Adamw

If pedal is 6 pin then 2 pins will be 5V and 2 will be grounds. You just splice these to the single 5V and ground wires.

Since they are an ITB engine you will find fuel tables will be quite different from engine to engine. I have attached one below from a 20V to give you the basic set up but it will need to be fully tuned. 4AGE 20V ITB fuel table.lte

The factory one should be ok. It should go between 12V and engine ground as close as possible to the coils - before the main power wire splits into 4.

You've already got AN Volt 3 and 5V and ground at the existing (cable) TPS sensor, So just run the Aux9/10 and say AN Volt 6 to the throttle for the DBW. Then for the pedal you can use 5V, Sensor ground, An volt 7 & An volt 9 from the expansion loom.

go to >fuel>fuel setup>injector test, then test each injector one at a time to confirm you can hear each one clicking. If they test ok then give us a log of it cranking.

With a distributor the engine will run with 4 possible trigger offsets - only one will be correct, but the engine will run regardless. With direct spark the engine will only run with the correct offset. If your timing light shows the correct timing when cranking, the most likely you are out by 360 deg - so the spark is at TDC exhaust stroke rather than TDC compression stroke. Try the offset at -293

We do not currently have a solution to control the VVL on this engine.

G4X uses the 500RPM cell below 500RPM. Can do a triggerscope when cranking and attach that and a copy of your tune here.

Im happy to help further if you run into any issues. There will be some that will need scaling - for example Lambda will need to be multiplied by 1000.

We dont currently have any control strategy for a DC Motor with position control (with the exception of E-throttle). I believe the VQ37 originally had its own standalone controller for the VVL that communicated with the engine ecu via CAN bus. However I have no info on the CAN messages for that unit. I suspect if you could reverse engineer the CAN messages we could probably control it, but our ecu's could not currently control it with a direct connection to the motor.

I have moved your post into its own subject since it was nothing to do with the unlock code thread you were posting in. Fault code 11 is AN Volt 1 below the error low value. This may be a current error or it may be an historical error if you have unplugged a sensor in the past or something. You really need to give us a log and a copy of your tune to be able to help.

As I said above, only the built in pre-defined calibrations stop at 150°C. Provided your cal table spans higher than 150, the only limitation on the ECT variable is 1500°C. Here is an example on a live ECU: Ill talk to the firmware guys if there is a good way the other tables you mention can be expanded without causing drama for other users. The problem I foresee is it will potentially mess up those tables for everyone else that has already tuned those tables in the past.

That is an i Series not V series if it has 5.*.* software/firmware. You can use the latest G4+ software with an i series if you like but that wont solve your connection problem. I would start by pulling the lid off the ecu case and check you see the blue or green LED inside glowing when ign switch is on - this will at least confirm the ecu is powered up.

If you wire whichever bulb you want to use to a spare aux output on the ecu then you can control it. None of them are connected to the ecu in stock form.

Change all the fuel settings in orange to match my example below. Copy the Charge temp approximation table example from the help file. Go to your fuel table, right click>Import/Export>import from file. Import the fuel table below - this is a generic VE table for modelled mode, the numbers you have in there now are way too small for VE. That should give you a closer starting point provided the injector flow rate is correct. VE Fuel Table .lte

Yes that is fine. Any 12V source that is only live when ignition is on.

Is the lamp in the speedo controlled by the ecu?

The first frame with ID 0x2000 would look like below. The main mistakes: The "0x" on the front of the DTA ID number means it is in hexadecimal (FYI, some people instead of the 0x append a little h on the end of the number to specify Hex). The ID in Link is specified in decimal. You can use windows calculator (set to programmers mode) to convert between Hex and Dec. 0x2000 is 8192 in decimal. You didnt have the start positions and widths correct - it is easiest for a noob to just use the visual thing at the bottom, for example change the engine speed start position and width until the Engine speed is shown sitting nicely spread over Byte 0 & 1 (DTA are calling byte 0&1 "Data 1"). You had a frame ID set in Byte 0 (you can see the DDDD in the visual frame). Frame ID's are only used for compound messages where you send many frames on one ID. DTA are sending each frame with a unique ID so you dont need (or want) the frame ID. So frame ID position should be set to none.

In the connection settings try changing the port from auto to both USB and the correct com port option, you may find one will give a more reliable connection.

Can you attach the tune as well. Cranking VE number is very small, typically should be 50-65% at idle and similar or higher during cranking, yours is 17. Suspect your injectors may be way bigger than you think if VE number needs to be that small, but need to see the tune. Also the idle valve is only at 12% (ie closed) during cranking, usually need to add more air during cranking. And you have no accel enrichment working when moving the throttle so something is set up wrong there.

This is overrun fuel cut. Obviously lambda will read lean when there is no fuel and only air going through the engine. The CE lamp you will have to check is the software whether it is set up as a CE lamp function or something else.

“U” for units is the keyboard short cut to swap between metric/Us units. Or >options>units>options for more control over what units are used in the metric/US sets.

I generally prefer VR on crank, since it it is more precise, more reliable, and has a better signal to noise ratio as engine speed increases. And if I have the choice I go for hall on the cam. They output a signal at lower speeds so sync can be determined sooner (cam is 1/2 speed of crank and VR output is relative to tooth speed) and since you are only using it for phase identification the precision or slow rise/fall time doesn’t matter. The important thing is to consider target design - VR needs teeth short & sharp, about the same size as the sensor pole and a special design in the missing tooth area. Hall typically wants wide/long teeth with deeper cutouts between teeth.

All looks ok in the log. What size injectors does it have? Your dizzy set up sounds correct. Assuming it is still running a dizzy and single coil then there will actually be 6 different offsets that will give the correct timing and it will run - even though only one will be correct (injector timing correct). That is not your map that you have attached at the top either. To get your map, connect to ecu then go to >file>save as. it will have a .pclx extension.

Try the most recent PC Link on the website, 6.22.38 is the current one. 6.22.25 would always say boot mode after an update even though ecu was running fine. Although Im not sure if that is what you are experiencing if it wont even connect.