Adamw

What ECU are we talking about? A plug-in I assume?

The fault code is probably because you had the TPS sensor unplugged. ie it is not a current fault - it was only a fault when you had it unplugged.

4 & 6 are the TPS signals, these need to go to 2 separate AN volt inputs.

The manual is correct, Aux 1 goes to 106 & 113, it is used for the fuel pump controller in GTR's and VTC in RB25 models. No cars have both devices hence the same aux can be used. Aux 5 is not connected. You have Ign 7 & 8 and Aux 11 on the expansion loom you can use, or possibly aux 2 is free on the main header - GTS dont normally have fuel pump speed control.

It wont make any noise if you have it set to quiet mode in the software. It wont attempt to move until all the calibrations are done, there are no errtors, and it is happy with the signals from everything.

This is due to Bank 1 intake cam bouncing around, bank 2 isnt great either but is probably usable. I suspect you are going to need to use the custom PID option to get better control. Possibly oil is a different viscosity to recommended or something.

Im pretty sure I have tested that for someone else before and found it was a bug in the Aim software. I think it was solved by setting the ecu type in the dash software to "Vipec - CAN_BUS_BASE_LCC" instead of Link*** Try that and let me know if it doesnt work. We do have one of those dashes in house that I can test if required.

Black is motor -ve. Yellow is motor +ve. The rest looks correct. Do you have realistic voltages showing on the TP Sub and main AN Volt channels? With E-throttle turned off, do the TP voltages move when you move the throttle blade by hand? Have all your other fault codes gone now?

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?