and is down to -17% at the end of it. But lambda hasnt changed much so it suggests there is something else going on - possibly minimum PW clamp or something.

It sounds like your thermostat is not working, you should have no trouble getting up to a normal stable operating temp regardless of ambient. As for the PID, you cant do any harm. The first thing I would try is dropping the base DC as your doesnt look like it wants anything like our defaut 50%. Set PID to custom and change the base DC to about 38%, see if that helps.

Please do a short log of it cranking and attach a copy of your map. https://youtu.be/_P1LRANeO4A

No triggerscope still looks terrible. As for the 5V error, can you give us a log of it cranking.

Can you give us a trigger scope of it cranking when hot, possibly a log and the tune too.

Fuel table doesnt look right to me. You have MGP on the Y axis but it only goes down to 10Kpa at the lowest (this is positive pressure boost) - it should go down to something more like -80kpa. And in the cell it is operating in during cranking you only have a VE value of 7%, usalyy in modelled mode you wouldnt have VE numbers much below about 50% - and in the cranking area it would be more like 80%. I also think your trigger offset is wrong - Im pretty sure it will be close to zero in G4X - check your base timing.

On this ecu the Ign 3 &4 drives are used for 2 radiator fans originally (Pin 31&39). So what I would do is get an expansion loom, this has Ign 7 &8 drives on it, you can snip the fan wires off Ign 3 &4 and connect to Ign 7 & 8 instead. Then run two new wires from pin 31 & 39 to the new coils on Cyl 3 & 4. Coils for Cyl 1 & 2 will be connected to Ign 1 &2 that are going to the original wasted spark coil.

Not exactly, that valve will have completely different electronic, mechanical and physical flow characteristics. The boost control will need to be tuned from scratch. Boost control is not set up in the base map anyhow so you will need to tune from scratch no matter what valve you choose.