Adamw

Attach the tune and a log

I dont think there is much risk of charge robbing on a WRX10, but your EGTs are pretty warm so I would guess possibly the extra oxygen going through the dead cylinder can find its way into the adjacent cylinder exhaust manifold and allow a little extra of the combusted fuel in the manifold of the still working cylinder to burn.

If you want to run two gauges then you can have them both connected to the same bus, they just need to be on different ID's. The AEM instructions will tell you how to change the gauge ID from the default. Then in PC Link you will set up separate receive streams for Lambda 1 and Lambda 2 on ID's to match each gauge.

If the engine is stock internally I would be cautious of using sustained cuts. If it has good seals in it then Ign cut is the best option - if you get heavy backfires you can also use 4D fuel at the same time to add a little fuel which softens down any backfires.

Try loading the map attached below, this is the 7 bar base map but I have made a few small fixes. You will just need to enter the correct injector size and it shouldnt be too far off. To load the map, connect the ecu to PC Link then go to >file>open and choose this map. Toyota Altezza SXE10 7Bar G4X plugin Modelled fuel Adam.pclx

If tech support told you to return the ecu for inspection then I would take that advice. There is a small batch of G4+ Fury boards that gave a high failure rate, if they have identified yours is from that batch then it will need to be inspected and possibly replaced.

Why arent you using our Altezza base map? There are many things wrong in your map: E-throttle target table is full of zeros (you are telling the ecu you always want 0% throttle for any pedal position). E-throttle is set to quiet throttle mode (wont work unless engine is running) There is no aux output assigned to the E-throttle clutch (should be aux 5) Fuel equation is in traditional mode - modelled is needed for fuel gauge to work properly in the altezza. Fix the first 3 and E-throttle will work.

Need a log.

You will need to remove the lock and do a new log of some pedal movements with the E-throttle mode set to on.

We want the complete tune file from the ECU. When connected go to >file>save as. It will be a .pclx file E-throttle mode needs to be set to "ON" for it to work.

Yeah that would work fine.

It would be best to attach a log from your car showing the issue along with your tune file.

You might have to elaborate on your question a little more as I dont understand what you are asking. Typically the injector flow rate is supplied in the data provided by the injector supplier. Usually it is determined dynamically using the linear slope of a graph of flow Vs pulsewidth at a specific frequency. Static "wide open" flow data is not as useful. Most flow test procedures are based around the SAE standard J1832

Also 0280140549 is the two wire straight through version. Note "fully closed" for these bosch valves is usually around 20%DC, below that they start to open again as a fail safe. So for these you set the minimum clamp to ~20% and you wont have numbers in your base pos table below 20.

What do you mean by "fully sealed at 100%"? 100% DC is usually fully open. The common 2 or 3 wire bosch ones are what I normally go for, hose barb fittings so easy to connect and come in straight or 90deg versions.

The IC spray function is not set up in our base map as the set up is different depending on if the ecu is fitted to an Evo 4/5/6/7/8. If you write how you want the switch to work I can help you set it up.

That map is a complete mess, you would be best to use our base map as there is so much stuff messed up in that map it is going to be better to start with something that is closer to correct. Once running with our base map then you need to get a tuner involved before driving it.

I would also suspect due to the 2 trigger wheels on the crank with thge unique groups of teeth that the OEM ecu (assuming wasted spark ignition) could probably sync and spark after a little more than 120deg crank rotation. With the Link ECU using only the 12T wheel it will need to see the cam tooth before it has enough information to sync and spark - this could take as much as 720deg crank rotation. However, this is common with many basic trigger systems and wouldnt usually take more than about 1 second. As well as the info the Vaughan requested, a triggerscope taken while cranking will help confirm that the arming thresholds are set appropriately.

Ok, if it is ITB then the high MAP is probably not too unusual. What happens if you add more fuel as a test? Have the ITB's been synchronized with a synchrometer?

Any standard automotive relay is fine. You need to switch the negative side of the coil. Info from the help file below.

You will need another expansion loom. Or if you no longer use the auto/manual intercooler spray switch you could use one of those DI's for your boost switch.

With the engine off it will only run for the time you have set in the "RPM Zero timeout", 30secs in your case.

MAP is only going as low at about 80Kpa at idle, typically this would be more like 40kpa on most road engines. Possibly a large air leak? Brake booster maybe or split hose? Poor vacuum could also be valve lash or a burnt valve.

The last time I used a dash2pro the speed worked in the correct speed field. Did you load the dash2pro config that is in PC Link? Is your speed readout settings set like this:

The dash2pro stream transmits non-driven wheel speed. Go to the speed sources menu and set non driuven wheel speed source to RF - you can set both driven and non driven to RF if you wish.